Chapter 15: Natural Resources

A. INTRODUCTION AND METHODOLOGY This chapter discusses natural resources1 (aquatic and terrestrial) along or near the proposed Second Avenue Subway alignment, including sites and resources that could be used temporarily during the subway’s construction. Potential effects of construction are evaluated and mitigation is also discussed. Data was collected from field surveys, literature searches, review of published data and inquiries to federal and state agencies that regulate natural resources. Meetings have also been held with the U.S. Army Corps of Engineers (ACOE), the National Marine Fisheries Service (NMFS), and the New York State Department of Environmental Conservation (NYSDEC). For more detailed information, please also see Appendix L, Natural Resources.

B. REGULATIONS AND PERMITS A number of federal and state agencies have jurisdiction over elements of the aquatic and terrestrial environment and are charged with protecting and regulating the use of natural resources. These include, but are not limited to, the U.S. Environmental Protection Agency (EPA), ACOE, the U.S. Fish and Wildlife Service (USFWS), NMFS, NYSDEC, and the New York State Department of State (NYSDOS). The proposed project will comply with all applicable regulations and executive orders concerning protection of natural resources. Regulations pertaining to the natural resources analyses for the Second Avenue Subway include those covering discharges into surface water, floodplains, wetlands, groundwater, ecologically sensitive areas (including designated Essential Fish Habitat areas), and endangered species. In addition, permits for the construction of the proposed barge sites and potential Coney Island Yard expansion site would be obtained from the appropriate agencies, after completion of the Final Environmental Impact Statement (FEIS) and issuance of the Record of Decision.

C. EXISTING CONDITIONS The vast majority of the area that could be directly or indirectly affected by the Second Avenue Subway consists of paved property where natural resources would not be affected. Consequently, the text below concentrates on those sites where impacts to natural resources could potentially occur—chiefly, unpaved areas (parklands) and sites along the water’s edge at the Harlem and East Rivers, and at Coney Island Creek. (See Figures 15-1 through 15-3.)

1 Plant and animal species and any area capable of providing habitat for plant and animal species or capable of functioning to support ecological systems and maintain the City’s environmental balance (City Environmental Quality Review Manual, City of New York, 2001).

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GEOLOGICAL AND TERRESTRIAL CONDITIONS The substrate underlying Manhattan consists of three prominent geologic formations: Manhattan Schist, Inwood Marble, and Fordham gneiss, all of which are highly folded, faulted, and metamorphosed rocks. From a natural resources perspective, the entire Second Avenue Subway corridor is located within disturbed, urban areas where either no vegetation or highly invasive species exist. Similarly, the parkland sites that could be affected by subway construction are largely paved spaces where vegetation is generally limited to perimeter trees and ornamental plants. The existing rail yards and maintenance facilities that are proposed for possible reconfiguration as part of the Second Avenue Subway project are industrial sites, where natural conditions have been disturbed and/or altered over many years. Terrestrial and avian wildlife along the corridor, in the parks, and at existing rail yards is generally limited to urban species tolerant of urban conditions. The potential Coney Island Yard expansion site borders Coney Island Creek, whose shoreline has been disturbed by surrounding industrial development. The upland portion is a fenced area dominated by an open field with remains of a former power facility. The contaminated industrial property is dominated by invasive plants abundant in urban areas that provide habitat for birds such as common egret, kingfisher, and various gulls. The NYSDEC Natural Heritage Program Database has no record of endangered, threatened or special concern species at the project sites, though the endangered peregrine falcon and its nests have been observed near the Pier 6 site. NYSDEC has determined that the four protected plant species once found in Queens and Brooklyn are no longer found in these areas. Therefore, no further surveys for these species are required.

