chapter 4 social, economic & environmental …

Final Environmental Assessment March 2010

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CHAPTER 4 SOCIAL, ECONOMIC & ENVIRONMENTAL CONDITIONS and CONSEQUENCES 4.1 Introduction The purpose of this chapter is to present NYSDOT’s efforts to satisfy applicable social, economic, and environmental obligations, regulatory requirements and commitments. The information presented identifies:

• The social, economic and environmental issues that need to be considered when selecting the preferred alternative.

• The environmental consequences and mitigation measures.

• NYSDOT’s efforts to coordinate with applicable agencies.

• Required permits and approvals.

State Environmental Quality Review (SEQR)

The SEQR "lead agency" is the New York State Department of Transportation.

The Department has determined that this action is a SEQR Non-Type II Action in accordance with 17 NYCRR, Part 15, and “Procedures for Implementation of State Environmental Quality Review Act.” Non-Type II actions include actions for which the environmental impacts are not clearly established and require an Environmental Assessment.

The action is being progressed as Non-Type II because of the potential to alter traffic patterns. Under 17NYCRR Part 15.14(d)(2), Type II actions can not cause “significant changes in passenger or vehicle traffic volume, vehicle mix, local travel patterns or access (other than changes that would occur without the action).” This action does not meet the Type II criteria, and is therefore classified as a Non-Type II action.

4.1.1 Cooperating, Participating, and Involved Agencies

SEQR Involved and Interested Agencies The SEQR involved and interested agencies are:

• NYS Department of Environmental Conservation • NYS Thruway Authority • NYS Bridge Authority • NYS Police • NYS Department of Agriculture and Markets

4.2 Social

4.2.1 Land Use Demographics and Affected Population

The action area includes the ministerial boundaries of New York State. The affected population essentially includes all citizens of New York State, as well as visitors using Reasonable Access Highways, Other Affected Routes, the National Network, and those doing business in the state.


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Populations most directly affected include: residents of communities on Reasonable Access Highways; residents of communities on Other Affected Routes; owners of properties adjacent to these highways; truck operators and drivers; businesses and individuals depending on large truck services; and local and state highway users sharing the right-of-way with large trucks.

Comprehensive Plan(s) and Zoning

The presence of large truck traffic has influenced the comprehensive planning activities and zoning of some communities along Reasonable Access Highways. In Chapter 2 of this report, Exhibit 2.2.1.1 - Local Master Plan References furnishes references to large truck traffic that local communities have included in their Master Plans. Some communities have developed studies, and are seeking solutions to reduce large truck traffic in an effort to improve their residents’ quality of life. Due to increasing large truck traffic volumes, parcels previously zoned for residential use may be better suited for commercial or industrial use. Truck traffic in some areas could lead to a demand for development of land for freight-related uses, such as distribution centers and terminal facilities, as well as the development of facilities to support trucking and truck operators, such as service centers and truck stops.

Alternative Three would reduce large truck traffic along specific Reasonable Access Highways. This alternative may assist some communities that are struggling with impacts to quality of life, attributed to the presence of large trucks. Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d.

However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and on some of the Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d.

4.2.2 Neighborhoods and Community Cohesion Neighborhoods and Community Cohesion

Large truck traffic can adversely affect connectivity within neighborhoods. Neighborhoods along the proposed Reasonable Access Highways are subjected to direct effects, such as noise, visual disruptions and emissions. There are also safety concerns about crossing, walking, or bicycling on highways where large trucks are present.

Maintaining connectivity through pedestrian and bicycle traffic is important to maintain the cohesiveness of a neighborhood. Many of the identified Reasonable Access Highways go through the middle or core of neighborhoods. If these highways are perceived by residents as dangerous routes to use or to cross, normal social interactions can be reduced. Additionally, many of these neighborhoods have small stores and businesses with curbside parking. Large truck traffic may elevate safety concerns associated with parking, and result in less patronage of these stores and businesses. This, in turn, could reduce the economic viability of these businesses, which often contributes to the cohesiveness of neighborhoods.

Alternative Three would decrease large truck traffic on Reasonable Access Highways that pass through urban, village and community settings. Connectivity and mobility within neighborhoods can be enhanced due to an improved sense of safety for business patrons and residents. Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d.

However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d.

The following list is a summary of the anticipated changes in large truck traffic for affected cities and villages from Exhibits 4.2.2.a through 4.2.2.d:


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• 7 cities, villages and hamlets located along the Reasonable Access Highways would experience a reduction in large truck traffic.

• 15 cities, villages and hamlets located along the Other Affected Routes would experience a decrease in large truck traffic, or an increase of less than 10%.

• 13 cities, villages and hamlets located along the Other Affected Routes would experience an increase in large truck traffic exceeding 10%.

The anticipated changes in large truck traffic for affected cities and villages is shown below in Exhibits 4.2.2.a through 4.2.2.d

Exhibit 4.2.2.a - Communities of the Finger Lakes Region on Multiple Routes

(Net Difference in Large Truck Traffic)

Contributing Links

(Appendix A – Exhibit A.2.a-d)

Average Change in Number of Trucks (%)

Community County Population

(2002 US Census)

26, 27, 42, 98 +48 City of Auburn Cayuga 27,138

68, 30, 24 +33 Village of Seneca Falls Seneca 6,629

27,28,29,63,59 +50 Village of Skaneateles. Onondaga 2,539

15, 39 +29 Village of Cayuga Heights Tompkins 3,670

15, 39 +29 Village of Lansing Tompkins 3,428

10, 16, 97 +22 City of Cortland Cortland 18,434

15,16,57,A3 +14 Village of Dryden Tompkins 1,820

43,45,88 +14 Village of Spencer Tioga 683

31,43,A7 +13 Village of Van Etten Chemung 550

19,20,64 +7 Village of Watkins Glen Schuyler 2,029

18,19,31 +3 Village of Montour Falls Schuyler 1,769

65,66 +2 Village of Lodi Seneca 325

18, 2 -0.11 Village of Horseheads Chemung 6,254

20, 21, 38 -0.73 Town of Geneva Ontario 3,333

97, 96, 95 -9 Village of Groton Tompkins 2,401

17,39, 47, 74, A1, 79, 90 -11 City of Ithaca Tompkins 29,763

52,53,54 -32 Village of Moravia Cayuga 1,293

33,34,97,58,82 -18 Village of Homer Cortland 3,248


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23,92,93 -24 Village of Waterloo Seneca 4,994

66,90,94,99 -32 Village of Ovid Seneca 590

Exhibit 4.2.2.b – Communities of the Finger Lakes Region on Reasonable Access Highways (Net Difference in Large Truck Traffic)

Contributing Links




(2002 US Census)

32,77 -74 Village of Whitney Point Broome 940

61 -50 Town of Sempronius Cayuga 893

85 -90 Village of Aurora Cayuga 872

86 -78 Village of Cayuga Cayuga 488

86 -78 Village of Union Springs Cayuga 1,045

90 -88 Village of Interlaken Seneca 650

90 -88 Village of Trumansburg Tompkins 1,591

A8 -81 Village of Lisle Broome 284

Exhibit 4.2.2.c – Communities of the Finger Lakes Region on Other Affected Routes with a Decrease, or Less than 10 Percent Increase, in Large Truck Traffic

Contributing Links




(2002 US Census)

18 -3 Village of Millport Chemung 283

20 9 Village of Dresden Yates 288

97 8 Village of Owego Tioga 3,708

A2 -2 Village of Freeville Tompkins 504

A4 -12 Village of Newark Valley Tioga 1,002

A7 0 Village of Waverly Franklin 4,303


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Exhibit 4.2.2.d – Communities of the Finger Lakes Region on Other Affected Routes with an Increase of 10 Percent or More in Large Truck Traffic

Contributing Links




(2002 US Census)

8 206 Village of Marathon Cortland 1,019

31 16 Village of Odessa Schuyler 583

88 18 Village of Candor Tioga 794

A1 32 Village of Burdett Schuyler 335

Home and Business Relocation

This action would not require relocations of homes or businesses.

Effects Assessment

Residents along the proposed Reasonable Access Highways have asserted that large truck traffic negatively impacts their quality of life. Negative impacts may include:

• noise disruptions • visual disruptions • emissions • concerns about safety in village and community settings, state tourism areas, school areas,

environmentally and historically unique areas, scenic byways and designated bike routes • concerns about increased wear on pavement surfaces in communities that are responsible for

maintenance of these highways.

Alternative Three can improve the quality of life, enhancing neighborhood and community cohesion by reducing the number of large trucks, and negative impacts attributed to them, along Reasonable Access Highways. Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d.

However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and on some of the Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.

4.2.3 Social Groups Benefited or Harmed Elderly and Disabled

According to the 2000 U.S. Census, 19% of the State’s population, over age 5, has a disability, and 13% of the State’s population is over age 65. It is assumed that populations along affected routes approximately reflect these percentages.


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The presence of large truck traffic may have a comparatively high impact on the quality of life of elderly and disabled residents adjacent to the proposed Reasonable Access Highways. Due to decreased mobility, these residents can be more homebound than other residents, and they may be more consistently exposed to emissions, noise and visual disruptions from truck traffic. Persons with decreased mobility or visual impairment that are navigating or crossing routes with large truck traffic may have additional safety concerns. Alternative Three will reduce the volume of large truck traffic on the proposed Reasonable Access Highways, and can improve the quality of life for these residents by reducing noise and visual disruptions and improving air quality. Reducing large truck traffic could also contribute to an improved sense of safety and an improved comfort level for elderly and disabled individuals and motorists.

Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d.

However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and on some of the Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d.

Transit Dependent, Pedestrians, and Bicyclists

Concerns about the safety of crossing highways used by large trucks, or walking and bicycling on these highways, can negatively impact pedestrians and cyclists. Safety of bicyclists is of particular concern on designated bike routes that are being used by large trucks. Alternative Three could improve safety for pedestrians and bicyclists on specific highways by reducing the potential for conflict between pedestrians and bicyclists and large trucks.

However, some of the Other Affected Routes, Route 14 and Route 20 are designated bike routes with increases in large truck traffic. Sections of Route 20 could experience increases from 11% to 171% in large truck traffic. Sections of Route 14 may experience decreases in large truck traffic, or increases of less than 10%, as described in Appendix A – Exhibit A.2.a-d.

Low Income, Minority and Ethnic Groups/Environmental Justice – Title VI of the Civil Rights Act of 1964

Title VI - Environmental Justice, as defined by the U.S. Environmental Protection Agency, is "the fair treatment and meaningful involvement of all people regardless of race, color, natural origin, or income with respect to the development, implementation, and enforcement of environmental laws, regulations, and policies. Fair treatment means that no group of people, including racial, ethnic, or socioeconomic groups should bear a disproportionate share of the negative environmental consequences resulting from industrial, municipal, and commercial operations or the execution of Federal, state, local, and tribal programs and policies."

Title VI requires a review of projects for disproportionately high and adverse effects on Minority and Low-Income Populations. Possible adverse impacts to consider include; air, noise, destruction or disruption of community cohesion or economic vitality, destruction or disruption of the availability of both public and private facilities and services, displacement of persons, businesses, farms, or nonprofit organizations; and increased traffic congestion.

Potential Environmental Justice areas located on the proposed Reasonable Access Highways are generally in small cities and villages, where the homes are close to the roadway. With large truck traffic on these highways, there are resultant air emissions, noise disruptions/annoyances, and concerns for the safety of pedestrians and bicyclists. The close proximity of these residences to large truck traffic exacerbates these negative impacts.

Environmental Justice Areas located adjacent to the National Network are generally set back further from the roadway, due to wider embankments and right-of-way. This distance reduces the impacts of large truck traffic on residents.


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Low income residents are more dependent on pedestrian and bicycle modes of travel, and these modes are important in maintaining community cohesion. Large truck traffic compromises the ease and safety of pedestrians and bicyclists, creating a barrier that pedestrians and bicyclists tend to avoid, resulting in disruptions to community cohesion.

Alternative Three would reduce the number of large trucks passing through Environmental Justice Areas on the proposed Reasonable Access Highways. This may benefit these neighborhoods with reduced noise levels, reduced air emissions, fewer noise disruptions, and improved community cohesion resulting from an improved sense of safety for pedestrians and bicyclists. Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d.

However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d. Some of the Other Affected Routes with increases in large truck traffic are along Environmental Justice areas.

Exhibit 4.2.3.a shows the variety in appearance of several Environmental Justice areas along different types of affected highway.

Exhibit 4.2.3.a – Environmental Justice Areas

Photo Average

Change in Number of Trucks (%)

Environmental Justice Area (Community)

Route Highway Type

-94 Ithaca Route 79 Reasonable Access Highway

-64 Moravia Route 38A Other Affected Route

+43 Auburn I-81 Other Affected Route


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<2 i-81 I-81 National Network

The National Network also passes through Environmental Justice Areas, but additional truck traffic on the National Network will not impact pedestrians and cyclists, since limited access highways do not allow pedestrians or bicyclists. Alternative Three is expected to result in a negligible increase in large truck traffic on the National Network, resulting in negligible increases of noise and impacts to air quality. (Refer to sections 4.4.15 and 4.4.17). However, some of the Other Affected Routes may experience larger increases in large truck traffic, as described in Appendix A – Exhibit A.2.a-d.

The anticipated changes in large truck traffic for Environmental Justice Areas located along the proposed Reasonable Access Highways, Other Affected Routes and the National Network are shown in Exhibit 4.2.3.b.

Exhibit 4.2.3.b Environmental Justice Locations

Reasonable Access Highways

Other Affected Routes w/decrease or increase <10%

Other Affected Routes w/10%+

increase

National Network (>2% increase)

Portions of City of Moravia

Link 38A-1 (-64%)

Portions of the City Of Geneva

Link 14-4 (+1%) 336-2 (--71%)

Portions of City of Auburn

Link 20-4 (+38%) 34/38-1 (+62%) 34-4 (+130%)

Portions of City of Syracuse Link 81-4

I690 I90-1

Portions of City of Ithaca

Link 79-2 (-94%)


34/96/13-1 (+2%) 13-1 (+1%) 13-2 (-14%) 13-3(-4%) 13-4 (-2%)

Portions of City of Cortland

Link 13-6 (+15%)

Onondaga Indian Nation

Link 81-4 I690

I90-1

Portions of the City of Owego

Link 96-1 (7%)


Link 34-1 (+60%) 89/96-1 89/96-2

Portions of City of Cortland Link 81-3

Portions of the Town of Waverly

Link 34-7 (0%)

Portions of the City of Binghamton

Link 86-1 I81-1

Portions of the Town of Waverly Link 86-2

Portions of the City of Elmira

Link I86-2


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4.2.4 School Districts, Recreational Areas, Places of Worship School Districts

The presence of large trucks has created concerns for the safety of children accessing schools, using pedestrian crossings, or using school bus stops along the proposed Reasonable Access Highways. School age children are generally less visible, and less aware of their surroundings than adult pedestrians. Residents near these routes have expressed particular concern about student safety in and around school zones. Pedestrian accidents involving large trucks are typically more severe than pedestrian accidents involving passenger cars.

In addition, large truck traffic is a source of visual and noise disruptions and emissions which are particularly undesirable near sensitive receptors like schools.

Alternative Three would reduce the number of large trucks passing schools located on the proposed Reasonable Access Highways, improving the environmental quality of these schools. Reducing large truck traffic can reduce visual disruptions, noise disruptions, and emissions along specified highways. Additionally, a reduction in the number of large trucks could relieve some of the expressed concerns over the safety of accessing schools, particularly with regard to children walking to school. Schools within 1 mile of the Reasonable Access Highways would likely have children walking on these routes.


However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and some of the Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d and as shown in Exhibits 4.2.4.a-d.

As shown in Exhibits 4.2.4.a-d, there are anticipated to be:

• 18 schools located along, or within ½ mile of, proposed Reasonable Access Highways

• 44 schools located along, or within ½ mile of, Other Affected Routes with a decrease or <10% increase in large truck traffic

• 34 schools located along, or within ½ mile of, Other Affected Routes with an increase of >10% large truck traffic.

• 1 school located within ½ mile of the National Network

The anticipated changes in large truck traffic for School Districts located along the proposed Reasonable Access Highways, Other Affected Routes and the National Network are shown in Exhibit 4.2.4.a-d.

