Chapter 8: Public Open Space and Parklands 8.1 Introduction

MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation

CHAPTER 8: PUBLIC OPEN SPACE AND PARKLANDS 8.1 INTRODUCTION

This chapter presents the potential impacts of the Fulton Street Transit Center (FSTC) on the quality, use and maintenance of public open space. For the purposes of this analysis, “public open space” is defined as publicly owned parkland, privately owned space available for public use, pedestrian street malls that temporarily prohibit vehicular traffic, and “Greenstreets”, which are traffic islands that have been landscaped by the New York City Department of Parks and Recreation (NYCDPR). Typically, sidewalks and streets open to vehicles are not classified as public open space. During parts of the day, Fulton, John and Nassau Streets are closed to vehicular traffic and serve as public pedestrian open spaces. The FSTC Entry Facility, although open to the public, would not be classified as public open space for the purpose of the analysis, as it would be owned and controlled by New York City Transit (NYCT) as a transportation-related facility.

The analysis assesses the effects of construction-related impacts such as noise, dust, airborne pollutants, traffic, access and temporary closures, and also considers potential impacts to public open spaces during the operation of the FSTC.

8.1.1 CONTEXT AND KEY ISSUES

The events of September 11 resulted in a number of changes in public open space conditions in the study area. Losses of open space that existed pre-September 11 included the four-acre Austin J. Tobin Plaza at the center of the World Trade Center (WTC) complex, and the open space areas at One Liberty Plaza and 130 Liberty Street, all of which were destroyed on September 11. The open space areas at One Liberty Plaza and 130 Liberty Street have since been rehabilitated and reopened to the public. Reconstruction of the WTC site includes plans for additional open space to replace Tobin Plaza. These changes in open space conditions within the study area are considered to be minimal and have had no noticeable effect on their general use by the public. The analysis therefore compares the construction and operation of the FSTC against the prevailing future conditions in the study area for each of the analysis years, both with and without the project.

8.1.2 CONCLUSIONS

Under the No Action Alternative, the Existing Complex would remain as is, except for routine maintenance measures and repair activities. No impacts on public open space would occur. Open space conditions in the study area are expected to change in the future under the No Action Alternative, with several additions and improvements being implemented by other agencies expected to be complete by 2005/2006.

During construction, both Alternatives 9 and 10 would cause some disruptions to daytime pedestrian zones on Fulton, John and Nassau Streets. Under Alternative 10 - the Preferred Alternative, access to the pedestrian zone would be restricted for a longer period of time than would occur under Alternative 9, due to the additional effort required in the adaptive reuse of the Corbin Building. Under both alternatives, there would also be some construction-related noise and dust impacts on St. Paul’s Chapel Graveyard. Portions of One Liberty Plaza and 55 Church Street Plaza would be occupied during the construction of FSTC entrances located at those sites. These impacts would be controlled and mitigated through Environmental Performance Commitments (EPCs), a Construction Environmental Protection Program (CEPP) and related plans.

The initial and full operation of the FSTC (study years 2008 and 2025) would benefit daytime pedestrian zones by relieving pedestrian congestion and would provide improved access to open space, including new parks on the WTC site and along the Hudson River. Table 8-1, below, presents a summary of October 2004 8.0 Public Open Space and Parklands 8-1 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation potential environmental impacts on public open space associated with the construction and operation of the FSTC.

Table 8-1 Summary of Comparison of Alternatives: Open Space

2025 2005/2006 Planned Action 2008 (Full Operation) (Construction) (for 2005/2006 Impact) (Initial Operation) No impact or No Action No impact. benefit to existing Same as 2008. or new parks.

No use of public Improved access to Same as 2008. parks. area parks.

Small FSTC entries Construction of FSTC in One Liberty entries in One Liberty Plaza and 55 Same as 2008. Plaza and 55 Church Construction activities Church Street Street Plaza. will be limited in extent and duration wherever Plaza. Alternative 9 Construction work possible. A CEPP will areas and vehicles in be implemented to Improved daytime pedestrian minimize impacts. conditions in daytime pedestrian zones on Fulton, Same as 2008. John and Nassau zones due to Streets. Limited reduced construction on John congestion. Street. Improved access to No use of public Same as 2008. parks. area parks. Small FSTC entries Construction of FSTC in One Liberty entries in One Liberty Construction activities Plaza and 55 Same as 2008. Plaza and 55 Church will be limited in extent Church Street Street Plaza. Alternative 10 - and duration wherever Plaza. the Preferred possible. Construction work Alternative A CEPP will be areas and vehicles in Improved implemented to daytime pedestrian conditions in minimize impacts. zones on Fulton, daytime pedestrian Same as 2008. John and Nassau zones due to Streets. Increased reduced construction on John congestion. Street.