FLOODPLAINS AND WETLANDS The following portions of the project are located in the 100-year floodplain: the proposed subway alignment in East Harlem and Lower Manhattan; the potential staging and barge site at 129th Street and Pier 6; the shaft and staging areas in Lower Manhattan; about half of the proposed Coney Island Yard expansion site; and the southern and eastern portions of the 207th Street Yard. The Second Avenue Subway has the potential to affect wetlands at 129th Street, Pier 6, and Coney Island Creek. At 129th Street, this portion of the Harlem River is designated as littoral zone (areas shallower than 6 ft at mean low water (MLW) that are not intertidal) under NYSDEC’s tidal wetland mapping system. A continuous functional bulkhead along the entire potential construction site limits the potential for tidal marsh plants or submerged aquatic vegetation (SAV). The same conditions exist at the Pier 6 site. However, even though the East River is designated as littoral zone, NYSDEC regulations state that actual water depths determine whether or not an area is a littoral zone. Thus, since the area was recently dredged to depths greater than 6 feet at MLW, there is likely no littoral zone remaining at this location. NYSDEC Tidal Wetland Mapping designates the eastern portions of the project site within Coney Island Creek as coastal shoals, bars and mudflats, and the western portions as littoral zone.

GROUNDWATER AND SURFACE WATER Groundwater along the project alignment in Manhattan is typically found at approximately 10 to 60 feet below grade. Groundwater at the proposed train storage yard in Coney Island is

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shallower, approximately 2 feet to 4 feet below grade. Manhattan’s groundwater is not used for potable supply, and non-potable use is limited. The Coney Island site is located above EPA- designated sole source aquifers that supply the drinking water for Long Island. The Harlem River is a tidal strait that connects the Hudson and East Rivers. Sediments on the bottom of the Harlem River most likely consist of sand with traces of gravel and silt. Sediment samples collected in July 2002 at the 129th Street barge site as part of the natural resource assessment for this project were mostly silt and clay with some sand.1 Water quality conditions have improved considerably over the past two decades. Concentrations of fecal coliform and nutrients such as phosphorus and nitrogen have declined. The river has a best use classification of Class I, making it suitable for secondary contact recreation and other usage except for primary contact recreation and shell fishing for market purposes. In 2001, fecal coliform concentrations for the upper East River complied with specified best use classifications for bathing and fishing. Dissolved oxygen (DO) concentrations occasionally fail to meet the standard. Chlorophyll a concentrations are occasionally greater than the standard and suggest eutrophic conditions. Measures currently being undertaken to reduce nitrogen discharges to the East River and Long Island Sound are expected to reduce enrichment to Harlem River waters. Sampling at the 129th Street barge site indicates that sediment concentrations of contaminants exceed NYSDEC guidance levels (TAGM #4046 Determination of Soil Cleanup Objectives and Cleanup Levels) for some semi-volatile organic compounds (SVOCs) and heavy metals. The proposed project site at 129th Street is a former industrial site historically used for barging with an abandoned cement plant, sediment and gravel piles, and gravel roadways along the upland area. A concrete bulkhead with docking ties separates the land from the water, and a relieving platform extending landward of the water’s edge likely supports the bulkhead. Surveys indicate that the channel in this area is approximately 400 feet wide, and that water depth is only approximately 6.9 feet at MLW due sedimentation over the years. Current velocity is 2.0 knots or more. The East River is a tidal strait connecting New York Harbor with the western end of Long Island Sound. The lower East River primarily has a hard, rock bottom consisting of gravel, cobble, rocks, and boulders covered with a shallow layer of sediment. Sediment samples collected at the Pier 6 site were primarily silt and clay with some sand. In 2001, fecal coliform concentrations for the lower East River complied with specified best-use classifications for fishing for each month, with periodic increases following rainstorms. The Inner Harbor also shows the least year- to-year chlorophyll a variation and lowest summertime average; although, trends have shown a slight increase in chlorophyll a concentration in the 1990’s. The river has a best use classification of Class I. The area surrounding the project site at Pier 6 on the East River was dredged under emergency conditions in Fall 2001, and approximately 60,000 cubic yards of sediment were removed. The cement bulkhead at the Pier 6 site is generally in good condition. Current velocity is very rapid and can reach 5 knots. Concentrations of heavy metals and methylene chloride have been measured in East River sediments. Results of sampling at Pier 6 indicate that sediment concentrations of contaminants exceed NYSDEC guidance levels (TAGM #4046) for some SVOCs and heavy metals.

1 Appendix L.3 “Technical Memorandum Benthic Invertebrate Grab, Vibratory Core Sampling and Sediment Analysis at Third Avenue Bridge and Pier 6, New York City,” EEA Inc., September 2002.