Exhibit 4.2.4.a - School Districts near the National Network

Link School District Schools Directly adjacent to National Network Schools within

½ mile of National Network

3 (+2%)

LaFayette Central ---- C. Grant Grimshaw School

(Grades K-5, approximately 404 students)

Total (approximate): 0 404 Students

Exhibit 4.2.4.b - School Districts along Reasonable Access Highways on Access Routes

Route School District

Schools Directly onHighway

Schools within ½ mile of Highway

52 (-13%)

Moravia Central

Moravia Junior Senior High (Grades 7 – 12, approximately 547 students) ---- Millard Fillmore Elementary School


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(Grades K – 6, approximately 569 students)

54 (-62%) Auburn

Auburn High School (Grades 9 – 12, approximately 1,511 students)

William H. Seward Elementary School (Grades K – 5, approximately 439 students)

Montessori School of the Finger lakes (Grades Pre-K-5, approximately 72 students)

73 (-82%) Caroline

Caroline Elementary School (Grades Pre-K – 5, approximately 304 students)

----

79 (-83%) Private Finger lakes Christian School

(Grades PreK-12, approximately 62 students) ----

86 (-78%)

Union Springs

Union Springs Middle/ High School (Grades 7 – 12 with approximately 557 students)

Cayuga Elementary School (Grades K-5, approximately 279 students)

Andrew J. Smith Elementary School (Grades 4 – 6, approximately 216 students)

90 (-88%)

Private ---- Interlaken Christian School [private] (Grades K – 12, approximately 12 students)

Trumansburg

South Seneca Elementary (Grades K-5, approximately 368 students)

Trumansburg Elementary School (Grades K – 4, approximately 418 students)

Russell I. Doig Middle School (Grades 5 – 8, approximately 466 students) Charles O. Dickerson High School (Grades 9 – 12, approximately 471 students)

91 (-95%) Romulus

Romulus Junior/Senior High School (Grades 7 – 12, approximately 286 students)

---- Romulus Elementary School (Grades Pre-K – 6, approximately 300 students)

92 (-95%) Private ----

Skoi-Yase School (Grades Pre-K – 2, approximately 420 students)

Total (approximate): 4,504 students 2,793 Students

Exhibit 4.2.4.c - School Districts along Other Affected Routes with a Decrease or Under 10 percent Increase in large truck traffic

Link School District Schools Directly on Highway


18 (-1%)

Horseheads Central Gardner Road Elementary School


Private ---- St. Mary Our Mother School

(PreK-6, approximately 113 students)

Odessa-Montour Central B.C. Cate Elementary School


19 (+3%)

Watkins Glen Central

Watkins Glen Elementary School (Grades K- 5, approximately 498 students)

---- Watkins Glen Middle School (Grades 6-8, approximately 378 students)


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Watkins Glen Central High School (Grades 9-12, approximately 458 students)

20 (+9%) Private

Freedom Village USA (Ages 14-21, approximately 150 students)

New Conquest Mennonite School (Grades 1-8, approximately 27 students) ----

Lochland School (Ages 18+, approximately 15 students)

21 (+1%) Private

De-Sales High School (Grades 9-12, approximately 114 students)

---- St. Francis De Sales-St. Stephens (Grades PreK-8, approximately 170 students)

23 (+2%) Waterloo Central ---- La Fayette School


33 (-70%) Homer ---- Homer Senior High School

(Grades 9-12, approximately 746 students)

34 (-66%) Homer ----

Homer Intermediate School (Grades 3- 6, approximately 584 students) Homer Junior High School (Grades 7-8, approximately 390 students)

45 (+7%)

Spencer VanEtten Central ----

Spencer –Van Etten Middle School (Grades 6-8 with approximately 325 students)

Private North Spencer Christian Academy (Grade PreK-8, approximately 45 students) ----

49 (-58%) Lansing

Lansing High School (Grades 9-12, approximately 452 students)

Lansing Middle School (Grades 6-8, approximately 407 students) ----

Raymond C. Buckley Elementary School (Grades K-5, approximately 418 students)

66 (+1%)

South Seneca Central

South Seneca Middle School (Grades 6-8, approximately 192 students)

---- South Seneca High School (Grades 9-12, approximately 315 students)

74 (-79%)

Ithaca City ---- Beverly Martin Elementary School (Grades PreK- 5, approximately 243 students)

Private ----

New Roots Charter School (Grade 9 and 10) Immaculate Conception School (Grades PreK- 8, approximately 180 students)

77 (-62%) Whitney Point ----

Whitney Point Senior High (Grades 9-12, approximately 603 students)

Whitney Point Intermediate School (Grades 3- 5, approximately 285 students)

93 (-22%) Private

St. Mary’s School (Grades PreK-8, approximately 141 students)

95 Groton Central Groton High School Groton Elementary School


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(-11%) (Grades 9-12, approximately 344 students) (Grades K-5, approximately 461 students)

Groton Middle School (Grades 6-8, approximately 259 students)

97 (+8%)

Owego- Apalachin

Central ----

Owego Free Academy (Grades 9-12, approximately 743 students)

Owego Elementary School (Grades K-5, approximately 552 students)

98 (-3%)

Weedsport Central ----

Weedsport Elementary School (Grades K-5, approximately 398 students) Weedsport Junior/Senior High School (Grades 7-12, approximately 541 students)

A2 (-2%)

Dryden Central Dryden High School (Grades 9-12, approximately 626 students) ----

G.J.R.Union Free George Jr. Republic School (Grades 7-12, approximately 188 students)

---

A4 (-12%)

Newark Valley Central ----

Nathan T. Hall Elementary School (Grades K-6, approximately 360 students)

Newark Valley High School (Grades 7-12, approximately 538 students)

A5 (+5%) Newfield Central

Newfield Middle School (Grades 6-8, approximately 231 students)

---- Newfield Senior High School (Grades 9-12, approximately 315 students)

Newfield Elementary School (Grade K-5, approximately 444 students)

A7 (0%)

Waverly High School (Grades 9-12, approximately 579 students)

Waverly Central ---- Waverly Middle School (Grades 6-8, approximately 258 students)

Elm Street Elementary (Grades K-5, approximately 439 students)

Spencer-VanEtten Central ---- Spencer-Van Etten High School


Total (approximate): 3,863 Students 12,537 Students

Exhibit 4.2.4.d School Districts along Other Affected Routes with a 10 Percent or More Increase in large truck traffic

Link School District

Schools Directly on Highway


8 (+206%)

Marathon Central

Marathon High School (Grades 7-12, approximately 439 students) ----

15 (+19%) Private Covenant Love Community School

(Grades K-8, approximately 47 students) ----

16 (+15%)

Private Victory Christian Academy (Grades 6,8-10,and12, approximately 8 students)

----

Cortland City ---- Franklyn S. Barry School (Grades K-5, approximately 419 students)

17 (+83%) Ithaca ---- Lehman Alternative Community School

(Grades 7-12,approximately 262 students)

24 Private Seneca Bible Baptist Christian School ----


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(+37%) (Grades K-12, approximately 24 students)

27 (+62%)

Private St. Joseph’s School (Grades1-8, approximately 163 students) ----

Auburn City ----

Genesee Street Elementary School (Grades K-5, approximately 406 students)

Herman Avenue Elementary School (Grades K-5, approximately 453 students)

28 (+44%)

Skaneateles Central ----

Skaneateles Senior High School (Grades 9-12, approximately 605 students)

State Street Intermediate School (Grades K-5, approximately 383 students)

31 (+16%)

Spencer VanEtten Central

Spencer-Van Etten Elementary School (Grades K-5, approximately 388 students) ----

Odessa-Montour Central

Odessa-Montour Middle/High School (Grades 9-12, approximately 453 students)

Howard A Hanlon Elementary School (Grades K-5, approximately 170 students)

39 (+60%) Ithaca City ----

Boynton Middle School (Grades 6-8, approximately 609 students)

Ithaca Senior High School (Grades 9-12, approximately 1645 students)

42 (130%) Private ---- Tyburn Academy


43 (+15%)

Spencer-VanEtten Central

Spencer- Van Etten High School (Grades 9-12, approximately 349 students) ----

44 (62%) Private ---- Summit School

(Alternative School)

50 (+62%)

Southern Cayuga

Southern Cayuga Elementary (Grades K-5, approximately 315 students)

---- Southern Cayuga High School (Grades 9-12, approximately 313 students)

Emily Howland Elementary School (Grades K-5, approximately 315 students)

57 (+1233%)

Private ---- Walker Christian School (Grades K-10, approximately 13 students)

Dryden Central Dryden Elementary School (Grades K-5, approximately 599 students) ----

Cortland City ---- Virgil Elementary School (Grades K-5, approximately 141 Students)

67 (+30%) Private

Diamond Crossing School (Grades 1-8, approximately 26 students)

Cranberry Marsh School (Grades 1-8, approximately 19 students)


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South Seneca Central

South Seneca Elementary School (Grades PreK-5, approximately 407 students)

68 (+31%)

Seneca Falls Central ---- Elizabeth Cady Stanton Elementary School

(K-5, approximately 276 students)

88 (+18%) Candor Central

Candor Elementary School (Grades K-5, approximately 440 students)

Candor Senior High School (Grades 7-12, approximately 417 students)

A1 (+32%)

Ithaca Central Enfield School


Total (approximate) 4,722 Students 5,139 Students

As shown in Exhibits 4.2.4.a-d, 23,697 students in the study area could experience either a reduction or an increase of less than 10% in large truck traffic. However, 9,861 students could experience an increase in large truck traffic exceeding 10%.

There are also 6 institutions of higher learning which have facilities along the Reasonable Access Highways and Other Affected Routes. The anticipated changes in large truck traffic for Colleges and Universities located along the proposed Reasonable Access Highways, Other Affected Routes are shown in Exhibit 4.2.4.e.

Exhibit 4.2.4.e - Colleges and Universities along Reasonable Access Highways and Other Affected Routes

Hobart and William Smith Colleges, Geneva – Link 20 (+9%)

“Located at the shore of Seneca Lake in the heart of the Finger Lakes Region, the 188 acre campus and surrounding community provide an ideal setting for exploring ideas and establishing close and lasting friendships with students, faculty and staff. Campus enrollment is currently 2,091 undergraduate students and 8 graduate students.”

Freedom Bible College, Lakemont – Link 20 (+9%)

Part of Freedom Village USA, a home for troubled teens. The College train tomorrow’s youth pastors, youth workers, evangelists and missionaries.

Cornell University, Ithaca – Link 74 (-79%)


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“Widely admired as one of the world’s most beautiful academic settings, the campus was once the family farm of the university's co-founder, Ezra Cornell… Founded in 1865 as both a private university and the land-grant institution of New York State, this distinctive blend of public and private colleges and programs continues to reflect a heritage of egalitarian excellence, making Cornell the most educationally diverse university in the Ivy League.” Today, the Campus Enrollment totals 19,639 students who reside both on campus and in the surrounding area.”

Empire State College (SUNY) – Link 74 (-79%)

One of 35 campuses throughout New York, offering on-site study.

Wells College – Link 85 (-90%)

“Wells is located in the village of Aurora in the Finger Lakes region of central New York. Situated on more than 300 scenic acres overlooking Cayuga Lake, the College offers the simplicity and safety of village living and easy access to metropolitan and educational centers. Wells College was founded in 1868 and today its student body consists of 540 students.”

New York Chiropractic College – Link 79 (-83%)

“NYCC is located in Seneca Falls, situated in the beautiful Finger Lakes region of upstate New York, overlooking Cayuga Lake. Enrollment is currently over 800 students”

Recreational Areas

The presence of large trucks has created concerns for the safety of people accessing recreational areas along the proposed Reasonable Access Highways. Additionally, large truck traffic causes visual and noise disruptions and emissions, which are undesirable near areas where passive and active outdoor recreational activities are pursued. Residents and tourists visit recreational areas, in part, for the area’s safety, tranquility, aesthetics, and clean air. Outdoor recreational activities, including walking and bicycling, are less enjoyable in proximity to large trucks, due to: perceived and actual safety issues; the intimidation factor of these large vehicles; and the presence of frequent noise and visual disruptions. This, in turn, can lessen the popularity of these areas. Alternative Three would reduce the number of large trucks passing adjacent to parklands located on the proposed Reasonable Access Highways, improving their environmental quality.


However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d and as shown in Exhibits 4.2.4.f-l.


4-16

As shown in Exhibits 4.2.4.f-I, there are anticipated to be:

• 12 parks located adjacent to the proposed Reasonable Access Highways could experience a reduction in large truck traffic.

• 11 parks located adjacent to Other Affected Routes would experience a decreased, or < 10% increase, in large truck traffic.

• 1 park that is located adjacent to an affected route, which would experience an increase of > 10% in large truck traffic.

• 5 parks located adjacent to the National Network that would experience an increase of <2% large truck traffic.

Exhibit 4.2.4.f provides descriptions of each of the parks and the anticipated changes in large truck traffic.

Exhibit 4.2.4.f – Descriptions of State and Federal Parklands Along to the National Network – No Access

Link Park Description

4

(0%)

Montezuma National Wildlife Refuge

“A refuge and breeding ground for migratory birds and other wildlife. The refuge provides resting, feeding, and nesting habitat for waterfowl and other migratory birds. The 7,068 acre refuge is used by 242 species of birds, 43 species of mammals, 15 species of reptiles and 16 species of amphibians throughout the year”

4

(0%)

State Park at the Fair Grounds

“It is the smallest park within the New York State Office of Parks, Recreation and Historic Preservation agency. It highlights the many interpretive and recreational opportunities available throughout the 178 state parks and 35 state historic sites in New York.

2

(1%)

Whitney Point Lake

“Primarily operated for flood control, but is also used for recreation and upland wildlife management. The park has picnic facilities, restrooms, water taps and fountains, two 100-person picnic shelters, and a swimming beach with certified lifeguards and changing areas. Boats are allowed on the lake but they are limited to a 25 hp motor and a maximum speed of 10 mph. Open for Recreation: Memorial Day to Labor Day - Beach/Boat Ramp: Open through October Campground: Open during hunting season”

7

(0%)

Junius Ponds Unique Area

“Junius Ponds are considered meromictic lakes, which are natural lakes of glacial origin and are called "Kettle Ponds." The 172 acres provides access for a variety of activities including but not limited to hunting, fishing, trapping, hiking, canoeing, kayaking and camping.”

6

(0%)

Hoxie Gorge State Forest

“Hoxie Gorge State Forest encompasses 2,064 acres of land. The Forest provides a wide variety of recreational, economic, and ecological services for the people of New York State.

Total: 5 Parks


4-17

Exhibit 4.2.4.g – Descriptions of State and Federal Parklands Along Reasonable Access Highways


52

(-13%)

Fillmore Glen State Park

Named in 2007 as one of the Top 100 Campgrounds in the Nation. Fillmore Glen State Park is an oasis of cool, dense woods crowding into a long, narrow gorge. Its hiking trails offer spectacular views, unique geological formations, including five waterfalls, and a botanically rich glen. The park has 60 campsites, a stream-fed swimming pool and fishing in the Owasco Lake inlet. In the winter, hiking, cross-country skiing and snowmobiling are permitted on unplowed roads.

61

(-50%)

Bear Swamp State Forest

This 3,316-acre forest offers trout fishing, hunting for deer, rabbit, squirrel & ruffled grouse, wild turkey season in the spring. 13-mile trails, snowshoeing, snowmobiling, cross-country skiing and wilderness camping.

62

(-66%)

Bear Swamp State Forest Refer to Description Above

73

(-82%)

Potato Hill State Forest

915 acres of recreational activities such as hunting, hiking, snowmobiling, camping, bird watching, mountain biking, informal horseback riding, and snowshoeing.

Nature observation and hunting are easy and exciting with over 53 species of mammals predicted or confirmed in the area.

79

(-83%)

Canoga Marsh Wildlife Management Area

This natural wetland area is one of the few freshwater marshes on Cayuga Lake. The marsh provides valuable habitats for fish spawning, marsh birds, waterfowl and songbirds. Deer, raccoons, and other mammals are commonly seen on the area. The area allows hunting, fishing, picnicking, trapping, nature study, hiking, birding, boating, cross-country skiing, and photography. This area is open from sunrise to sunset.