Source: The Louis Berger Group, Inc., 2004.

8.2 STUDY AREA

The study area comprises a quarter-mile radius around the site of the FSTC (see Figure 8-1). This boundary was selected to encompass all public spaces that could be affected by the FSTC, and also represents a reasonable walking distance between the site of the FSTC and public space amenities.

8.3 METHODOLOGY

To assess the potential for impacts to public open space, an inventory of all public parks, privately owned public spaces, temporary pedestrian street-malls and NYCDPR Greenstreets was compiled for the study area. An evaluation was then made of potential impacts of the construction and operation of the FSTC on these public spaces.

October 2004 8.0 Public Open Space and Parklands 8-2 T

Legend H CH C M R I A Y U M EA Approximate A R B D W R W E E T A R Project Location N W Y AR S S S S S T E D T R T A E N E N O S R T 1/4-Mile Land Use O R T S T G T Study Area B K G S V T L E N S E E S I E E R Curb Lines H Y T ST S W N A E Structures C W P Open Space AR K PL Greenstreets

Fulton Street T S B AR Pedestrian Mall T C S L AY John Street E S T T 1 W Pedestrian Mall S

H Nassau Street C Pedestrian Mall R U H C B 1 City Hall Park OW R K R O PAR L B O 5 A E S K 2 One Liberty Plaza E L E P Y A R K R N T M N N A U B 3 One Liberty Plaza Park E A C S N E F R D T H R E T S S A Y T T N 4 Trinity Church Graveyard S K T F O 55 Church Street R 5 T S C T 6 140 Broadway OR TL AN 7 Chase Manhattan Plaza DT 2 ST T S 8 33 Maiden Lane D JO A L H N O N N G 9 59 Maiden Lane S L Y S T A IB A T LB E T F s Louise Nevelson Plaza A R W U N T S L Y Y D T S T S T H O T H T A L C N A 3 S ME O P T ST S CE R Y U U S D B T A D T T A S R R S L S E S A T B A N I N S 6 L R O M 8 E T A D I Y T G D R S N E F B T I L IF N T L E S H C S E S L T T 4 K A 9 P A T L M S S I 7 IAM A E N T A W H I L T N W C R S I T WIL T S W T N R E E CT s ST E OR RL R S A T P T ,E . G P T IN S S E D S L W T O G Fulton Street Transit Center E E E DG X N T A C S C R HA E S N D D Open Space Study Area T G W A F E A A R L A O L S E L E L T T and Resources 200 M0 200 XC R S C O B P RR Feet HA T H H L IS S N E T T GE R U P S Figure 8-1 O R Sources: NYC DoITT Landbase; NYC DCP L T S D F MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation Under Section 4(f) of the Department of Transportation Act of 1966 (United States Code, Title 23, Section 138), the Federal Transit Administration (FTA) cannot approve the use of any Section 4(f) property for transportation unless it determines that there is no feasible and prudent alternative to the land and that the action taken includes all possible planning to minimize harm to the property. Lands classified as Section 4(f) properties include publicly-owned parks, recreation areas, wildlife or waterfowl refuges, or historic sites of national, state, or local significance. The FSTC will not involve any direct use of publicly-owned parkland. Discussion of uses of historic resources may be found in Chapter 22: Section 4(f).

8.4 AFFECTED ENVIRONMENT 8.4.1 PUBLIC PARKS

City Hall Park, located three (3) blocks north of the FSTC at the intersection of Park Row and Broadway, is the largest park within the study area. The park is a major landmark in Lower Manhattan and has recently been restored to its historic 19th Century design. Central to the park’s design is an ornate fountain surrounded by period street furniture and established landscaping. The park is a venue for a variety of cultural events and exhibitions. Due to its distant location from the FSTC, it is unlikely that users of the park would be affected directly by construction activities. Nonetheless, the potential for temporary construction-related impacts to affect access and enjoyment of the space is evaluated.