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Coney Island Creek, a navigable water of the United States, is a small tidal creek running approximately 1.6 miles along the northern border of Coney Island in Brooklyn. The potential yard expansion site encompasses the portion of the creek, from its head to its westward turn at Stillwell Avenue. In the upper portion of the creek, coliform concentrations are extremely high, and often exceed State standards due to discharges from combined sewer outfalls (CSOs) and stormwater outfalls as well as the confined nature of the creek at the head, which restricts exchange. Heavy metals and organic pollutants were previously found in sediments and are typical of those found in waters affected by industrial activities, CSOs, and storm sewers. The Creek has a best use classification of Class I. Most of the upper portion of Coney Island Creek is riprapped and contains mudflats exposed at low tide. Near Neptune Avenue the creek contains some old, dilapidated wooden bulkheads and pier piles. Along the portion of the site that could be used by the Second Avenue Subway, the creek is estimated to be between 200 and 300 feet wide, with water depth at low tide typically less than 1 foot deep.

AQUATIC BIOTA The hydrodynamic and estuarine characters of both the Harlem and East Rivers coupled with the heavy industrial discharges that have occurred in these locations make these rivers harsh environments; therefore, many of the species using them are tolerant of highly variable conditions. Coney Island Creek provides limited resources for biota due to its shallow depth and receipt of CSO discharge. Continued water quality improvements in all these waters will result in improved aquatic habitat. Phytoplankton are the dominant primary producer in the three water bodies. Diatoms are generally the dominant group of phytoplankton. Residence times of phytoplankton species within New York Harbor are short and individuals move quickly through the system. While submerged aquatic vegetation (SAV) is not typically found in these water bodies, macroalgae do occur on hard surfaces and sandy or muddy bottoms. Copepods (crustaceans) are the dominant group of zooplankton found in the NY Harbor Estuary system and Coney Island Creek. Over 180 benthic taxa have been identified in the NY Harbor Estuary and over 100 taxa have been identified in the East River, most of which were crustaceans or polychaetes. Macroinvertebates collected in July 2002 at 129th Street and Pier 6 included pollution tolerant and pollution sensitive organisms. Dominant macroinvertebrates were polychaetes in the Capitellidae and Spionidae families. Large numbers of nematodes and oligochaetes have been recorded at the head of Coney Island Creek, with other taxa such as polychaete worms, bivalves, and gastropods found farther downstream. Fiddler crabs and barnacles were observed during site visits to Coney Island Creek. A mixture of habitats in the Harlem and East Rivers supports marine, estuarine, anadromous, and catadromous fish. Despite the relatively low value of the East River as residential fish habitat, it serves as a major migratory route for certain species from the Hudson River to the Long Island Sound. Winter flounder, scup, bluefish, Atlantic silverside, striped killifish, common killifish, striped bass, tomcod, members of the herring family, and American eel are among the species seasonally present in the Harlem and East Rivers. Northern kingfish, Atlantic silversides, and summer flounder are most prevalent at Coney Island Creek where they are found primarily near the mouth. Essential Fish Habitat has been identified for 17 species in the East and Harlem Rivers and 18 species in Coney Island Creek. The EFH assessment prepared for the Second Avenue Subway is attached as part of Appendix L and provides a more detailed discussion of EFH. Protected species within the New York Harbor Estuary (leatherback,

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loggerhead, Kemp’s ridley, and green turtles) are not likely to occur within the project sites except as occasional seasonal transient individuals.

D. FUTURE CONDITIONS COMMON TO ALL ALTERNATIVES No projects that would affect existing natural resources conditions before 2020 are proposed at existing parks. However, it is possible that construction could occur adjacent to the Manhattan waterfront sites and at the Coney Island site before 2020. Just south of 129th Street and the Harlem River, the City’s Department of Transportation (NYCDOT) is currently considering repairing or reconstructing the Willis Avenue Bridge, which could include in-water construction. As of September 2002, no plans have been approved for this project. While long-term plans for the Manhattan shoreline include the Harlem River Esplanade, a 6.81-acre park extending from the East River Esplanade at 125th Street to 131st Street, no construction schedule has yet been identified. While it is possible that development of the Coney Island Yard site could be proposed, no proposals have been put forward at this time. However, the site is the subject of two Records of Decision (RODs) issued by NYSDEC to remedy the former Brooklyn Gas Works Site, a Class 2 inactive hazardous waste disposal site. Among the work that would be undertaken is creation of an ecological buffer zone along the creek’s embankment. Finally, the ongoing water quality improvements that are underway throughout the harbor should continue to result in some enhancement for aquatic resources habitat. This includes a projected citywide reduction in CSO discharges.