Cayuga Lake State Park

Cayuga Lake State Park's terrain is flat at lakeshore, where the beach and sun lawns are, then slopes gently uphill to campsites and cabins. The scenic highlight of the park is its expansive view of Cayuga Lake. In the shallow water near the park, largemouth bass, bullheads and carp thrive. In deeper water, anglers can catch northern pike, small mouth bass, lake trout, landlocked salmon and many other varieties of fish. The park has a boat launch, playground, playing field.

Deans Cove Marine Park

Dean's Cove Boat Launch on Cayuga Lake is a boat launch site, including power boats, with fishing access. No other facilities. The facility is open year round.

Taughannock Falls State Park

Refer to Description Below


Refer to Description Above


4-18

82

(-27%)

Summerhill State Forest

4,355 acres of dense forest land. Recreational activities include snowmobiling, cross country skiing, hiking, hunting, trapping, wildlife viewing, and informal horseback riding. No camping within 150 feet of open water, roads, or trails.

Almost completely forested, the area provides protection and solace for an estimated 51 mammal species, 126 bird species, 20 species of reptiles, and 23 species of amphibians.

85

(-90%)

Long Point State Park

The park provides boat launch facilities, a beach with swimming area, picnic areas, and fishing access.

86

(-78%)

Northern Montezuma Wetland Management Area

Emergent marshes and impoundments, forested wetlands, old fields, meadows, farm fields and woodlands provide a diversity of habitats and wildlife. Resident wildlife and fall migrations of shore birds, raptors, waterfowl and songbirds offer opportunities for many kinds of wildlife recreational activities.

Public hunting, trapping and fishing are encouraged in accordance with State Fish and Wildlife Laws and Regulations. Hiking biking and canoeing are allowed. Prohibited activities include motorized vehicles beyond barrier gates, use of off-road vehicles, motorized boating, overnight mooring of boats, swimming, camping, removal or destruction of vegetation, and littering.

90

(-88%)

Taughannock Falls State Park

Taughannock State Park also features hiking and nature trails, tent and trailer sites, cabins, picnic areas, beach swimming, fishing, playground areas, a marina launching site, ice-skating, sledding, cross-country skiing and an annual summer concert series.

The falls cataract has an incredible drop of 215 feet (66 meters), and is one of the highest east of the Rocky Mountains

A8

(-81%)

Turkey Hill State Forest

1,108 acres of recreational activities such as hunting, trapping, snowmobiling, bird watching, and nature viewing.

Aside from the turkey, which is so common here that the forest was named for the bird, many other birds, mammals, reptiles and amphibians are confirmed or predicted in the area.


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Total: 12 Parks

Exhibit 4.2.4.h – Descriptions of State and Federal Parklands Along Other Affected Routes with a Decrease, or Under 10 Percent Increase, in large truck traffic


A5

(5%)

Robert H. Treman State Park

“Robert H. Treman State Park is an area of wild beauty, with the rugged gorge called Enfield Glen as its scenic highlight. Winding trails follow the gorge past 12 waterfalls, including the 115-foot Lucifer Falls, to where visitors can see a mile-and-a-half down the wooded gorge as it winds its way to the lower park. Campers can choose from tent or RV sites or cabins. Enjoy nine miles of hiking trails, or swim in a stream-fed pool beneath a waterfall. Swimming is allowed in lifeguarded area only.”

Newfield State Forest

“Although it seems to receive few visitors, this forest can offer pleasant and challenging hikes. It can be reached from NY Route 13 by turning east on Bull Hill Road, or by taking any of a few roads south from the village of Newfield. There are several trailheads from Chaffee Creek Road, most notably the pipeline access track, which forms an obvious intersection with the road.“

Connecticut Hill State Wildlife Management Area

“This 11,045-acre parcel, spanning both Tompkins and Schuyler counties, is New York State's largest wildlife management area. Rich in wildlife, the area provides many opportunities for watching birds, deer, foxes, and raccoons and looking for reptiles, amphibians, and insects. Connecticut Hill itself is also the county's highest peak at 2093 ft./638 m.”

18

(-1%)

Mark Twain State Park

“Named for the great 19th-century author who spent summers in the area, Mark Twain State Park is the home of one of the most scenic and challenging 18-hole courses in the area. The excellent conditions for this course were created thousands of years ago by a retreating glacier which laid down hundreds of feet of sand, gravel and silt. Buried ice blocks slowly melted, leaving water-filled depressions or "kettle ponds" on the course. The park is open for archery hunting in season.”


4-20

19

(3%)

Watkins Glen State Park

Watkins Glen State Park is the most famous of the Finger Lakes State Parks, with a reputation for leaving visitors spellbound. Within two miles, the glen's stream descends 400 feet past 200-foot cliffs, generating 19 waterfalls along its course. The gorge path winds over and under waterfalls and through the spray of Cavern Cascade. Rim trails overlook the gorge. Campers and day-visitors can enjoy the Olympic-size pool, scheduled summer tours through the gorge, tent and trailer campsites, picnic facilities and excellent fishing in nearby Seneca Lake or Catherine Creek, which is renowned for its annual spring run of rainbow trout.

Catharine Creek Marsh State Wildlife Management Area

“At the southern end of Seneca Lake, between Watkins Glen and Montour Falls, New York, an unusual natural area has evolved. Sedimentation and manipulation of the lake level has led to the formation of a 1,000 acre marsh complex. The abundance of plant life in the marsh provides ideal habitat for a diversity of wildlife from small insects to turtles, muskrats, ducks, beaver, deer, and great blue herons.”

46

(3%)

Allan Treman State Marine Park

Refer to Description Above

47

(2%)

Buttermilk Falls State Park

“Buttermilk Falls State Park takes its name from the foaming cascade formed by Buttermilk Creek as it flows down the steep valley side toward Cayuga Lake. The upper park has a small lake, hiking trails through woodlands and along the gorge and rim, picnic areas and playing fields. The lower park has a campground, pool and playing fields, beyond which is Larch Meadows. Larch Meadows is a moist, shady glen and wetland area through which a nature trail winds. Park activities, including tours through Buttermilk gorge, are offered weekly from July 4th through Labor Day.”

38

(-71%)

Seneca Lake State Park

“Seneca Lake State Park overlooks blue water, creating a relaxing experience for swimmers and picnickers. Children will be especially delighted with our Sprayground and Playground facilities. The Sprayground is the first of its kind built in the New York State Parks system with over 100 water jets that spontaneously spray water.”

A3

(-17%)

Griggs Gulf State Forest

Griggs Gulf State Forest, like many of New York's State Forests, was once cleared and farmed by European settlers and Revolutionary War Veterans. Unfortunately,


4-21

the upland soils of the Allegheny Plateau are thin, relatively steep, and acidic. As such, the ground is not fit for intensive farming. When combined with harsh winters and a short growing season, it is easy to understand why farmers abandoned these lands in pursuit of greener pastures in the Midwest. In order to reduce soil erosion, protect water quality, provide forest products and create recreational opportunities, the State of New York began acquiring property designated for reforestation during the 1930's. As a result, the once barren lands were transformed into forests, and today they provide diverse ecological, economic, and recreational services for New York residents and visitors.

99

(-41%)

Sampson State Park

Encompassing just over 2000 acres on the eastern shore of Seneca Lake, Sampson State Park features camping and boating as the primary recreational activities. The park has a total of 309 campsites with 245 electric and 64 non-electric sites. The marina has just over 100 boat slips and a large multiple ramp launch site. A key feature of the park is the beautiful view of the lake at its center. Facilities include courts for tennis, horseshoes, basketball and volleyball, a swimming beach with nearby playground, a low impact fitness circuit and a scenic lake trail.

Total: 11 Parks

Exhibit 4.2.4.i – Descriptions of State and Federal Parklands Along Other Affected Routes with a 10 Percent or More Increase in large truck traffic


25

(11%)


“A refuge and breeding ground for migratory birds and other wildlife. The refuge provides resting, feeding, and nesting habitat for waterfowl and other migratory birds. The 7,068 acre refuge is used by 242 species of birds, 43 species of mammals, 15 species of reptiles and 16 species of amphibians throughout the year”

Total: 1 Park

All of the roadways adjacent to the parklands shown in Exhibits 4.2.4.f-i, with the exception of the Montezuma National Wildlife Refuge, would have reductions, or increases of less than 10%, in large truck traffic. Generally, these reductions would benefit parkland by reducing visual and noise disruptions and emissions.

Alternative Three is expected to result in a negligible increase in large truck traffic on the National Network. This would not adversely affect recreational areas located along National Network, which are generally located further away from the highway, due to the wider rights-of-way associated with the National Network. Also the National Network is access-controlled, so it does not provide direct access to the recreational areas adjacent to it.

Places of Worship

The presence of large trucks can create safety concerns for people accessing places of worship. Places of worship typically accommodate large gatherings of people for short periods of time, which generates and concentrates traffic, with people frequently utilizing state roads for parking. In these situations, there


4-22

are a high number of pedestrian street crossings from parked vehicles, often not at designated crossings. During services, noise disruptions associated with large trucks are particularly undesirable.

Alternative Three may reduce concerns about safety, and improve the comfort level of people accessing places of worship located on the proposed Reasonable Access Highways. It would benefit people visiting these places by reducing the frequency of noise disruptions and can reduce safety concerns.


However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d and as shown in Exhibits 4.2.4.j-l:

As shown in Exhibits 4.2.4.j-l, there is anticipated to be:

• 32 Places of Worship, located along the proposed Reasonable Access Highways, would experience a reduction in large truck traffic.

• 44 Places of Worship, located along Other Affected Routes, would experience a decrease, or less than 10% increase, in large truck traffic.

• 56 Places of Worship, located along Other Affected Routes, would experience an increase of large truck traffic of more than 10%.

Exhibit 4.2.4.j-l lists the Places of Worships located along these highways and the anticipated changes in large truck traffic.

Exhibit 4.2.4.j Places of Worship on Reasonable Access Highways

Link and Change in Large Truck Traffic Place of Worship

52 (-13%) St. Matthews Church, Moravia

Baptist Church, Locke

59 (-47%) Scott United Methodist Church, Scott

61 (-50%) Sempronius Baptist Church, Sempronius

62 (-66%) Calvary Baptist Church, New Hope

63 (-40%) Society of Friends, Skaneateles

73 (-82%) Ithaca Baptist Church

Bethel Grove Bible Church

St. Thomas Church, Slaterville Springs

79 (-83%) The First Baptist Church, Seneca Falls

Finger Lakes Christadelph, Cangoa

84(-33%) Presbyterian Church of King Ferry

85 (-90%)

Community Church of Levanna

Presbyterian church of Aurora

St. Paul’s Church, Aurora

Chapel at Wells College, Aurora

St. Patrick’s Church, Aurora

Covena Cornerstone Church

Catholic Church of King Ferry

86 (-78%) St. Michael’s Church, Union Springs

Trinity United Church of Union Springs

90 (-88%) Interlaken Reformed Church, Interlaken


4-23

First Baptist Church, Interlaken

First Baptist Church of Christ, Covert

First Presbyterian Church of Ulysses, Trumansburg

Methodist Church and Parson, Trumansburg

Jacksonville Methodist Church

91 (-95%) Romulus Presbyterian Church

Seneca Mennonite Fellowship, Romulus

A8 (-81%)

Holcombville Church, East Richford

Methodist Episcopal Church, Lisle

Christian Fellowship Church, Lisle

32 Places of Worship

Exhibit 4.2.4.k Places of Worship on Diversion Highway With Decrease or Under 10 Percent Increase in large truck traffic

Link and Change in Large Truck Traffic Place of Worship

18 (-1%) First Presbyterian Church, Horseheads

Our Savior Evangel, Horseheads

22 (-2%)

United Pentecostal Church, Phelps

Our Lady of Peace, Geneva

First United Methodist Church, Geneva

Geneva Presbyterian Church, Geneva

Trinity Episcopal Church, Geneva

23 (+2%) Living Hope Assembly of God, Waterloo

38 (-71%) West Fayette Presbyterian Church, Varick

45 (+7%)

First Baptist Church, West Danby

West Danby United Methodist Church

Presbyterian Church, Spencer

Baptist Church, Spencer

49 (-58%) Lansing Methodist Church, Lansing

All Saints Church, Lansing

56 (-3%) Owasco Reformed Church, Owasco

65 (+7%)

Hector Presbyterian Church , Hector

Lodi Presbyterian Church, Lodi

Valois Community Church, Valois

66 (+1%)

Church of the Holy Cross, Ovid

Ovid Federated Church, Ovid

Christ Church, Ovid

United World Church, Lodi

74 (-79%)

Immaculate Conception Church, Ithaca

St. Catherine Greek Orthodox, Ithaca

New Life Presbyterian Church, Ithaca

87 (+1%) Churches of Christ, Owego

96 (+8%) St. Anthony’s Catholic Church, Groton

97 (8%) Christian & Missionary Church, Cortland

Bible Baptist Church, Cortland


4-24

Groton Community Church, Groton

Jehovah’s Witnesses, Groton

98 (-3%) First Presbyterian Church, Weedsport

Holy Family, Auburn

A3 (-17%) Unity House, Dryden

Harmony United Methodist Church, Harford

A4 (-12%)

Richford Congregational Church. Richford

United Methodist Church, Berkshire

Congregational Church, Berkshire

First United Congregational Church, Newark Valley

First united Methodist Church, Newark Valley

A7 (0%) North Waverly Chapel, Waverly

Assembly of God Church, Van Etten

A9 (-4%) Peruville New Testament Church, Peruville


Exhibit 4.2.4.l Places of Worship on Diversion Highway with a 10 Percent or more Increase in large truck traffic

Link and Change in Large Truck Traffic Place of Worship 15 (+19%) Covenant Love Community Church

16 (+15%)

Memorial Baptist Church, Cortland

Christ Presbyterian Church, Cortland

Berean Bible Church, Cortland

Wesleyan Bridge to a New Life, Cortland

Reigning Miracle Ministry, Cortland

Dryden Presbyterian Church, Dryden

26 (+38%) St. Mary’s Church, Auburn

27 (+62%)

St. Luke’s United Church, Auburn

St. Alphonsus Church, Auburn

Auburn Assembly of God, Auburn

Freedom Baptist Church, Auburn

Church of the Nazarene, Auburn

Grace Chapel, Skaneateles

28 (+44%)

Holy Trinity Lutheran Church, Skaneateles

First Presbyterian Church, Skaneateles

St. James Episcopal Church, Skaneateles

31 (+16%) Wesleyan Church of Odessa, Odessa

Cayuta Free Church, Cayuta

39 (+60%) Grace Baptist Church of Lansing

40 (+43%) East Genoa Church, Genoa

Faith Baptist Fellowship, Lansing

41 (+209%)

Church of God in Christ, Scipio Center

Scipio Community Church, Scipio

Masonic Hall, Scipio

Owasco Lake Mennonite, Auburn


4-25

42 (+130%)

Jehovah Witness Congregation, Fleming

Masonic Temple, Fleming

Church of Fleming, Fleming

Fleming Federated Church, Auburn

43 (+15%) Faith Bible Church, Spencer

St. Paul’s Evangelical, Spencer

44 (+62%)

First Presbyterian Church, Auburn

Cayuga –Syracuse Presbyterian Church, Auburn

First United Methodist Church, Auburn

50 (+62%)

Poplar Ridge Friends Meeting House, Poplar Ridge

Scipioville Presbyterian Church, Scipioville

Scipio Baptist Church, Union Springs

57 (+1233%) Dryden Methodist Church

Dryden Baptist Church

64 (+21%) United Methodist Church, Watkins Glen

68 (+31%)

Mennonite Church of Fayette

Harvest Field Baptist Church

United Church of Fayette

Trinity Episcopal Church, Seneca Falls

Finger lakes Christian Fellowship, Seneca Falls

88 (+18%)

Baptist Society, Spencer

Candor Congregational Society, Candor

St. Mark’s Episcopal Church, Candor

Baptist Society, Candor

Candor Methodist Church, Candor

NY Conference of 7th Day, Catatonk

Catatonk Baptist Church

Blessed Trinity Catholic Church, Catatonk

A1 (+32%) Grace Gospel Assembly of God, Burdett

Burdett United Methodist Church, Burdett


4.2.5 Quality of Life Quality of life is subjective to the individual, and for each person, the factors influence it are different. Many stakeholders have directed correspondence to NYSDOT indicating that the presence of large trucks genuinely impacts their quality of life in a negative way. This is also reflected in some communities’ Master Plans (Refer to Appendix K – Stakeholders and Public Input on June 2008 Draft Regulation. This was a recurrent opinion expressed at an August 12, 2008 Truck Outreach Stakeholder meeting, held in Syracuse by NYSDOT, and at a September 24, 2008 Public Information Meeting held by NYSDOT.

