Chapter 4 Social, Economic & Environmental Conditions
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Final Environmental Assessment March 2010 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. 4-1 Final Environmental Assessment March 2010 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: 4-2 Final Environmental Assessment March 2010 • 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 Average Community County Population Links Change in Number of (2002 US Census) (Appendix A – Trucks (%) Exhibit A.2.a-d) 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, -11 City of Ithaca Tompkins 29,763 79, 90 52,53,54 -32 Village of Moravia Cayuga 1,293 33,34,97,58,82 -18 Village of Homer Cortland 3,248 4-3 Final Environmental Assessment March 2010 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 Average Community County Population Links Change in Number of (2002 US Census) (Appendix A – Trucks (%) Exhibit A.2.a-d) 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 Average Community County Population Links Change in Number of (2002 US Census) (Appendix A – Trucks (%) Exhibit A.2.a-d) 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 4-4 Final Environmental Assessment March 2010 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 Average Community County Population Links Change in Number of (2002 US Census) (Appendix A – Trucks (%) Exhibit A.2.a-d) 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.