E. CONSTRUCTION IMPACTS OF THE PROJECT ALTERNATIVES The following discussion considers the potential impacts to natural resources that could occur from construction of the project alternatives.

NO BUILD ALTERNATIVE Under the No Build Alternative, continued water quality improvements within the project areas should improve aquatic habitat and utilization by aquatic organisms.

SECOND AVENUE SUBWAY Given the large number of trucks that would be required to remove and bring in material from shaft sites each day (see Chapter 3, “Description of Construction Methods and Activities”), removing spoils from Manhattan by barge was considered as a means of minimizing disruption to the communities at the shaft sites and of reducing the amount of regional construction activity. Chapter 3 describes construction activities that would occur at the two proposed barge sites and at the potential yard site bordering Coney Island Creek, where a rail bridge would be constructed over the creek as part of the project to permit access to the yard. Both proposed barge operations would be temporary but could last throughout the projected 10-year project construction period. Therefore, the following impact analysis treats them as a permanent operation. The rail bridge and storage yard area along Coney Island Creek would be permanent improvements.

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GEOLOGICAL AND TERRESTRIAL CONDITIONS Although the amount of bedrock and soil that would be removed during the tunneling processes would be substantial, the underlying geology of Manhattan would not be altered and no adverse impacts would occur. Given the disturbed, urban environments within which the terrestrial project sites reside, no significant adverse impacts to vegetation and wildlife habitats would occur along the Manhattan alignment. The plants and animals found in these locations are limited and would likely be tolerant of any increased disturbance created by the project. Adverse impacts to some wildlife due to loss of habitat would not adversely impact populations of these species within the New York City region. While construction of the project could result in the removal of mature trees in parks and the streets, this would not create a significant adverse impact on natural resources because the number of trees that would be removed represents a small fraction of New York City’s urban forest. In addition, as described in Chapter 7, “Public Open Space,” the trees removed from parks would be replaced in coordination with the New York City Department of Parks and Recreation. Expansion of the Coney Island Yard would result in the loss of habitat adjacent to Coney Island Creek. However, the existing habitat is disturbed from current and prior industrial uses that have taken place at the site and in the surrounding areas, and is dominated by invasive plants. Therefore, wildlife using the upland area would be tolerant of disturbed conditions and construction is not likely to create any significant adverse impacts. Loss of some individuals would not adversely impact populations of these species within the New York City region. Construction of the proposed bridge may result in a decrease in bird habitat. However, given the narrowness of the proposed bridge, the fact that it would be adjacent to an existing train bridge, and the many existing industrial uses that surround the area, the proposed bridge is not likely to have significant adverse effects on birds using the waterway. Species in the area are already tolerant of such urban conditions and under pier areas could still be utilized as habitat. Construction activity would not occur in any state-listed endangered peregrine falcon nesting locations. Moreover, in May 2002, NYSDEC further determined that construction of the Second Avenue Subway, including above-ground activity at the shaft sites and spoils removal areas, would not adversely affect peregrine falcons because they are accustomed to the intensive street level activity that already occurs throughout this area.

FLOODPLAINS AND WETLANDS Changes to the existing ground levels within the Second Avenue Subway alignment would be limited and would not result in increased flooding. An increase in existing elevations may be necessary to support train activities at the Coney Island Yard site, but would not result in an increase in flooding. New York State requires that projects demonstrate why they need to be located in the 100-year floodplain. The Second Avenue Subway could not be constructed outside the 100-year floodplain in East Harlem and Lower Manhattan and still meet the project’s goals of providing service along the Second Avenue corridor and relieving congestion on the existing Lexington Avenue Line. Regarding the Coney Island Yard expansion site, given the need to construct a bridge at this site in order to make it functional, the Second Avenue Subway would only use this site if NYCT were to find use of the other sites under consideration as possible storage yards is impracticable, either for cost, or access reasons. Finally, the 207th Street Yard already exists, and new tracks would be constructed within the confines of the existing yard, and thus would not create any floodplain impacts.