Large truck traffic can be a disruptive presence in the context of communities, especially those where schools, tourism or historic sites are present, where people engage in outdoor recreational activities, and where pedestrians and bicyclists are prevalent.


4-26

Residents and tourists select these locations, in part, for their safety, tranquility, aesthetics, recreational opportunities and clean air. Large truck traffic degrades these qualities, creating visual and noise disruptions, and emissions.

Large trucks can create undesirable impacts on the environment, especially in terms of air pollution and noise. Diesel truck engines emit more nitrogen oxides, reactive hydrocarbons, and particulate matter per miles of travel than automobile internal combustion engines. As a result, trucks can affect public health by contributing to degraded air quality, both regionally and locally, where they pass close to sensitive receptors such as homes or schools. Large truck noise disruptions are particularly undesirable near residential neighborhoods, schools, parks and other locations where there are high levels of outdoor activity.

The distinctive quality of several of the proposed Reasonable Access Highways has been acknowledged by their prior designation as New York State Scenic Byways. These designations are meant to encourage tourism, car touring, bicycling, and other activities associated with quiet and safe roadways. The presence of large truck traffic makes these roadways less desirable for these activities.

The number of miles of designated State Scenic Byways located along Reasonable Access Highways and Other Affected Routes is shown in Exhibit 4.2.5.f. There are no designated State Scenic Byways located along the National Network.

Exhibit 4.2.5.e Designated Bike Routes on Reasonable Access Highways and Other Affected Routes

On Reasonable Access Routes On Other Affected Routes, with

Decrease, or 10% or Less Increase, in Large Truck Traffic

On Diversion Highways, with 10% or More Increase in Large Truck

Traffic

Link Distance Link Distance Link Distance

--- --- 18 (-1%) 14.5 8 (206%) 1.0

--- --- 19 (3%) 2.7 9 (206%) 3.5

--- --- 20 (9%) 35.9 10 (57%) 2.6

--- --- 21(1%) 7.7 24 (37%) 3.2

--- --- 22 (-2%) 0.6 25 (11%) 2.1

--- --- 23 (2%) 2.6 26 (38%) 11.3

--- --- 38 (-71%) 2.8 69 (23%) 0.1

--- --- 48 (-1%) 1.0

--- --- 77 (-83%) 3.0

0.0 Miles 70.8 Miles 23.8 Miles

As shown in Exhibit 4.2.5.e, a majority of miles of Designated Bike Routes would experience a reduction or minimal increase in large truck traffic, while 23.8 miles of Designated Bike Routes will experience an increase of >10%.

Exhibit 4.2.5.f Scenic Byways on Reasonable Access Highways and Other Affected Routes


4-27

On Reasonable Access Routes On Other Affected Routes, with

Decrease, or 10% or Less Increase, in Large Truck Traffic

On Diversion Highways, with 10% or More Increase in Large Truck

Traffic

Link Distance Link Link Distance Link

79 (-83%) 38.7 49 (-58%) 12 25 (11%) 2.1

82 (-27%) 13.5 78 (-21%) 1.5 39 (60%) 6.7

83 (-40%) 6.7 80 (-11 %) 0.1

84 (-33%) 4.6 81 (-30 %) 0.1

85 (-90%) 14

86 (-78%) 13

90.5 Miles 13.7 Miles 8.8 Miles

As demonstrated above by Exhibit 4.2.5.f., a majority of miles of Scenic Byways would experience a reduction or minimal increase in large truck traffic, while a smaller percentage of Scenic Byways (8%) would see a noticeable increase.

Exhibit 4.2.5.g - Views from Scenic Byways along Reasonable Access Highways

Alternative Three would reduce the number of large trucks along Reasonable Access Highways. It is expected that quality of life will be improved for the stakeholders who have raised their concerns to NYSDOT. Alternative Three is also expected to benefit other highway users, pedestrians, bicyclists, and adjacent property owners along the identified routes.




4-28

Descriptions of Historic Districts

The ‘downtown areas’ of four communities along the proposed Reasonable Access Highways are designated Historic Districts on the National Register of Historic Places. These districts are tourist destinations, and have developed restaurants and specialty shopping, such as boutiques, antique stores and bookstores. They have cultivated a ‘strolling environment’, encouraging people to walk within the district, and during the summer tourist season, to dine outdoors in front of the buildings. Large truck traffic detracts from the qualities of these historic/business districts by generating noise and air emissions. This traffic also creates visual impacts and pedestrian safety concerns within Historic Districts.

Additionally, there are also seven communities with Historic Districts located along the Other Affected Routes. One Historic District, located adjacent to the National Network, is not part of a downtown community and is primarily of archeological value.

As shown in Exhibits 4.2.5.h-j, there are anticipated to be:

• 4 Historic Districts, located within communities adjacent to the proposed Reasonable Access Highways, would experience a reduction, or negligible increase, in large truck traffic.

• 3 Historic Districts, located within communities adjacent to Other Affected Routes, would experience a reduction, or negligible increase, in large truck traffic.

• 4 Historic Districts, located within communities adjacent to Other Affected Routes, would experience a noticeable increase of large truck traffic (>10%).

Exhibit 4.2.4.h-j describes the Historic Districts and the anticipated changes in large truck traffic.

Exhibit 4.2.5.h - National Register Historic Districts along the National Network

Link (Percent Change)

Historic District Description

4

(0%)

Seneca River Crossing Canals Historic District

(No Buildings)

Seneca River

Listed on the State and National Registers of Historic Places in 2006, the 70-acre district on the Seneca River in the towns of Montezuma and Tyre illustrates 100 years of canal engineering. Contains intact portions of the original 1817-1825 Erie Canal, the Cayuga & Seneca Canal, the 1835-1862 enlarged Erie Canal, and the 1905-1918 New York State Barge Canal, as well as the archaeological remains of a lock tender's house and a commercial dry dock. The Richmond Aqueduct is the centerpiece of the district.


4-29

Exhibit 4.2.5.i - National Register Historic Districts along Reasonable Access Highways



52

(-13%)

Church Street/ Congress Street Historic District

Moravia, Cayuga County

The Village of Moravia was in the Central New York Military Tract and is on the site of a former Native American village. Moravia village was founded in 1789 by John Stoyell, a veteran. It was then called "Owasco Flats." The Village of Moravia was incorporated in 1837 and re-incorporated in 1859 when enlarged. The Powers Library, erected in 1880, is the oldest continuously used library in New York. The historic district is host to examples of Italianate, Federal, and Greek Revival style architecture. It was added the National Register of Historic Places in 1994.

53

(0%)

North Main Street Historic District

Moravia, Cayuga County

The North Main Street Historic District is a national historic district located at Moravia in Cayuga County, New York. The district contains one contributing object and 44 contributing buildings. The majority of the buildings within the district were built between 1870 and 1890, and display the features associated with Italiante style architecture. The district was listed on the National Register of Historic Places in 1993.

85

(-90%)

Aurora Village & Wells College Historic District

Aurora, Cayuga County

The historic Village of Aurora, Cayuga County, New York rises on a hill above the eastern shore of Cayuga Lake. The village was named by Captain Benjamin Ledyard, who settled there in 1793. From that time until the mid-nineteenth century, Aurora played an important part in the history of Central New York. County seat for first Onondaga County and later Cayuga County, the village was also a leading market town in the region. A steam-powered flour mill was built in 1817, the first of its kind west of Albany, contributing to Aurora's importance as a commercial center. Aurora was an important shipping point for goods bound up the Lake and through the Erie Canal, until the canal's role was replaced by railroads in the mid-19th century. Aurora's second period of historic significance began in 1868, with the founding of Wells Seminary, later Wells College. In 1980, the Aurora Village-Wells College Historic District was entered on the National Register of Historic Places. The contributing architectural styles to the historic district include Early Republic, Late Victorian, Mid 19th Century Revival


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Exhibit 4.2.5.j - National Register Historic Districts along Other Affected Routes, Experiencing a Decrease or an Increase of Less than 10% in large truck traffic



20,21,38 ( -0.8%)

South Main Street Historic District

Geneva, Ontario County

South Main Street is Geneva’s most significant Historic District and is listed on the National Registry of Historic Places. The majority of the structures on South Main Street were built between 1825 and 1850. The north end of this district consists of Pulteney Park and was the City of Geneva's commercial district up until the 1850's. Since that time, the district has evolved into a up scale residential area with a wide variety of architectural styles and characteristics.

74

(-79%)

East Hill Historic District

Ithaca, Tompkins County

The East Hill Historic District derives its greatest significance from the broad collection of architecturally and historically significant 19th and early 20th century residential, commercial and institutional buildings. The district includes many good and intact examples of popular American architectural styles and modes, including Greek Revival, Gothic Revival, Italianate, Second Empire, Shingle, Queen Anne, Renaissance Revival, Colonial Revival and Arts and Crafts. The architectural styles reflect the neighborhood's prestige and influence and the prominence Ithaca gained after the founding of Cornell University and the New York State College of Agriculture and Life Sciences.

90

(-88%)

Covert Historic District

Covert, Seneca County

The Hamlet of Covert was designated a historic district in 1978. It’s historically significant architecture is composed of Greek Revival, Federal, Gothic Revival styles constructed throughout the 19th and

early 20th centuries.


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74

(-79%)

De Witt Park Historic District

Ithaca, Tompkins County

DeWitt Park was Ithaca's first local historic district, designated in 1971 and listed on the State and National Registers of Historic Places in the same year. The district is roughly centered on DeWitt Park and now, as in the early days of settlement, includes a concentration of the city's religious, education and governmental buildings and some of the city's earliest surviving residential structures. Fire, urban renewal and new construction have introduced some non-contributing buildings into the district and spurred the local movement to protect the city's historic character. In spite of losses the district contains a wealth of varied architectural styles, illustrating transitions in taste from the 1820 Federal-style Beebe-Halsey House just west of the park, to the 1930 Renaissance Revival style post office to the southeast.

87

(+1%)

Owego Central Historic District

Owego Tioga County

The Village of Owego Central Historic District includes approximately 90 buildings, the majority of which support commercial functions on their first floors and office, public, or residential functions on the upper floors. Concentrated at the western edge of the Owego Central Historic District is a group of public buildings including the Tioga County Courthouse, already listed on the National Register, The County Clerk's Office, and County Jail. At the southwest corner of the Owego Central Historic District adjacent to the public buildings, are Draper Park on the bank of the Susquehanna River and the New York State Route 96 Bridge over that river; both are included in the Owego Central Historic District.


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Exhibit 4.2.5.g National Register Historic District along Other Affected Routes that would Experience a 10 % or More Increase in large truck traffic



28

(+44%)

Skaneateles Historic District

Skaneateles, Onondaga County

The Skaneateles Historic District consists of fifty-nine structures and a park located along both sides of East Genesee Street between Onondaga Street and the Skaneateles Lake Outlet, and includes the adjacent block of Jordan Street as well as the contiguous stone mill property on Fennell Street. This, the central business district for the village, is bounded on the south by Skaneateles Lake and on the north by a mid-nineteenth century residential neighborhood. Situated at the north end of Skaneateles Lake, over half of the 60 properties (including a park) in the Skaneateles Historic District were constructed prior to 1840, and all but three by 1900. Rows of remarkably well-preserved commercial buildings reflect Skaneateles's prosperity as a manufacturing and mercantile center, while the elegant residential neighborhood of Federal, Greek Revival and Italianate style houses was home to the village's earliest and most prominent families.

24,30,69 (+30%)

Seneca Falls Historic District

Seneca County

The Seneca Falls Village Historic District includes portions of Fall, State, Cayuga, Johnston and Water Streets and all of North Park Street, South Park Street, Trinity Lane and Beryl Avenue and contains 174 principal contributing buildings: 14 contributing outbuildings, 8 contributing structures, 2 contributing objects, 40 principal contributing buildings, 57 noncontributing outbuildings and 2 non-contributing structures. The Seneca Falls Village Historic District is architecturally and historically significant as a large and exceptionally intact village commercial and residential center which retains significant streetscapes and buildings illustrating growth and development of a thriving manufacturing center between 1800-1930. The Seneca Falls Village Historic District includes outstanding and regionally significant examples of national architectural styles popular during the Seneca Falls Village Historic District's period of significance, ranging from the Federal to the Colonial Revival.

42,44, 54 (+51%)

South Street Historic District

Auburn,

The South Street Area Historic District is clearly differentiated from adjacent areas of the city in terms of land use, density and age. Although the South Street Area Historic District includes large and significant institutional complexes, it generally retains the physical characteristics of a high-style nineteenth and early twentieth century residential neighborhood, typified by large, architecturally distinguished residences, generous lawns and open space, and rows of mature


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Cayuga County

shade trees. The South Street Area Historic District is architecturally significant as a largely intact residential and institutional district which reflects Auburn's nineteenth and early twentieth century commercial prosperity and regional prominence. The South Street Area Historic District features a large and distinguished collection of Federal, Greek Revival, Italianate, Romanesque, Queen Anne, Tudor and Colonial Revival style architecture from this period and is historically significant as the former home of many of Auburn's most prominent citizens.

Benefit Cost Ratio:

Since there is no established method to calculate “Quality of Life” in dollars for a direct comparison with the project costs, this report compared the calculated costs (tolls, fuel, operating, etc.) to the change in truck traffic past residential homes. The change in truck traffic is discussed in Appendix CB of this report.

The calculated fuel, toll and operating costs for each State Highway and Interstate link are discussed in Appendix F of this report. Appendix A – Exhibit A.2 Table of Highway Link Attributes tabulates these costs for each link. The costs per day were determined by multiplying the sum of the toll, fuel and operating costs per link times the daily change in truck traffic. The results are summarized in Appendix A, Table A.3. The total fuel, toll and operating costs are $8,077/day. This calculation does not include costs associated with job losses as discussed in Section 4.3.2 of this chapter.

Residential homes were determined by mapping each residential driveway in GIS along each link of the State Highway System within the study area. Each driveway was multiplied by the average household occupancy based on the county census data. Appendix A – Exhibit A.2 Table of Highway Link Attributes tabulates the persons along each segment. The number of truck exposures reduced was determined by multiplying the persons per link times the daily change in truck traffic. The results are summarized in Appendix A, Table A.3. Note that this analysis does not take into consideration whether or not persons are home and impacted by a truck when it passes by their residence. The result is a 5.1% reduction or 170,955 fewer large truck trips past persons (assuming they are at home). Using residential homes rather than persons results in 71,736 fewer large truck trips past residential homes.

For the regulation to have a positive benefit to cost ratio, the quality of life must be greater than the costs. Dividing the $8,077/day costs by the 170,955 fewer truck exposures requires that the benefit equal at least $0.05 per person per truck trip diverted. Using residential homes rather than persons requires that the benefit equal at least $0.12 per home per truck trip diverted. As an example, a route with 30 fewer large trucks per day would require a yearly benefit of at least $1,300 per home.

4.3 ECONOMIC

Regional and Local Economies

4.3.1 Business Districts Established Business Districts:

The movement of goods utilizing trucks is an important part of the economic activity for established Business Districts. While some trucks serve these districts with deliveries, the districts receive little economic benefit from large through trucks, except for occasional purchases made during stops by truck operators (fuel, food, etc.). Several established business districts are located along the Reasonable Access Highways and Other Affected Routes. While local truck traffic must be maintained to keep


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business districts viable, large truck traffic impacts these districts negatively by contributing to noise, air and safety concerns that make these locations less desirable for shopping, dining, outdoor recreation and lodging.

Alternative Three can benefit established business districts along Reasonable Access Highways and some of the Other Affected Routes by improving conditions for these activities.

There are approximately 46 restaurants located along the proposed Reasonable Access Highways as shown in Exhibit 4.3.1.a. Large truck traffic may impact these restaurants several ways. The desirability of outdoor dining (where offered) can be diminished due to noise, diesel smells, and visual disruptions. The disruptive noise events may permeate into interior spaces. Where on-street parking is utilized (as an option or the only choice) there may be perceived safety issues. All of these factors may lead diners to select restaurants away from the specified highways, affecting the long term economic viability of some restaurants. However, some types of restaurants cater to drive by truck traffic and desire increased truck traffic.



As shown in Exhibits 4.3.1.a-c there is anticipated to be:

• 46 Restaurants along the proposed Reasonable Access Highways that would experience a reduction in large truck traffic.

• 124 Restaurants along Other Affected Routes that would experience a reduction, or a <10% increase, in large truck traffic.

• 74 Restaurants along Other Affected Routes that would experience a > 10% increase in large truck traffic.

Exhibit 4.3.1.a-c lists the restaurants located along these highways and the anticipated changes in large truck traffic.

Exhibit 4.3.1.a – Restaurants Located Along Reasonable Access Highways

Link (Percent Change) Location Restaurant Address

52 (-13%) Moravia

Joey’s Place 66 South Main Street

Family Deli 110 Main Street

Gathering Restaurant 1630 State Route 38

New York Pizzeria 82 South Main Street

Locke Barb's Diner 893 Main Street

53 (0%) Moravia Giuseppe's Pizzeria 115 Main Street

Metro’s restaurant 1 West Cayuga Street

54 (-62%) Auburn Elk’s Sport Hut 123 Lake Avenue

58 (-72%) Homer

Little Italy Pizzeria 125 South Main Street

Friends Food and Spirt 2 North Main Street

Cortland Subway 64 Main Street Suite 101


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59 (-47%) Homer

Cindy’s 105 North West Street

Coffee Mania 95 Clinton Street

Skaneateles 1820 House 1715 East Lake Road

61 (-50%) Moravia Colonial Lodge 41 NY Route 38

62 (-66%) Skaneateles Mandana Inn 1937 West Lake Rd

79 (-83%) Ithaca Boatyard Grill 525 Old Taughannock Blvd

Glenwood Pines Restaurant 1213 Taughannock Blvd

85 (-90%)

King Ferry Triangle Restaurant 8432 State Route 90

King's Ferry Hotel 1847 State Route 90 N

Aurora

Dorie's 283 Main Street

Fargo Bar & Grill 384 Main Street

Aurora Inn Pizzaurora 391 Main Street

86 (-78%) Union Springs

Be Happy Café 18 Cayuga Street

Legends Tavern 34 S Cayuga Street New York Pizzeria 44 S Cayuga Street A Vincenzo's Pizzeria 121 Cayuga Street Meihua 177 Cayuga Street Pete's Treats 295 Cayuga Street

Cayuga Moe's Pit BBQ & Cowboy Cuisine 6270 Willard Street

90 (-88 %)

Krum Corner Spike's Bar-BQ 1654 Trumansburg Road Ithaca Paradise Café 1601 Trumansburg Road

Trumansburg

Not My Dads Soft Serve 203 East Main Street Falls Restaurant & Tavern 214 East Main Street Little Venice Ristorante 49 East Main Street Dragon Village 21 East Main Street New York Pizzeria 2 West Main Street Rongovian Embassy to the USA 1 W est Main Street Fox's Pizza Den 27 West Main Street

Trimmers Ice Cream/Frosty G's 9833 State Route 96

Camel's Bar & Grill 19 West Main Street Ovid Mark's Pizzeria 2201 State Route 96

Interlaken Jay's Sports Cards 8399 Main Street The Glass Magnolia 8347 Main Street

92 (-95%) Waterloo Dutchmen Family Restaurant 3605 State Route 96 First Dragon 12 South Virginia Street

46 Restaurants

Exhibit 4.3.1.b – Restaurants Located Along Other Affected Routes with a Decrease, or Less than 10 Percent Increase, in Large Truck Traffic



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18 (-1%) Horseheads

Poppy’s Place 108 South Main Street

Dog Wat Dog World 120 South Main Street

Louies Hanover Square 102 South Main Street

Simon’s 2 Hanover Square

Hanover’s Grille 102 North Main Street

Sugar and Spice Restaurants 300 Watkins Road

Hickory House Restaurant 3543 Watkins Road

Montour Falls Classic Chefs 2250 NY 14

19 (+3%)

Montour Falls

Blue Ribbon Diner 139 North Catherine St.

Buisch’s Bullpen & Wing House 229 North Catherine St.

Pizza Hut 410 South Franklin St

Burger King 211 South Franklin St

Watkins Glen

Mr. Chicken 106 South Franklin St

Subway 800 North Franklin St.

Savard’s Family Restaurant 601 Franklin St,

20 (+9%)

Watkins Glen

Jerlando’s Pizza Co. 400 North Franklin St

Wildflower Cafe 301 North Franklin St

Rooster Fish Brewing 223 North Franklin St.

Montage Italian Grill 3380 NY 14

Cascata Winery Tasting Room 3651 NY14

Rock Stream Decoy 4576 Ny14

Dundee Crossing Diner 5107 NY 14

Dundee Lakemont Deli and Creamery 5090 NY 14

Penn Yan Fox Hill Vineyards 670 NY 14

Geneva

Ports Café 4432 NY 14

Geneva Country Club 4137 West Lake Road

Geneva on the Lake 1001 Lochland Road

Edgar’s 1052 Lochland Rdoad

21 (+1%) Geneva

Red Brick Inn 291 South Main Street

Mark’s Pizzeria 120 Seneca Street

Hasley’s Firehouse Bistro 106 Seneca Street

Parker’s Grille 100 Seneca Street

Morgan’s Restaurant 93 Seneca Street

El Morro Restaurant 1 Franklin Street

Water Street Café 467 Exchange Street

Main Moon 480 Exchange Street

Cam’s Pizzeria 476 Exchange Street

L & R Restaurant 405 Exchanage Street

Ciccino’s Pizza 401 Exchange Street

Mike’s Diner 140 North Exchange St

22 (-2%) Phelps I-90 Family Cafe 1735 NY 14

23 (+2%) Waterloo

Ciccino’s Pizzeria 22 East Main Street

Connie’s Diner 205 East Main Street

Subway 136 East Main Street


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34 (-66%) Homer

A Pizza & More 12 South West Street

Hobeau’s 10 South West Street

Kory’s Place 9 South West Street

Coffee Mania 95 Clinton Street

38 (-71%) Geneva Gathering Place Geneva Road

45 (+7%)

NewField Young’s 1253 West Danby Road

Spencer Augie’s Italian Pizzeria 35 North Main Street

Main St. Café 102 Main Street

47 (+2%) Ithaca

Chinese Buffet restaurant 401 Elmira Road

McDonald’s 372 Elmira Road

Manos Diner 357 Elmira Road

Blimpie Sub/ God Father Pizza 366 Elmira Road

Garcia’s Mexican 344 Elmira Road

Burger king 340 Elmira Road

Smart Monkey café 335 Elmira Road

Arby’s 328 Elmira Road

Wendy’s 326 Elmira Road

Friendly’s s Ice Cream Shop 323 Elmira Road

Moe’s Southwest Grill 324 Elmira Road

Taco Bell 222 Elmira Road

King buffet 734 S. Meadow Street

Sammy’s Italian Buffet & Grill 720 S. Meadow Street

Chili’s bar & Grill 608 S. Meadow Street

Thai Cuisine 501 S. Meadow Street

Collegetown Bagel Express 209 S. Meadow Street

KFC 203 S. Meadow Street

49 (-58%) Lansing Cecil’s Restaurant 1100 Ridge Road

King Ferry King Ferry Pizzeria 1007 Main Street

56 (-3%) Auburn Spring Garden 68 Owasco Street

65 (+7%)

Lodi Suzanne Fine Regional Cuisine 9013 NY 414

Dano’s Heuriger on Seneca 9564 NY 414

Hector

Shelly’s pizza shop 6235 NY 414

Johnson’s Country Tavern 5800 NY 414

Stonecat Café 5315 NY 414

66 (+1%)

Ovid Jim & Georgia’s Diner 7176 Main Street

New Dragon 7188 Main Street

Lodi Eagle Hotel 8300 North Main Street

Village Soft Serve 8437 North Main Street

70 (-2%) Waterloo

McDonald’s 2500 Mound Road

Holiday Inn Restaurant 2468 Mound Road

KFC 2430 Mound Road

71 (-1%) Waterloo Magee Country Diner 1303 NY 414

Petro Travel Center 1255 NY 414

74 (-79%) Ithaca DP Dough 114 West Green Street


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Sticky Rice Carry Out 401 East State Street Napoli Pizzeria Domino's Pizza 401 East State Street

Shortstop Deli 204 West Seneca Street

Kilpatricks 118 North Tioga Street

Pizza Aroma 128 South Cayuga Street

77 (-62%) Whitney Point

Subway 2969 U.S.Route 11

McDonald’s 2972 U.S.Route 11

Whitney Point Country Kitchen 2884 U.S.Route 11

87 (+1%) Owego

The Jailhouse Restaurant 176 Main Street

Harris Diner 79 North Avenue

Rice Chinese Restaurant 119 North Avenue

Mario’s Pizza 51 Fox Street

89 (-59%) Ithaca Lehigh Valley House Restaurant 801 West Buffalo Street

Station Restaurant: Baggage Room Lounge 806 West Buffalo Street

98 (-3%)

Auburn

Subway 78 North Street

New York Pizzeria 8889 S. Seneca Street

C.J. Restaurant 8902 S. Seneca Street

Burritt’s Café 8914 S. Seneca Street

Old Erie Restaurant 8924 N. Seneca Street

Lin Bo Chinese Restaurant 8932 N. Seneca Street

D.B’s Drive In 8951 N. Seneca Street

Weedsport

Arby’s 2767 State Route 31

Peter’s Weedsport Pizzeria 8915 N.Seneca Street

Empire Eatery 9036 N. Seneca Street

99 (-41%) Ovid M7J’s Family Pizza 1855 State Route 96A

A2 (-2%) Freeville Marco Polo’s Pizza 17 Railroad Street

A4 (-12%) Newark Valley

Subway 7164 State Route 38

Cardinal Family Diner 80 North Main Street

Fortunato Pizza & More 28 North Main Street

Rosie’s Restaurant 181 South Main Street

Owego Tioga Sportsman Inn 3382 State Route 38

A6 (+2%)

Cayuta Subway 6034 NY 13

Horseheads Byrne Dairy Store 482 Old Ithaca Road

A Scoop Above Ice Cream Shoppe 352 East Franklin Street

A7 (0%) Waverly

Town Diner 601 Cayuta Avenue

Soprano’s Italian Market 607 Cayuta Avenue

Van Etten Mc Ann’s Restaurant & Liquor 3 Waverly Street

124 Restaurants

Exhibit 4.3.1.c – Restaurants Located Along Other Affected Routes, with More than a 10 Percent Increase in Large Truck Traffic



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8 (+206%) Marathon

Hubbard’s Cupboard Diner & Café 4 Cortland Street

China taste 1 Broome Street

Marathon X-tra mart 2 Broome Street

10 (+57%) Cortland

Subway 3798 US 11

Gracie Rachels 3821 US 11

AJ’s Family Diner 202 Port Watson Street

Hairy Tony’s 102 Main Street

Mark’s Pizzeria 105 Main Street

Frank and Mary’s Diner 10 Port Watson Street

Amelia;s 152 Port Watson Street

15 (+19%) Dryden Todi’s Italian Pizzeria 22 W. Main Street

26 (+38%) Auburn

Buffalo Wild Wings Grill & Bar 1612 Clark Street

Chili’s Bar and Grill 1624 Clark Street

Reese’s Dairy Bar 1422 Clark Street

BonWorth 1579 Clark Street

Subway 2000 Clark Street

China max 1579 Clark Street

Mo’s Pit BBQ & Cowboy Cuisine 1579 Clark Street

Avicolli’s Pizza 2000 Clark Street

27 (+62%) Auburn

Angelo’s 17 Inch Delicious 25 East Genesee Street

Mark’s Pizzeria 29 East Genesee Street

Auburn Main Street Deli 119 E. Genesee Street

Blue Barbecue 249 E. Genesee Street

Bonca’s Restaurant 3193 E. Genesee Street

Skanellus Drive In 1661 US 20

Rosalie’s Cucina 841 W. Genesee Street

Hill Top Restaurant 843 W. Genesee Street

Mark’s pizzeria 814 W. Genesee Street

28 (+44%) Skaneateles

Kreb’s 53 W. Genesee Street

Blue Water Grill 11 W. Genesee Street

Kabuki 12 West Genesee Street

Morris’s Grill 8 West Genesee Street

29 (+171%) Marcellus

Moondance Restaurant 2512 Cherry Valley Trn

Valley Inn 2574 Cherry Valley Trn

La Fayette McDonald’s US Route 20

30 (+31%) Seneca Falls

New China Buffet US Route 20

Mark’s Pizzeria 1963 US Route 20

Penny’s Place 2109 US Route 20

Subway 205 Fall Street

Avicolli’s Pizza 170 Fall Street

Zuzu Café 107 Fall Street

Burger King 2013 Route 20

Henry B’s 84 Fall Street


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Varsity Pizza 74 Fall Street

Jeremy’s Café 77 Fall Street

Downtown Deli 53 Fall Street

31 (+16%)

Odessa Village Take Out Pizzeria 110 Main Street

Cayuta Subway 6034 NY Route 13

Beach’s Snack Shop 6749 NY Route 224

VanEtten Finger lakes Soap Co. 15 NY Route 224

35 (+23%) Waterloo Arby’s 655 State Route 318

36 (+17%) Waterloo Magee Country Diner 1303 Route 414

39 (+60%) Ithaca

Joe’s 602 West Buffalo Street

Ithaca bakery 400 North Meadow Street

Papa John’s Pizza 13

Dempsey’s Fine Restaurant 1638 East Shore Drive

Lake breeze Pizzeria & Ice Cream 2035 East Shore Drive

Lansing Fresh Café 2075 East Shore Drive

Rogues’ harbor Inn & Restaurant 2079 East Shore Drive

40 (+43%) Ithaca Cinnamon Shoppe & Deli 10 Auburn Road

John Joesph Inn and Elizabeth Restaurant 813 Auburn Rd

41 (+209%) Genoa Laurie’s 1097 Route 34

42 (+130%) Auburn Nino’s Pizzeria II 173 South Street

44 (+62%) Auburn Swaby’s tavern 6 South Street

57 (+1233%) Cortland Gatherings 2175 NY Route 392

Dryden Dryden Pizza 2 East Main Street

64 (+21%) Watkins Glen

Arby’s 511 E. 4th Street

BV’s Corner bar and grill 401 E. 4th Street

Tobes 135 E. 4th Street

69 (+23%) Seneca Falls Expectations Bar and grill 6 Ovid Street

88 (+18%) Candor Country Café 796 Owego Road

Calico jack’s Food & Spirits 309 Owego Road

A1 (+32%) Burdett Smok’n Bones BBQ 3815 Main Street

Grist Mill Café 3825 Main Street

74 Restaurants

4.3.2 Specific Business Impacts Alternative Three’s most direct impacts would be experienced by trucking companies and industries relying on truck transport. In some cases, Alternative Three could cause large trucks to use a longer and more expensive route, with higher fuel and toll expenses, than they would otherwise choose. Transportation costs are important to freight shippers and the recipients of freight. Lower transportation costs per unit shipped are beneficial to shippers, and contribute to more efficient use of resources in production and distribution. Greater efficiency ultimately benefits consumers in lower prices for goods. Trucking operators typically use the routes they have selected as the shortest or most cost-effective. However, this may result in negative impacts (noise, emissions, congestion, safety concerns) for


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businesses along identified Reasonable Access Highways, with the exception of incidental services or purchases made during stops by truck operators (fuel, food, etc.). An evaluation of the Reasonable Access Highways was completed to determine the difference in costs to the carriers to remain on the National Network route. The cost per trip increases when remaining on the National Network. Details on cost calculations are provided in Appendix F – Route Fuel and Toll Cost Analysis. As a part of a Route 63 Corridor Study, focus group meetings with truck drivers/shippers were conducted in 2002. These focus group meetings indicated that large for-hire trucking companies commonly directed their drivers to use specific routes and seem to generally prefer the Interstate System due to ease in getting to destinations, increased safety and the higher and more consistent travel speeds attained. Toll expenses are generally reimbursable by the trucking company, so the toll cost of using the Thruway is not a significant consideration for drivers working for large for-hire companies. Independent truck drivers and small trucking firms, however, operate on much tighter profitability margins, and often select routes based more on cost factors. In most cases, the drivers participating in the focus group meetings agreed that the load value, or revenue generated by hauling a particular commodity, plays a large part in determining the route chosen. If the load pays a marginal amount, the driver has little choice but to use the shortest/cheapest route. This discussion from the Route 63 Corridor Study is considered representative of concerns in the Finger Lakes Region. Alternative Three would most seriously impact independent truck drivers and small trucking firms. Business impacts could extend beyond the trucking industry. The New York State Department of Transportation’s Large Truck Policy: ‘The Unreasonable Impact of the Reasonable Access Highway Regulation’, prepared by Capitol Hill Research Center, states:

In this particular case, [NYSDOT] must consider 1) that industries other than “truckers” depend on truck transport, and 2) what economists refer to as the “multiplier effect,” and 3) the impact on businesses outside the restricted areas that must react to increased freight costs as direct through routes are restricted, either by increasing prices or absorbing costs.