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A variance from NYCDEC would be needed to construct barge facilities at 129th Street and Pier 6. The project would meet the two criteria for issuance of a variance: that avoiding the wetlands would be unreasonably burdensome, and that there would be no significant impacts from the activities in the wetlands. Use of the barging sites would have environmental benefits and would not substantially affect wetlands, as both of these areas are currently bordered by a hard bulkhead wall and do not currently support wetland plant communities. According to the sediment sampling conducted in July 2002, as part of the natural resources assessment for this project, sediment concentrations at the bridge site exceed NYSDEC guidance levels for some SVOCs and heavy metals. While some littoral zone may be lost as a result of dredging and construction and some contaminated sediment disturbed, the small area lost and sediment disturbance is not expected to affect public health, safety or welfare, the environment, or natural resources. Use of the Coney Island site would result in a reduction of wetlands, possibly including mudflats currently exposed at low tide, due to construction of new riprap or bulkheads to support the proposed train operations, as well as to construct tracks and other equipment along the upland area. However, the fact that Coney Island Creek is a distressed waterway surrounded by industrial development would limit the severity of wetland impacts because wetlands and other aquatic resources such as fish and macroinvertebrates are currently limited in this portion of the creek. The habitat quality in this portion of the creek is also impaired by the numerous existing stormwater outfalls and an existing CSO that release effluent into the creek. No outfalls would be added or moved as part of the proposed project. As part of the permitting processes, the Metropolitan Transportation Authority (MTA) and New York City Transit (NYCT) would develop mitigation that could include working with NYSDEC to identify and create a productive wetlands replacement site. Coordination with NYSDEC could also include developing a plan that would result in creation of a more productive wetland than the existing disturbed wetland on the project site. In this way, the Second Avenue Subway project would comply with Executive Order No. 11990, which concerns the protection of wetlands, and with all other appropriate regulations.

GROUNDWATER AND SURFACE WATER

Groundwater Groundwater resources in Manhattan are not used as potable water, and would not be adversely affected by construction of the new subway tunnels or stations. Moreover, the tunnel and station designs are being developed with the objective of protecting adjacent structures from changes in groundwater flow and elevation. During construction, design requirements would limit the amount of dewatering allowed as one aspect of such protection measures. Groundwater levels would be continuously monitored relative to pre-construction conditions to minimize changes in water levels. At this time, geotechnical data are being collected and potential subsurface structural and drainage treatments are being assessed at the conceptual level. Depending on the volume to be removed, groundwater removed via dewatering during construction would be pumped to the city’s sewer system or to a nearby water body under a State Pollutant Discharge Elimination System (SPDES) permit. As described in Chapter 14, “Contaminated Materials,” if the groundwater contains contaminants and if these are present in levels that exceed the sewer use limitations set by the New York City Department of Environmental Protection (NYCDEP), the water would be treated using readily available technologies and retested prior to its disposal.

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Construction work proposed at the various above-ground yard and maintenance sites would also not adversely affect groundwater. At each site, the work proposed would involve surface grading and trackwork, neither of which would result in impacts to groundwater. Near Coney Island Creek, the Long Island Aquifer system (a sole source system) would not be affected. Surface Water The potential operation of barges during construction at 129th Street and/or Pier 6 is not likely to create significant adverse impacts on the Harlem and East River waterways or on the aquatic biota using these areas. The construction activities would not introduce a new use to either river channel. Temporary water quality impacts would occur during installation of the barge equipment—from dredging, a limited amount of pile driving, and bulkhead reconstruction or installation—but the effects would be limited to temporary increases of suspended sediment. At both the 129th Street and Pier 6 sites, the amount of dredged material would be small— approximately 6,500 cubic yards at 129th Street and 3,500 cubic yards at Pier 6. The dredged material would most likely be disposed at an approved upland site, minimizing water quality effects associated with disposal. All applicable state and federal permit requirements associated with dredging operations also would need to be met before any dredging could be undertaken. Sediment contaminants detected at 129th Street and Pier 6, such as SVOCs and PCBs, are tightly bound to sediments and have little potential to dissolve in the water column. Metals detected at 129th Street and Pier 6 are likely to be dispersed by the rapid current velocities of the Harlem and East Rivers. Therefore, any potential water quality effects would be short in duration and would be expected to return to a level consistent with the waterway’s intended use shortly after construction activities stop. The duration of in-water construction for the barge facilities is expected to be 3 to 6 months. As described above under “Existing Conditions,” the area surrounding Pier 6 was dredged in fall 2001 so that it could be used for barging activities related to removal of materials from the World Trade Center site. The barging facilities used for that recovery effort have since been removed. Since sampling at Pier 6 conducted for the Second Avenue Subway revealed that sediment concentrations of contaminants exceeded NYSDEC guidance levels for some SVOCs and heavy metals, it is also likely that such contamination would also have existed prior to the dredging activities conducted to accommodate the World Trade Center operations. If the Pier 6 site is used for barging activities for construction of the Second Avenue Subway, any dredging required to accommodate the subway’s barges would occur at least several years after the activities required for the World Trade Center. Therefore, any sediment suspended during the 2001 dredging effort will have settled prior to any dredging required for the Second Avenue Subway’s construction, and thus there would be no potential for cumulative impacts from the two dredging projects at this site. Any resuspension of sediment caused by dredging and barging operations for the Second Avenue Subway project would be temporary and localized, as sediment would be expected to resettle within months after being disturbed. The barging equipment at both 129th Street and Pier 6 would be removed shortly after subway construction activities in these locations is completed, unless another public agency (for example, with jurisdiction over in-water activities) were to ask that it remain in place for another public use. The barge sites would be restored to their current condition, but any bulkhead improvements would remain in place, resulting in permanent improvements to the shoreline infrastructure. The subway-related construction activities for the new rail bridge and train storage yard near Coney Island Creek also would not result in significant adverse impacts to surface waters. At the

15-8 Chapter 15: Natural Resources potential Coney Island Yard expansion site, most construction would occur on the surface of an existing industrial site. Any work in the water would be limited to a period of three to six months to accommodate improvements to the bulkhead and to place the bridge supports over the creek. The proposed construction and use of the track bridge over Coney Island Creek, as well as improvements to the bulkhead would incorporate erosion and sediment control, storm water management, and other best management practices to minimize potential impacts to surface water quality. At all locations near surface waters, the project would use specific techniques and safeguards to protect water quality in the event of materials, oil, or fuel spills from construction equipment or barges, and best management practices would be used to control runoff and stormwater. A storm water pollution prevention plan (SPPP) will also be developed for each site. However, during spoils conveyance particulates and other fine matter may be released into the air, with some eventual settlement into the waterway that is not expected to cause significant adverse impacts to water quality. In addition, the wakes from tugs used to pull the barges could result in increased turbidity that would not cause significant long-term impacts to the waterways. It is possible that barge operations could, to some degree, impede the hydrologic flow of the Harlem River. Hydrodynamic data analysis and modeling for operation of the barge facilities would be completed as appropriate, pursuant to ACOE and U.S. Coast Guard requirements.

AQUATIC BIOTA Construction and operation of the barge facilities, as well as the placement of the new bridge at Coney Island Creek, are not expected to result in any long-term adverse impacts to phytoplankton, SAV, or macroalgae present in the Harlem River, East River, or Coney Island Creek. Construction of the barge facilities and bridge would result in temporary and localized increases in suspended sediment that may affect light penetration in the water column. This may result in temporary impairment to photosynthesis and primary production in the project sites’ areas. Shading from the bridge and barge site structures (approximately 12,000 square feet in the Harlem River, 30,000 square feet in the East River, and a small amount in Coney Island Creek) could also result in a temporary decrease in primary production. However, residence time under fixed barge or bridge coverage by phytoplankton would likely be short, and therefore the duration of decreased production would be very short and would not result in significant decreases in primary productivity within the Harbor Estuary. Shading may also decrease zooplankton’s ability to locate prey but is not expected to adversely affect zooplankton populations because of their short residence time in the shaded areas. The limited increase in shaded area at the barge facilities or Coney Island Creek is not expected to adversely affect fish populations. Construction activities would temporarily alter the benthic habitat to some degree, but these effects would be highly localized. Furthermore, the presence of pollution-tolerant and pollution-sensitive macroinvertebrates at the 129th Street and Pier 6 sites suggests that the concentration of SVOCs and metals detected in sediments at these sites are not having a major effect on the macroinvertebrates. Therefore, the resuspension and redeposition of these contaminants should not significantly adversely affect macroinvertebrates. Benthic recolonization would be expected to occur relatively quickly, starting within weeks and taking approximately 1 to 2 years to complete. Dredging would result in a temporary loss of benthic invertebrates from these areas. However, these species would again be expected to quickly recolonize the new sediment and pile substrate.