This document furnishes figures for the number of jobs directly related to the trucking industry in the Finger Lakes, and estimates them number of jobs relying, to some degree, on the trucking industry.

Exhibit 4.3.2.a - Trucking Industry and Trucking Industry-Related Jobs in the Finger Lakes Region

Trucking Industry Jobs Trucking Industry-Related Jobs Total Jobs Dependent on Trucking

77,615 59,413 137,028

Data drawn from New York State Department of Transportation’s Large Truck Policy: The Unreasonable Impact of the Reasonable Access Highway Regulation, Prepared by Capitol Hill Research Center, A Division of Capitol Hill Management Services, Inc., 90 State Street, Suite 1009, Albany, N.Y. 12207. Figures are based on "...anecdotal estimates by representatives from three industries – the trucking industry (including warehousing), the wood products industry, and the agricultural industry."

In addition, annual wages for these jobs have been estimated, as shown in Exhibit 4.3.2.b:

Exhibit 4.3.2.b – Assumed Average Wages for Trucking Industry Jobs and Trucking Industry-Related Jobs in the Finger Lakes Region

New York State Finger Lakes (NYS Avg x 0.87) Assumed Average Annual Wage for Trucking Industry Jobs (2005) $47,281 $41,134

Assumed Average Annual Wage for Trucking Industry Related jobs (2008)

$27,466 $24,064


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NYS Assumed Average Annual Wage for Trucking Industry Jobs (2205) data: New York State Department of Transportation’s Large Truck Policy: The Unreasonable Impact of the Reasonable Access Highway Regulation, Prepared by Capitol Hill Research Center, A Division of Capitol Hill Management Services, Inc., 90 State Street, Suite 1009, Albany, N.Y. 12207 NYS Assumed Average Annual Wage for Trucking‐Related Jobs (2008) data: US Census data used to establish average Per Capita Income in New York State, and the average Per Capita Income for Broome, Cayuga, Cortland, Onondaga, Seneca, Tioga and Tompkins Counties. Finger Lakes Assumed Average Annual Wage for Jobs data: Calculated using the same factor (0.87) describing the difference between the average New York State Per Capita Income and the average Finger Lakes Per Capita income.

Because Alternative Three may negatively impact some trucking companies and their customers, it is possible that jobs could be eliminated. Correspondence and statements from industry representatives and stakeholders indicate that loss of production and jobs is anticipated as a result of the new regulations. It is not possible to accurately determine how many jobs would be lost, directly or indirectly. However, for the purposes of this report, an estimate of 0.25% job loss has been used to evaluate potential lost wages.

Exhibit 4.3.2.c - Projection of 0.25% Lost Trucking Industry and Trucking Industry-Related Annual Job Wages in the Finger Lakes Region

0.25% of Jobs Assumed Annual

Average Salary Annual Lost Wages

Trucking Industry Jobs 194 $41,134 $7,979,996

Trucking Industry-Related Jobs 149 $24,064 $3,585,536

Total 343 ---- $11,565,532

Assuming that Alternative Three results in a loss of 0.25% of all jobs relying, to some degree, on trucking, the total annual loss of wages in the Region is estimated to be $11.6 million dollars. The “multiplier effect” mentioned above, suggests that economic impacts would be even more widespread. Simply put, the multiplier effect theorizes that when money is spent buying a product or service, the company furnishing that product or service will thrive and hire more employees, who will then have more spending money to spend on more products and services, and so forth. Conversely, when jobs and wages are lost, less money is spent, less products and services are purchased, and more companies are forced to eliminate more jobs. The true regional economic impact of a loss of $11.6 million in wages, therefore, would be multiplied.

4.4 ENVIRONMENTAL

4.4.1 Contaminated and Hazardous Materials The USDOT regulations in 49 CFR Part 105.5 define "hazardous materials" as "a substance or material that the Secretary of Transportation has determined is capable of posing an unreasonable risk to health, safety, and property when transported in commerce, and has designated as hazardous under section 5103 of Federal hazardous materials transportation law (49 U.S.C. 5103 et. seq.)" Requirements for transporting hazardous materials by truck, air, rail, etc. are regulated by the Pipeline and Hazardous Materials Safety Administration (PHMSA) of the USDOT. The PHMSA sets standards for handling and packaging hazardous materials, and for training of the shipper, carrier and receiver of these materials. PHMSA also performs inspections and investigates incidents.

Transportation of hazardous materials can include shipments of fuels such as propane, chemicals such as cylinders of chlorine gas for water treatment and sanitation, oxygen in cylinders for health care facilities and home use, fire extinguishers, explosives and detonating materials, and materials that contain


4-43

or are contaminated with infectious substances. All of these hazardous materials must be properly packaged, manifested, handled and stored, subject to certain restrictions and conditions. Hazardous wastes cannot be accepted or disposed of at any New York landfill, except one permitted facility located in Lewiston, in Niagara County.

Some large through trucks could be hauling hazardous materials. An accident situation involving any of these trucks would present a potential contamination risk to New York’s water bodies, coastal areas, water supplies, critical environmental areas, wildlife resources, floodplains, and wetlands. These resources represent an important part of New York’s economy, tourism, water supplies, recreation, and ecology. Contamination of these resources from a truck accident involving hazardous materials could have severe impacts. However, no data is available to indicate the number of large trucks that contain hazardous materials and travel along identified routes. A portion of these trucks would be fuel trucks, making local deliveries, which would not be impacted by Alternative Three.

Alternative Three would not provide any additional protection to state resources (waterbodies, water supplies, critical environmental areas, wildlife resources, floodplains, and wetlands) that would be affected by a contaminated/hazardous truck spill. As shown in sections 4.4.1, 4.4.2, 4.4.5, 4.4.6, 4.4.7, 4.4.9, and 4.4.10, there are generally similar resources on the Reasonable Access Highways, Other Affected Routes, and the National Network. While the National Network has a lower accident rate, the number of trucks containing hazardous materials on the Reasonable Access Highways or Other Affected Routes has not been documented, so any potential for decreased risk cannot be determined.

Studies by the U.S. Environmental Protection Agency (EPA) have shown that household trash or municipal solid waste (MSW) is not especially hazardous or highly flammable. MSW is generally less of a public health threat than hazardous wastes. The EPA reports that the composition of MSW typically consists of 39.2% paper and paperboard products, 14.3% yard trimmings and "green wastes," 9.1% plastics, 7.6% metals, 7.1% wood, 6.7% food, 6.2% glass and 9.8% other, which includes rubber, leather and textiles, without significant recycling. (Source: Characterization of Municipal Solid Waste in the United States: 1996 Update, EPA530-S-97-015, May 1997).

New York's environmental and transportation regulations require MSW haulers to secure their loads, and to prevent any accidental releases of cargo. Household wastes are typically shipped in containers, either as "roll-offs" or "dumpsters," with lids that can be locked in place, or in trucks with heavy tarps that are tied down to the truck's bed. If a truck overturns and spills its cargo after a catastrophic accident, however, the waste could be readily retrieved and stockpiled on plastic sheeting along the right-of-way until it could be transferred to another vehicle to continue its journey to the landfill. Workers do not need any special protective clothing beyond that worn by construction contractors, which includes long-sleeved shirts, slacks, work boots, and heavy work gloves to prevent punctures from broken materials. It would require a significant amount of this type of cargo (several trucks full) to spill into a lake, or other water body, and remain there for a few days before any real public health concern would be encountered. A health concern of this nature could cause the affected area to be cordoned off and swimming prohibited for a day or two until the bacteria levels in the water could be tested and verified as safe.

4.4.2 Wetlands Protected wetlands of New York consist of Tidal and Freshwater Wetlands, under the jurisdiction of the both the US Corps of Engineers and NYS Department of Environmental Conservation. Most of the wetlands under the jurisdiction of New York State’s Freshwater Wetlands Act are mapped, while the smaller freshwater wetlands (less than 12.4 acres) under the jurisdiction of the US Corps of Engineers often are not. Consequently, unmapped wetlands are not included in this evaluation.

Some large through trucks could be hauling hazardous materials which present a potential contamination risk to wetlands. Wetlands are often the headwaters and filters of storm water before the water enters New York’s lakes, rivers and reservoirs. Hazardous materials contamination would directly affect the function and quality of a wetland, due to damage or destruction of plants and soils in the wetland. These effects, depending upon the extent and nature of the contamination, could be long-lasting and geographically extensive, as secondary impacts would occur when the hazardous materials disperse into the watershed. A summary of the amount of wetlands on Reasonable Access Highways, Other Affected Routes and the National Network is shown in Exhibit 4.4.2.a. Smaller wetlands, which are regulated by the U.S. Army Corps of Engineers, were not included in this evaluation.


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Exhibit 4.4.2.a - Acres of NYSDEC Wetlands within 100’ of Highways

National Network 53.93 Acres Reasonable Access Routes 4.23 Acres Other Affected Routes, with Decrease, or Less than 10 Percent Increase, in large truck traffic 6.61 Acres

Other Affected Routes, with More than 10 Percent Increase in large truck traffic 14.42 Acres

Alternative Three provides negligible, if any, additional protection to NYSDEC Wetlands. Some large trucks with hazardous/contaminated trucks are diverted onto the safer National Network but the benefits of that activity is offset by the number of trucks diverted to the Other Affected Routes. There is a majority of NYSDEC Wetlands on the National Network, Reasonable Access Highways, and Other Affected Routes with decreased or >10% increase. The number of trucks containing hazardous materials on the Reasonable Access Highways has not been documented, so any potential for decreased risk cannot be substantiated. The number of trucks containing hazardous materials on the Reasonable Access Highways, Other Affected Routes and the National Network has not been documented, so any potential for decreased risk cannot be substantiated.

4.4.3 Surface Waterbodies and Watercourses New York’s lakes, rivers and other waterbodies are critical to New York’s drinking water supply, industrial and agricultural water supply, and are a vital element of the state’s tourism economy. Contamination of these waterbodies from an accidental hazardous materials spill could have severe impacts on public health and the local economies. A summary of surface waterbodies along Reasonable Access Highways, Other Affected Routes, and the National Network is shown in Exhibit 4.4.3.a.

Exhibit 4.4.3.a - Miles of NYSDEC Lakes, Rivers and Streams within 100’ of Highways

National Network 30.36 Miles

Reasonable Access Routes 34.39 Miles

Other Affected Routes with Decrease, or Less than 10 Percent Increase, in large truck traffic 0.48 Miles

Other Affected Routes with More than 10 Percent Increase in large truck traffic 7.41 Miles

Alternative Three provides negligible, if any, additional protection to Lakes and Rivers. Some large trucks hauling hazardous/contaminated materials would be diverted onto the safer National Network, but the benefit of that activity would be offset by the number of trucks diverted to Other Affected Routes. There is a majority of NYSDEC Lakes and Rivers on the National Network and Reasonable Access Highways. The number of trucks containing hazardous materials on the Reasonable Access Highways, Other Affected Routes and the National Network has not been documented, so any potential for decreased risk cannot be substantiated.

4.4.4 Wild, Scenic, and Recreational Rivers New York State’s only federally designated Wild and Scenic River is a portion of the Delaware River. No Reasonable Access Highways, Other Affected Routes, or National Network Highways are within the National Park Service’s jurisdictional boundaries for this river.

4.4.5 Navigable Waters As defined by the Federal government, Navigable Waters of the US, under 33 Code of Federal Regulations, are “… those waters that are subject to the ebb and flow of the tide and/or are presently used, or have been used in the past, or may be susceptible for use to transport National Network or foreign commerce.”

Navigable Waters, which include the Great Lakes, some of the Finger Lakes, some rivers, and the Canal System, accommodate substantial commercial activities. Large truck traffic often originates or ends at


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designated Navigable Waters, and it is not anticipated that Alternative Three would have any impact on these waters.

4.4.6 Floodplains A 100-year floodplain is the area that will be inundated by a 100-year flood. It is also referred to by FEMA (Federal Emergency Management Agency) as the Special Flood Hazard Area (SFHA). Development within a 100-year floodplain must be regulated through a local ordinance conforming to the National Flood Insurance Program (NFIP).

Floodplains are often adjacent to major water bodies, rivers and reservoirs. Contamination of floodplains from an accident could result in direct negative impacts to adjacent waterbodies as the hazardous materials migrate away from floodplain. A summary of 100-year floodplain areaa on Reasonable Access Highways, Other Affected Routes and the National Network is shown in Exhibit 4.4.6.a.

Exhibit 4.4.6a - Acres of 100-Year Floodplains within 100’ of Highways

National Network 857.8 Acres Reasonable Access Routes 181.5 Acres Other Affected Routes, with Decrease, or Less than 10 Percent Increase in large truck traffic 308.60 Acres

Other Affected Routes with More than 10 Percent Increase in large truck traffic 186.70 Acres

Alternative Three may provide minor additional protection to 100-year floodplains. Some large trucks with hazardous/contaminated loads are diverted onto the safer National Network, but the benefits of this are offset by the number of trucks diverted to Other Affected Routes. There is a substantial majority of 100 Year Flood Plains on the National Network, Reasonable Access Highways, and Other Affected Routes with decreased or >10% increase. The number of trucks containing hazardous materials on the Reasonable Access Highways, Other Affected Routes and National Network has not been documented, so any potential for decreased risk cannot be substantiated.

4.4.7 Coastal Resources No Coastal Zone Regulated Area, as defined by the NYS Department of State’s Division of Coastal Resources, is present in the Finger Lakes.

4.4.8 Groundwater Resources, Aquifers, and Reservoirs The Safe Drinking Water Act (SDWA) was originally passed by Congress in 1974 to protect public health by regulating the nation's public drinking water supply. The law was amended in 1986 and 1996, and requires many actions to protect drinking water and its sources: rivers, lakes, reservoirs, springs, and ground water wells. SDWA does not regulate private wells which serve fewer than 25 individuals. To this end, the EPA and the NYS Department of Environmental Conservation have mapped the presence of important groundwater resources in the state. The EPA has mapped the state’s sole source aquifers, and NYSDEC has mapped the primary water supply and principal aquifer areas.

Some large through trucks could be hauling hazardous materials which present a potential contamination risk to groundwater resources, aquifers, and reservoirs. New York’s aquifers and reservoirs provide drinking water for millions of people and clean water for industrial and agricultural purposes. An accident contaminating one these aquifers or reservoirs would have significant economic impact to New York’s Municipal Water Supplies. A summary of the Aquifers and Reservoirs on Reasonable Access Highways, Other Affected Routes and the National Network is shown in Exhibit 4.4.6.a.