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Turbidity and disturbance of substrate habitat and the water column could have a temporary adverse impact on the habitat for certain fish species dependent on sight for feeding and sensitive to light levels. However, these species have adapted to estuarine conditions and can avoid highly turbid conditions that are temporary in nature. Construction activities would not substantially alter the existing fish habitat at any of the three in-water construction sites, so ad- verse impacts would not be expected. Nevertheless, as part of the permitting process, coordination with NMFS and other agencies would occur to determine the most appropriate seasons and timeframes for in-water construction. The construction activities would not result in any adverse impacts to protected turtle species. Sea turtles are not expected to occur in the project area except as occasional seasonal transient individuals. They do not reside in the project areas and are unlikely to pass through the East River when they leave Long Island Sound in the winter. The dredged material would most likely be disposed of at an approved upland site, minimizing potential effects to aquatic biota associated with disposal.

EROSION, STORMWATER MANAGEMENT, AND DEWATERING A SPDES permit from NYSDEC would be secured and storm water management plans implemented during construction to minimize the potential for on-site erosion, sedimentation, and stormwater pollution. The stormwater management program would contain appropriate requirements for erosion and sedimentation controls to be used during construction. With these measures in place, erosion and stormwater pollution would be minimized and adverse impacts to water bodies near the construction sites would be avoided. Approval from NYCDEP would also be secured in order to discharge water from the required dewatering activities into the sewer system. With use of proper pre-treatment measures, no impacts to the East River or Harlem River would occur.

F. PERMANENT IMPACTS OF THE PROJECT ALTERNATIVES

NO BUILD ALTERNATIVE Under the No Build Alternative, continued water quality improvements within the project areas should improve aquatic habitat and utilization by aquatic organisms.

SECOND AVENUE SUBWAY The operations of the Second Avenue Subway would have no significant impacts on geology, groundwater, terrestrial vegetation and wildlife, floodplains, water quality, primary producers or zooplankton, fish, or endangered, threatened, or special concern species. The presence of new tunnels and stations in the soils and bedrock of Manhattan would not adversely affect geological conditions there. Design of the new subway is being developed with the objective of protecting adjacent structures from changes in groundwater flow or elevation. As a result, it is not anticipated that permanent changes (e.g., raised or lowered levels) in the groundwater level would result from construction of the subway structures. At this time, geotechnical data are being collected and potential subsurface structural and drainage treatments are being assessed at the conceptual level. No new outfalls to surface waters are proposed as part of the project.

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The new tunnels and stations would be constructed to be resistant to water infiltration. The tunnels would have concrete tunnel liners with voids between the liner and the rock/soil sealed by injecting cement grout, under pressure. This is designed to create an effective barrier against the seepage of water into the tunnel. Some groundwater would nevertheless enter the tunnels, and would be drained to sumps (low points) used to collect water and then pump it to the sewer system. The project would not add significant amounts of groundwater to the city’s sewer system, and would not increase the flows from the city’s combined sewer outfalls to nearby water bodies substantially. Operation of the Second Avenue Subway also would not have any significant impacts on vegetation or wildlife along either the Manhattan alignment or Coney Island Creek. The urban environment in which the existing vegetation and wildlife currently exist would not be altered, and species that inhabit the area today are likely to continue to do so in the future. The Second Avenue Subway alignment passes through several locations that are within the 100- year floodplain in Manhattan. In addition, most of the proposed Coney Island storage yard expansion site is in the 100-year floodplain. No habitable structures would be located within the floodplain, and the project would not result in any increase in flooding in those areas. If the Coney Island site is developed with a yard, that yard would not be located in a floodway, no habitable structures would be added, and flooding would not be increased. The Second Avenue Subway also would have no impact on any rare, threatened, or endangered species. The shortnose sturgeon, and, perhaps, sea turtles, are the only endangered aquatic species that might be present in the areas where train operations would occur, but their presence is highly infrequent and thus they would not be adversely affected. As described earlier, the project could affect surface water quality during construction, including the removal of construction facilities. With completion of the Second Avenue Subway, construction activities within the water would cease, and surface water characteristics at the Harlem River, East River, and Coney Island Creek are likely to return to existing conditions. Bulkhead reconstruction at 129th Street would also not create any permanent impacts, as the area is currently occupied by a similar hard edge, and as the reconstructed bulkhead would not occupy significantly more water area. The bridge at Coney Island Creek would not cause any significant adverse effects to water quality associated with its operation. The wetlands at Coney Island Creek could be permanently reduced from an expanded storage facility and could be mitigated through replacement wetlands based on consultation with the NYSDEC. Benthic organisms disturbed by removal of barge facilities would quickly recolonize. Overall, no long-term adverse impacts would result. Therefore, with operation of the subway, impacts to the water quality within the aquatic environs of the Harlem River, East River, and Coney Island Creek would be minimal. Operation of the Second Avenue Subway is not expected to result in any long-term adverse impacts to phytoplankton, SAV, or macroalgae present in the Harlem River, East River, or Coney Island Creek. By removing crane barges, minimal substrate inhabited by benthic invertebrates would be lost. Operation of the bridge over Coney Island Creek, and reconstruction of bulkheads at 129th Street and potentially Coney Island Creek, would not create any long-term impacts on primary producers and zooplankton given the very limited extent of these activities. The activities associated with the operation of the Second Avenue Subway would not be expected to result in long-term impacts to the benthic invertebrate community, which would

15-11 Second Avenue Subway SDEIS quickly recolonize post construction. No adverse impacts to the fish community would be antici- pated from the additional pilings required to support the bridge at the Coney Island Yard, and the reconstruction of bulkheads at 129th Street and potentially Coney Island Creek. These activities would not substantially alter the areas used by the fish community, and adverse impacts would not be expected. By attracting new residential and commercial investment within New York City and providing incentives for retention of such existing uses, the Second Avenue Subway would also reduce impacts to natural resources in the surrounding region by fostering compact development and discouraging construction on undeveloped land, thereby reducing urban sprawl. This conclusion is supported by a 1998 comprehensive study undertaken by the Transit Cooperative Research Program (an FTA-sponsored endeavor) entitled Costs of Sprawl—Revisited, which reviewed approximately 500 other studies considering urban sprawl and found general agreement that sprawl is strongly linked to a loss of fragile environmental lands.

G. SUMMARY OF SIGNIFICANT ADVERSE IMPACTS AND MITIGATION MEASURES • The only significant adverse impact on natural resources that would occur would result from the loss of wetland at the Coney Island Creek. Other impacts would be localized and of a short duration, and would not be significant. • MTA/NYCT will work with regulatory agencies in developing the Second Avenue Subway project in order to mitigate impacts and minimize disturbances to natural resources. All mitigation measures would be organized into a Construction Environmental Protection Program (CEPP), that would be applied to all aspects of planned project construction and operation. This CEPP would be implemented through NYCT. • Wetland mitigation at the Coney Island Yard expansion site would be approved as part of the NYSDEC Tidal Wetland permitting process. As part of the permitting processes, the Second Avenue Subway project would also coordinate with the NYSDEC to identify appropriate mitigation, which may include identifying wetlands mitigation sites that would enhance the habitat available in the Harbor Estuary. Establishing appropriate mitigation for the wetland habitat within Coney Island Creek would enhance an otherwise disturbed wetland and would work to create more of a viable and functional tidal wetland habitat. • During construction, silt curtains could be used where appropriate to reduce and control turbidity in the water column, to allow suspended solids to settle, to capture floating debris, and minimize local water quality degradation during construction activities. Additionally, standard erosion control measures would be installed during bulkhead replacement activities and bridge construction activities involving upland areas. • Additional mitigation measures would be determined as part of permitting requirements established by the federal and state agencies. Ì

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