Exhibit 4.4.6aAcres of Sole Source Aquifers within 100” of Highways

National Network 3,523.4 Acres Reasonable Access Routes 663.8 Acres

Other Affected Routes with Decrease or Less than 10 1,209.76 Acres


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Percent Increase in large truck traffic Other Affected Routes with More than 10 Percent Increase

in large truck traffic 664.12 Acres

Alternative Three provides some minor additional protection to Sole Source Aquifers. Some large trucks with hazardous/contaminated trucks are diverted onto the safer National Network but the benefits of that activity is offset by the number of trucks diverted to the Other Affected Routes. There is a substantial majority of Sole Source Aquifers on the National Network, Reasonable Access Highways, and Other Affected Routes with decreased or >10% increase. However, the number of trucks containing hazardous materials on the Reasonable Access Highways, Other Affected Routes, and the National Network has not been documented, so any potential for decreased risk cannot be substantiated.

4.4.9 Stormwater Management No Stormwater Management considerations are required for this action since the proposed alternatives are regulatory and involve no construction activities exceeding more than one acre.

4.4.10 General Ecology and Wildlife Resources Some large through trucks could be hauling hazardous materials which present a potential contamination risk to ecological and wildlife resources by contaminating habitats, including coastal areas, waterbodies, wetlands and floodplains. The Finger Lakes area has been identified as having large concentrations of overwintering waterfowl7. A summary of wildlife refuges along Reasonable Access Highways, Other Affected Routes and the National Network is shown in Exhibit 4.4.10.a.

Exhibit 4.4.10.aFederal and State Wild Life Refuges/Wildlife Management Areas

National Network Reasonable Access Highways

Other Affected Routes with Decrease or Less

than 10 Percent Increase in large truck traffic

Other Affected Routes with more than 10

percent Increase in large truck traffic

Link 4 (0%) Montezuma National

Wildlife Refuge (Federal)

Link 79 (-83%) Canoga Marsh Wildlife

Management Area

Link A5 (5%) Connecticut Hill Wildlife

Management Area

Link 25 (11%) Montezuma national Wildlife

Refuge (National)

Link 86 (-78%)

Northern Montezuma Wetland Management Area

Link 19 (3%) Catharine Marsh State

Wildlife Area

Alternative Three provides some minor additional protection to Federal and State Wild Life Refuges/Wildlife Management Areas. Some large trucks with hazardous/contaminated trucks are diverted onto the safer National Network but the benefits of that activity is offset by the number of trucks diverted to the Other Affected Routes. The majority of Federal and State Wild Life Refuges/Wildlife Management Areas are on the National Network, Reasonable Access Highways, and Other Affected Routes with decreased or <10% increase of truck traffic. However, the number of trucks containing hazardous materials on the Reasonable Access Highways, Other Affected Routes, and the National Network has not been documented, so any potential for decreased risk cannot be substantiated.

4.4.11 Critical Environmental Areas Critical Environmental Areas are designated by state or local agencies and must have, according to NYSDEC, “an exceptional or unique character with respect to one or more of the following:

• A benefit or threat to human health.

• Natural setting (e.g., fish and wildlife habitat, forest and vegetation, open space and areas of important aesthetic or scenic quality).

• Agricultural, social cultural, historic, archaeological, recreational, or educational values.


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• An inherent ecological or hydrological sensitivity to change that may be adversely affected by any change.”

Specific Critical Environmental Areas that would be vulnerable to a hazardous waste accident include: Ground Water Protection Districts, Water Supplies, Water District Aquifers, Lakes, Wetlands, Coastal Areas and Reservoirs. A summary of Critical Environmental Areas on Reasonable Access Highways, Other Affected Routes, and the National Network are shown in Exhibit 4.4.11.a.

Exhibit 4.4.11.aCritical Environmental Areas Along Highways

National Network Reasonable Access Highways

Other Affected Routes with Decrease or Less

than 10 Percent Increase in large truck traffic

Other Affected Routes with more than 10

percent Increase in large truck traffic

Link 58 (-72%)

Homer Public Water Supply Source

Link 17 (83%) Coy Glen

Alternative Three would not provide any additional protection to Critical Environmental Areas. There is a similar number of Critical Environmental Areas adjacent to either Other Affected Routes with decreased or <10% increase or Other Affected Routes with a >10% increase in large truck traffic. The number of trucks containing hazardous materials on the Reasonable Access Highways, Other Affected Routes and the National Network has not been documented, so any potential for decreased risk cannot be substantiated.

4.4.12 Historic and Cultural Resources The State and National Registers of Historic Places are the official lists of buildings, structures, districts, objects, and sites significant in the history, architecture, archeology, engineering, and culture of New York and the nation. The same eligibility criteria are used for both the State and National Registers. The National Historic Preservation Act of 1966 and the New York State Historic Preservation Act of 1980 established the National and State Registers programs. In New York, the Commissioner of the New York State Office of Parks, Recreation and Historic Preservation, who is also the State Historic Preservation Officer (SHPO), administers these programs. Items on the National Register of Historic Places in New York State that are located along Reasonable Access Highways, Other Affected Routes and the National Network are shown in Appendix B – Environmental Information. The website on the National Register can be found at :www.nationalregisterofhistoricplaces.com

Exhibit 4.2.4.h provides descriptions of Historic Districts located along the proposed Reasonable Access Highways.

There may be concerns about the possibility of adverse long-term effects of vibrations on historic buildings, especially those in close proximity to roads and built on vulnerable foundations. However, there does not appear to be data to support these concerns, as indicated by the following summary from the National Research Council of Canada; “House owners may complain about damage induced by traffic vibrations, such as cracks in walls and ceilings, separation of masonry blocks, and cracks in the foundation. However, vibration levels are rarely high enough to be the direct cause of this damage, though they could contribute to the process of deterioration from other causes. Building components usually have residual strains as a result of uneven soil movement, moisture and temperature cycles, poor maintenance or past renovations and repairs. Therefore small vibration levels induced by road traffic could trigger damage by "topping up" residual strains. Consequently it is difficult to establish a vibration level that may cause building damage and, therefore, controversy continues to surround the issue. In some cases, when a building is subjected to vibration for many years, fatigue damage (i.e., that caused by repeated loading) may occur if the induced stresses in the building are high enough. In addition to damage caused directly by vibration, indirect damage may result from differential movements caused by

soil settlement due to densification. Loose sandy soils are particularly susceptible to densification when subjected to vibration.”4 Alternative Three may reduce the vibration near vulnerable historic


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buildings which are in close proximity to road by reducing the volume of large truck traffic.

Large truck traffic can adversely affect the quality of visiting areas with historic character by creating visual and noise disruptions, contributing emissions, and raising safety concerns.

Alternative Three could improve the experience of visiting historic districts by reducing the number of large trucks and the visual and noise disruptions, emissions and safety concerns associated with these vehicles. However, as shown in Exhibit 4.2.4.h there are Historic Districts located along Other Affected Routes that will experience a >10% increase in large truck traffic.

4.4.13 Parks and Recreational Resources Parks and recreation areas are often utilized as refuges from vehicular traffic, noise and air pollution. These attributes are negatively impacted by large truck traffic on the roads in, near and adjacent to parks and recreation areas. Activities typically pursued in parks and recreation areas, such as picnicking, camping and wildlife viewing are particularly impacted by loud noise events. Exhibit 4.2.4.f provides descriptions of State and Federal Parklands located along the proposed Reasonable Access Highways, Other Affected Routes, and the National Network

Alternative Three would reduce of the volume of large trucks along highways in, near and along park and recreation areas. Reduction of large truck traffic would reduce the concerns for safety of persons accessing these areas, and it would improve and help sustain the values of the park associated with less commercial traffic, reduced noise and air pollution. While there are parks and recreational resources adjacent to the National Network, it does not provide direct access to these resources.

All of the Parklands, except one Park, Montezuma National Wildlife Refuge, will see reductions or <10% increases in large truck traffic. Generally, the proposal benefits Parkland with reductions in visual and noise disruptions and emissions.

4.4.14 Visual Resources Large trucks have temporary visual impacts in small village and city settings due to their height and length. These large trucks temporarily block the line of sight of pedestrians and residences. Where large trucks pass through scenic overlooks or historic districts, or along Scenic Byways, they are visually disruptive. A New York State designated Scenic Byway is a road corridor with resources of regional significance. It offers a slower alternative travel route while telling a story about the region’s natural beauty, heritage and recreational activities.

Alternative Three would reduce the number of large trucks along Reasonable Access Highways, reducing the number of disruptions at scenic overlooks, villages, small cities and historic districts. Reducing the number of visual disruptions improves the visual quality of sensitive visual areas, such as historic districts and Scenic Byways. Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d.


As shown in Section 4.2.5 - Quality of Life, there are Scenic Byways and Historic Districts adjacent to Reasonable Access Highways, Other Affected Routes, and the National Network. Exhibit 4.4.14.a shows a Scenic Byway view along NY Route 90.

Exhibit 4.4.14.a - Route 90 Scenic Byway along Cayuga Lake


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4.4.15 Farmlands Farmland in New York State, through the creation of Agricultural Districts, is protected under Article 25-AA of the New York Agricultural and Markets Law. Farmland is also protected under Federal Regulations with the Federal Farmland Protection Policy Act.

Large truck traffic on rural roads can create additional safety concerns in proximity to farm operations. Large farm machinery may exceed the lane width of narrow two lane rural roads. If a large truck is passing in the opposite direction, or in the same direction, the width in conjunction with the width of the farm machinery, results in minimal clearance and compromised safety for operators of the farm equipment, trucks, and other motorists using these roads. In the Finger Lakes area, agricultural land use comprises at least 50% of the land use along the proposed Reasonable Access Highways, Other Affected Routes and the National Network. The farm economy is an important part of the Finger Lakes economy.

Alternative Three is also anticipated to decrease the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d. However, Alternative Three is likely to increase large truck traffic on other highways, including the National Network and Other Affected Routes. While the National Network will experience a negligible increase (2% or less), some of the Other Affected Routes may experience larger increases, as described in Appendix A – Exhibit A.2.a-d.

A summary of the amount of Farmland on Reasonable Access Highways, Other Affected Routes and the National Network is shown in Exhibit 4.4.15.a.

Exhibit 4.4.15aAcres of Farmland within 100” of Highways

National Network 276.1 Acres Reasonable Access Routes 1,372.0 Acres

Other Affected Routes with Decrease or Less than 10 Percent Increase in large truck traffic 1,134.7 Acres

Other Affected Routes with More than 10 Percent Increase in large truck traffic 1,331.9 Acres

Exhibit 4.4.15.b - Vineyard on Finger Lakes

Alternative Three would reduce the number of large trucks along the proposed Reasonable Access Highways and on some of the Other Affected Routes, which would reduce the potential for farm equipment/truck related accidents on these roads. Farms and large farm machinery do not have access to the National Network for field operations. However, these benefits on these roads are offset by the


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increased large truck traffic on some of the Other Affected Routes as shown in Exhibit 4.4.15.a. Consequently, the proposal provides negligible if any benefit to agricultural activities.

However, some farms may rely on large trucks to distribute their products. During the public comment period, approximately 134 emails were received by NYSDOT, entitled “DOT Truck Regulations Hurt Farmers” and citing concern that the agricultural industry would be adversely affected by the proposed regulation. In order to address these concerns, and limit adverse economic impacts to the agricultural industry, NYSDOT eliminated routes with relatively long differences in distance to the National Network route (greater than 25 miles difference). Additionally, local deliveries and pickups are not impacted by the proposed regulation. As a result, most farm-related trucking in the immediate Finger Lakes Area would be considered local traffic.

However, farms may be affected by potentially increased trucking costs. As discussed in section 4.3.2, trucking costs or availability of trucking services due to loss of trucking businesses could result in higher shipping costs or higher costs for purchased items such as fertilizer. These additional costs may make some farms less competitive due to the low overhead operations of most farm operations.

Alternative Three does not directly affect farmland through acquisition or through encouraging non farm development or conversion of farmland.

4.4.16 Air Quality Large trucks can create significant impacts on the environment, especially in terms of air pollution and noise. Diesel truck engines emit more nitrogen oxides, reactive hydrocarbons, and particulate matter per mile of travel than automobile internal combustion engines. A summary of non-attainment areas on Reasonable Access Highways, Other Affected Routes and the National Network is provided in Exhibit 4.4.16.a.

Exhibit 4.4.16.a Non-Attainment Areas

Reasonable Access Highways Other Affected Routes National Network System

Syracuse Metropolitan Area (CO)

Syracuse Metropolitan Area (CO) Rochester Metropolitan Area (ozone)

Syracuse Metropolitan Area (CO)

Rochester Metropolitan Area (ozone)

Overall there will be an increase in emissions due to the proposed regulations. This is due to the increased fuel consumption and vehicle miles traveled by large trucks using the National Network, some Other Affected Routes instead of using the proposed Reasonable Access Highways. The resultant annual increase in fuel consumption would be 281,254 gallons of fuel (primarily diesel), which will result in 3,121 tons of CO2 emissions, a greenhouse gas.1 This increase in large truck traffic along alternative National Network routes is expected to result in a minimal air quality impact.

Analysis of Impacts

Alternative Three is expected to improve air quality where more sensitive receptors (schools, residences) are located along Reasonable Access Highways. The National Network Highway system would be minimally impacted, due to the less than 1% estimated increase in truck volume on those facilities.

However, Alternative Three is also expected to increase the amount of large truck traffic on some of the Other Affected Routes, as described in Appendix A – Exhibit A.2.a-d. Consequently, Alternative Three would increase truck emissions along these routes.

According to the U.S. Environmental Protection Agency, heavy-duty trucks account for about one-third of NOx emissions and one-quarter of particulate emissions from all highway cars and trucks, even though they only comprise 2% of the total number of vehicles on the roadways. As a result, a substantial increase in truck volumes can affect public health by contributing to degraded air quality either regionally or locally, particularly where trucks pass close to sensitive receptors such as homes or schools. As

1 Based on EPA's website (http://www.epa.gov/OTAQ/climate/420f05001.htm#calculating).


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identified in Exhibit 4.2.4.b - School Districts, there are 18 schools adjacent to or within ½ mile of the proposed Reasonable Access Highways, 44 schools at Other Affected Routes with a decrease or minimal increase in large truck traffic and 34 schools at Other Affected Routes with a noticeable increase in large truck traffic.

Overall there will be an increase in emissions associated with this action. This is due to the increased fuel consumption and vehicle miles traveled by large trucks remaining on the National Network, instead of using the proposed Reasonable Access Highways. The proposed action is estimated to increase annual fuel consumption by 0.281M gallons of fuel (primarily diesel), which will result in an increase of 3,121 tons of CO2 emissions.

Two types of air quality impacts can potentially occur: the microscale level impacts to specific sites at the local level, and mesoscale level impacts on a larger, regional basis.

Microscale Air Quality Analysis

Carbon Monoxide (CO) impacts are local. Elevated concentrations are generally limited to within a relatively short distance of heavily traveled roadways.

To determine the need for a CO microscale analysis, the level of service (LOS) or hourly traffic volumes on the affected links were compared to the respective criteria specified in Chapter 1.1 of the NYSDOT EPM. The data for the links do not meet the criteria for performing a CO analysis; thus, a CO microscale analysis is not warranted for Alternative Three.

The proposed routing to the national network of Alternative Three as it relates to the intersections analyzed in Carbon Monoxide SIP Attainment Demonstration was reviewed since these intersections were analyzed as part of the Attainment Demonstration to verify conformity to the NAAQS. As a result, Alternative Three involves one intersection in Onondaga County (East Adams Street and Almond Drive) that is located within ½ mile of the proposed national network. A review of the traffic data reveals that the level of service at this intersection will not be affected by the proposed regulation and will not affect the CAA90 attainment status of this intersection.

Particulate matter (PM) is classified as PM2.5 and PM10. PM2.5 is defined as particulates 2.5 microns in diameter or less. PM10 is defined as particulates 10 microns in diameter or less.

Given the nature of the proposed action, combined with project screening criteria provided in Chapter 1.2 of NYSDOT’s Project Level Particulate Matter Guidance, 2004, quantified PM analyses are not required. The estimated volume at specific locations is not likely to substantially increase above the normal, projected rate of growth. It is expected that the increase of PM levels at specific locations will be negligible and will not result in an air quality impact.

Mesoscale Air Quality Analysis

If a proposed action would significantly affect traffic conditions over a large area, it is appropriate to consider regional air quality effects of the action by way of a mesoscale analysis.

Volatile organic compounds (VOC) and oxides of nitrogen (NOx) emissions from motor vehicles are of concern primarily because of their role as precursors in the formation of ozone, which results from a series of complex reactions in the presence of sunlight. The reactions are slow and occur as pollutants that are transported downwind from the source of the precursor pollutants. Since the high ozone concentrations can occur many miles from the source, the effects of VOC and NOx emissions are considered a regional issue. A regional or "mesoscale" analysis is the appropriate method of determining their impact. A mesoscale analysis considers the regional effects for all air pollutants (CO, VOC, NOx, PM2.5, and PM10).

The estimated increase in large truck VMT (vehicle miles traveled) for the proposed action, is 1,244,650 miles. The estimated large truck VMT of Alternative Three, as a percentage of the total VMT for NYS of 140,000,000,000, is less than 0.001% and is insignificant. The impact to air quality regarding the pollutants CO, VOC, NOx, PM2.5, and PM10 would be negligible at the regional level, as well. This aggregate resultant increase in VMT is not expected to have an effect on air quality levels related to SIP Attainment Demonstrations or meeting the requirements of the CAA90.

Mobile Source Air Toxics (MSATs)


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Mobile source air toxics (MSATs) are air pollutants emitted by mobile sources that can cause serious health effects. The Environmental Protection Agency (EPA) has classified a group of 21 air pollutants as MSATs. Of these 21 pollutants, EPA has identified the following six as priority MSATs:

• Acetaldehyde • Acrolein • Benzene • Diesel particulate matter/diesel exhaust organic gases • Formaldehyde • 1,3-butadiene

Research regarding the health impacts of MSATs is ongoing. Epidemiological studies (frequently based on emissions levels found in occupational settings) have shown that emissions of some MSATs are statistically associated with adverse health outcomes, while animal studies have demonstrated adverse health outcomes associated with exposure to large doses of MSATs.

The EPA has assessed the risks associated with emissions of the priority MSATs. The EPA Integrated Risk Information System (IRIS) is a database of human health effects that may result from exposure to various substances found in the environment. Toxicity information for the priority MSATs is summarized below.

Acetaldehyde – Acetaldehyde is characterized as a probable human carcinogen based on an increased incidence of nasal tumors in male and female rats and laryngeal tumors in male and female hamsters after inhalation exposure.

Acrolein – The potential carcinogenicity of acrolein cannot be determined because the existing data are inadequate for an assessment of human carcinogenic potential for either the oral or inhalation route of exposure. There are no adequate human studies of the carcinogenic potential of acrolein. Collectively, experimental studies provide inadequate evidence that acrolein causes cancer in laboratory animals.

Benzene – Benzene is characterized as a known human carcinogen for all routes of exposure based on convincing human evidence and supporting evidence from animal studies.

1,3-Butadiene – 1,3-Butadiene is characterized as carcinogenic to humans by inhalation. This characterization is supported by the total weight of evidence provided by the following: (1) sufficient evidence from epidemiologic studies of the majority of U.S. workers occupationally exposed to 1,3-butadiene; (2) sufficient evidence in laboratory animal studies showing that 1,3-butadiene causes tumors at multiple sites in mice and rats by inhalation; and (3) numerous studies consistently demonstrating that 1,3-butadiene is metabolized into genotoxic metabolites by experimental animals and humans.

Diesel Exhaust – Diesel exhaust is likely to be carcinogenic to humans by inhalation from environmental exposures. Chronic respiratory effects are the principal non-cancer hazard to humans from long-term environmental exposure to diesel engine exhaust or emissions.

Formaldehyde – Formaldehyde is characterized as a probable human carcinogen based on limited evidence in humans and sufficient evidence in animals.

In February 2006, FHWA issued guidance entitled “Interim Guidance on Air Toxic Analysis in NEPA Documents.” This guidance provides an approach for addressing MSATs and was used for the analysis in this DEA document. Note that EPA has not established regulatory thresholds or air quality standards for MSATs. As Alternative Three would not add substantial new capacity or create a facility that would likely meaningfully increase emissions, a qualitative MSATs analysis is appropriate.

The amount of MSATs emitted by a transportation action is proportional to the vehicle miles traveled (VMT). Alternative Three would increase total VMT due to large truck traffic remaining on the National Network and some Other Affected Routes instead of Reasonable Access Highways. Therefore, Alternative Three has the potential to increase total MSAT emissions. On the National Network, it is anticipated that the emissions increases would be somewhat offset by an increase in travel speeds of the large trucks (the travel speeds on the National Network are higher than the travel speeds on the Reasonable Access Highways). According to EPA’s MOBILE6.2 emissions model, emissions of the priority MSATs decrease as speeds increase (except for diesel particulate matter, which does not change with speed in MOBILE6.2). Along Reasonable Access Highways, the proposed action would reduce


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large truck traffic and consequently reduce MSAT emissions in the vicinity of the sensitive land uses along these highways. However, increases in large truck traffic on some Other Affected Routes would result in higher truck emissions on those routes.

The EPA has issued a number of regulations that will dramatically decrease MSATs in the future through cleaner fuels and engines. According to the FHWA, even with a 64% increase in VMT nationally, the EPA’s national control programs are projected to reduce national MSAT emissions by 57 to 87% between 2000 and 2020. Thus, MSAT emissions are likely to be lower on a national-basis compared to present levels.

Ideally, a project-specific MSAT impact assessment would include emissions modeling, dispersion modeling, exposure modeling, and a final determination of health impacts based on the estimated exposure. However, technical shortcomings and uncertain science limit the ability to accurately predict project-specific impacts, as discussed below.

Dispersion – The EPA’s current regulatory dispersion models, CALINE3 and CAL3QHC, were developed and validated more than a decade ago for the purpose of predicting episodic concentrations of carbon monoxide. The models are most accurate for predicting maximum concentrations that can occur at some time at some location within a geographic area. Using the models to predict exposure patterns at specific times at specific highway project locations (to assess potential health risks) would produce questionable results. In addition, the monitoring data needed to establish project-specific MSAT background concentrations are not available. At the present time, FHWA does not recommend dispersion modeling of MSATs.

Exposure Levels and Health Effects – Shortcomings in current techniques for exposure assessment and risk analysis do not allow for meaningful conclusions regarding project-specific health effects. Exposure assessments are hindered by the difficulty to accurately calculate annual concentrations of MSATs near roadways and to determine the portion of the year that people are actually exposed to those concentrations at a specific location. These difficulties are magnified for 70-year cancer assessments, particularly because the assessment would require unsupportable assumptions regarding changes in travel patterns and vehicle technology over a 70-year period. Also, due to factors such as low-dose extrapolation2 and translation of occupational data to the general population, considerable uncertainties exist regarding the existing estimates of toxicity of the various MSATs.

Air Quality Conformity

Section 176(c) of the Clean Air Act prohibits federal agencies from taking actions in non-attainment or maintenance areas that do not “conform” to the applicable State Implementation Plan (SIP). The intent of this requirement is to ensure that federal activities do not interfere with meeting the emissions targets in the SIPs, do not cause or contribute to new violations of the National Ambient Air Quality Standards (NAAQS), and do not interfere with the ability of any area to attain or maintain the NAAQS. The United States Environmental Protection Agency (EPA) has issued two sets of regulations to implement Section 176(c) of the CAA.

The Transportation Conformity Rules (40 CFR 51 Subpart T) apply to transportation plans, programs, and projects funded under Title 23 USC or the Federal Transit Act. Highway and transit infrastructure projects funded by the Federal Highway Administration (FHWA) or the Federal Transit Administration (FTA) are usually subject to transportation conformity. In addition, locally-funded or state-funded transportation infrastructure projects that are regionally significant as defined in 40 CFR 51 Subpart T are subject to transportation conformity.

The General Conformity Rules (40 CFR 51 Subpart W) apply to all other federal actions that are not covered under Transportation Conformity. The General Conformity Rules contain de minimis emissions thresholds to determine applicability to evaluate conformity. If the net emissions increases due to the project are less than these thresholds, it is presumed to conform and no further evaluation is required. When these emissions thresholds are exceeded, then a conformity determination is required. The

2 An estimate of the response at a point below the range of the experimental data, generally through the use of a mathematical model (EPA IRIS).


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conformity determination may utilize modeling, consultation with EPA and state and local air agencies, or commitments to mitigate the emissions increases.

The proposed action is not funded under Title 23 USC or the Federal Transit Act. In addition, basic traffic operation actions are not normally included in the regional travel demand modeling process or considered regionally significant in the New York State Transportation Conformity Regulation (6 NYCRR Part 240). Therefore, the proposed action is not subject to Transportation Conformity.

The General Conformity Rules contain several exemptions applicable to federal actions. Since “rulemaking and policy development and issuance” are exempt per 40 CFR 51.853(c)(2)(iii), general conformity does not apply to the proposed action.

4.4.17 Energy An evaluation of the Reasonable Access Highways was completed to determine the difference in fuel consumption for the carrier for the adjusted National Network route. There would be an estimated 323,000 gallons annual increase in fuel usage by trucks affected by the proposed regulations. (Refer to Appendix F – Fuel and Toll Cost Analysis).

4.4.18 Noise The level of highway traffic noise depends on the traffic volume, the traffic speed, and the traffic classification or number of trucks in the traffic flow. In general, the loudness level of highway traffic noise increases with increased traffic volumes, higher speeds and greater numbers of heavy trucks.

Heavy truck volumes can increase noise levels to adjacent receptors. High levels of highway traffic noise are particularly annoying near residential neighborhoods, schools, parks and other locations where there are people engaged in activities. There are 18 schools adjacent to or within ½ mile of the proposed Reasonable Access Highways, 44 schools at Other Affected Routes with a decrease or <10% increase in large truck traffic and 34 schools at Other Affected Routes with a >10% increase in large truck traffic.

Alternative Three would reduce the number of large trucks on the Reasonable Access Highways and on some of the Other Affected Routes, but increase the number of large truck on the National Network by 2% or less and increase >10% large truck traffic on 36.4% of the Other Affected Routes. A change of 26% in the heavy truck volume would result in a noise level change of 1 decibel. A change of 56% would result in a change of 2 decibels. A change of 100% would result in a change of 3 decibels.

A 1 decibel change is imperceptible, whilst a change of 3 decibels is barely perceptible to adjacent receptors. This means that the actual noise measurement differences due to large trucks remaining on the National Network and Other Affected Routes would not likely be perceived by adjacent residents or schools.

The removal of large through trucks from the proposed Reasonable Access Highway and on some of the Other Affected Routes will result in a reduction of annoyance noise. Even though the technical noise level will not be reduced by a generally perceptible level, the elimination of several dozen noise events per day, caused by objectionable large truck noise sources, could address concerns expressed by adjacent residents and other highway users, such as pedestrians and bicyclists.

However, as shown in Exhibit 4.2.4.a-d, there would be 9 Schools that will experience increases in large truck traffic exceeding 56%. Of these 9 schools, 3 schools will experience a 100% or more increase in large truck traffic.

4.4.19 Asbestos No involvement with Asbestos Containing Materials is anticipated for this action since the proposed alternatives are regulatory and involve no construction activities which require asbestos removals and abatement.

4.5 CONSTRUCTION EFFECTS No Construction Effects are anticipated for this action since the proposed alternatives are regulatory, and involve no construction activities.


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4.6 INDIRECT (SECONDARY) EFFECTS A reduction of large truck traffic would occur on the Reasonable Access Highways and on some of the Other Affected Routes. The National Network will have a negligible increase (<2%) in large truck traffic. However, Alternative Three would increase large truck traffic on some of the Other Affected Routes. These changes in large truck traffic are described in Appendix A – Exhibit A.2.a-d.

The National Network already has high volumes of large truck traffic, compared to other state highways and the increase would be minimal and would not alter its functionality. Businesses on the Reasonable Access Highways and some of the Other Affected Routes, that rely on large truck services may experience an increase in transportation costs beyond normal incremental increases.

Larger shipping companies may be more able to pass an increase in cost on to their customers than independent operators. Consumers will not likely see an effect on goods where transportation costs are not a significant cost percentage in overall production costs. Consumers may experience an increase in the price of goods where transportation costs are a higher percentage of overall production, such as agricultural products. Companies whose production operates on a lower profit margin, that have shipping options, may look for alternative locations to ship their commodities, this is suspected to be the case for municipal solid waste.

4.7 CUMULATIVE EFFECTS Cumulative effects on the environment can result from individually minor, but collectively significant actions taking place over a period of time. Cumulative effects resulting, in part, from the presence of large truck traffic may impact land use, historic resources and recreational areas. In conjunction with the general rise in traffic volumes along local and state highways, large truck traffic in some areas may influence appropriate land use and incremental property development for parcels near Reasonable Access Highways.

This action would reduce the number of large trucks on Reasonable Access Highways which would result in an improvement to the quality of life and environment along those highways. However, the number of large trucks is anticipated to increase on some of the Other Affected Routes which would affect the quality of life on these routes.

Freight shippers who rely on trucks as a shipping mechanism are impacted by increased fuel and toll costs. Independent truck drivers and small trucking firms which operate on tighter profit margins are most impacted by increased fuel and toll costs. The estimated annual increase in fuel and toll expenses is $4.2 M (2008$).1

Businesses based upon tourism, similar to those found in the Finger Lakes area, such as wineries, lodging, resorts and small village shopping, will benefit by the reduction in large trucks. Reducing the large truck traffic helps maintain some of the desired qualities of a tourist area, which is needed to maintain the long term viability of the destination. However, the increase of large trucks on some of the Other Affected Routes would affect the desirability of tourist areas on those routes.

4.8 BIBLIOGRAPHY 1. U.S. Environmental Protection Agency, http://epa.gov/environmentaljustice/basics/ejbackground.html

2. United States Department of Transportation. (2000) Comprehensive Truck Size and Weight Study, Volume III, IX-1. Publication Number FHWA-PL-00-092 (Volume III): Washington, D.C...

3. Federal Highway Administration. (1995) Highway Traffic Noise. Ed. Washington State Department of Transportation: Washington, D.C.

4. Reducing Large Truck Traffic in Local Communities in New York State – March 2010, Appendix A – Exhibit A.2.a,b,c,d – Table of Highway Link Attributes

5. Reducing Large Truck Traffic in Local Communities in New York State – March 2010, Appendix B – Environmental Information (Appendix Maps – from NYSDOT Geographic Information System data files)


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6. Reducing Large Truck Traffic in Local Communities in New York State – March 2010, Appendix CA Accident Analysis

7. Reducing Large Truck Traffic in Local Communities in New York State – March 2010, Appendix F – Route Fuel and Toll Cost Analysis.

8. Reducing Large Truck Traffic in Local Communities in New York State – March 2010, Appendix K – Stakeholders and Public Input on June 2008 Draft Regulation

9. Hajer, J.; Blaney, C.; Hein, D. (2006) Mitigation of Highway Traffic-Induced Vibration. 2006 Annual Conference Report, Transportation Association of Canada: Charlottetown, Prince Edward Island.

10. Transportation Research Board. (2003) National Cooperative Highway Research Program Synthesis 314: Strategies for Managing Increasing Truck Traffic: Washington, D.C.

11. Branch, M.C., Outdoor Noise and the Metropolitan Environment, Los Angeles, CA 1970

12. Federal Highway Administration, Office of Natural and Human Environment, Final Report, April 2005: “Assessing the Effects of Freight Movement on Air Quality at the National and Regional Level”

13. NYSDOT Environmental Procedures Manual Chapter

14. U.S. Environmental Protection Agency (2005) EPA420-F-05-001 February 2005 Emission Facts: Average Carbon Dioxide Emissions Resulting from Gasoline and Diesel Fuel

15. O. Hunaidi, “Traffic Vibrations in Buildings”‘ – National Research Council of Canada, June 2000, ISSN 1206-1220

16. US Department of Energy, Energy Information Administration - 2005

17. Massachusetts Institute of Technology, MIT Tech Talk, April 16, 2008