A smaller publicly-owned space in the study area is the Louise Nevelson Plaza which is formed by Maiden Lane, William and Liberty Streets and which contains benches, trees and a large sculpture. It is located several blocks to the southeast from the proposed FSTC location. The Trinity Church Graveyard, located six (6) blocks south of the FSTC location, at Broadway and Trinity Place, is also open to the public and contains trees and bench seating.

8.4.2 TEMPORARY PEDESTRIAN STREET MALLS

Open space in the study area also includes streets that are temporarily closed to vehicular traffic, creating pedestrian “malls” at certain hours of the day. The New York City Department of Transportation (NYCDOT) has designated a portion of the streets near the proposed FSTC location as vehicle-free corridors during mid-day hours. More specifically, Fulton Street is closed to traffic between Broadway and Gold Street from 11 AM to 2 PM; Nassau Street is closed between Maiden Lane and Ann Street from 10 AM to 6 PM and also between Ann and Beekman Streets from 10 AM to 3 PM. Further, a pedestrian mall on John Street is closed to vehicular traffic between Broadway and Nassau Street from 11 AM to 2 PM. As a consequence of the street closures, and the presence of a variety of street-level retail outlets, the streets surrounding the site of the FSTC are a busy destination for day-shoppers, local workers and tourists. No additional street furniture or landscaping is provided along the length of the vehicle-free zones.

8.4.3 GREENSTREETS

There are five NYCDPR-designated Greenstreets in the study area where paved traffic island surfaces have been replaced by landscaped strips (see Figure 8-1). Greenstreets typically do not include benches or seating amenities and are not used as pedestrian thoroughfares. An inventory of these spaces is given in Table 8.2.

October 2004 8.0 Public Open Space and Parklands 8-4 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation

Table 8-2 Greenstreets Within the Study Area

Location Year Established Area (sq. ft.)

Beekman Street, Broadway and Park Row 1997 3,507 (Millenium Park 1)

Beekman Street, Broadway and Park Row 1997 1,188 (Millenium Park 2)

Fulton Street and Gold Street 1999 4,820

Frankfort Street and Park Row 1997 1,158

Frankfort Street and Gold Street 1997 2,178

Source: NYCDPR, 2003.

8.4.4 PRIVATELY-OWNED PUBLIC SPACE

In addition to the publicly owned and maintained open space, the analysis also considers the potential for adverse impacts and benefits to privately owned and operated public space. Such spaces usually take the form of public plazas, pedestrian arcades and thoroughfares associated with particular private developments. Generally, such spaces were incorporated into original development proposals to take advantage of the New York City Department of City Planning’s (NYCDCP) incentive zoning, where additional floor area of development is granted to private developers in exchange for the provision and maintenance of such public spaces within the private property footprint. NYCDCP has completed an extensive inventory of such spaces in Lower Manhattan and has categorized each space according to its level of amenity and “usefulness” to the public. This inventory is summarized in Table 8.3 and presented in Figure 8-1.

Chase Manhattan Plaza is the only privately-owned public space within the study area that was not created through NYCDCP incentive zoning, as it was built in 1957, prior to the enactment of the ordinance. The plaza contains approximately one acre of space and includes trees, benches, sculpture and a sunken garden.

South Street Seaport lies just beyond the boundaries of the study area. Located along the East River, this area contains the South Street Seaport Museum and a number of shops, cafes and restaurants with outdoor seating and privately-owned public open space along the waterfront. Many visitors to the seaport arrive via public transit, utilizing the subway lines at Fulton Street or walking to the Seaport by way of the Fulton Street corridor. Due to its location several blocks east of the FSTC, it is unlikely that users of the South Street Seaport would be affected directly by construction activities. However, the potential for temporary construction-related impacts to affect access and enjoyment of the space is evaluated.

October 2004 8.0 Public Open Space and Parklands 8-5 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation

Table 8-3 Privately-Owned Public Spaces within the Study Area

Public Open 1 Amenities Public Space Designation Space

Stone tier seating Sidewalk Widening -Marginal 55 Church Street Landscaping Urban Plaza -Hiatus

Stone tier and bench Plaza One Liberty Plaza seating -Not yet designated

Landscaping

Stone tier and bench One Liberty Plaza seating Special Permit Plaza -Not yet designated Park Landscaping Stalls/ street vendors

Bench seating 140 Broadway Landscaping Plaza -Not yet designated Public sculpture

33 Maiden Lane Covered Pedestrian Space -Hiatus Landscaping

Restaurant seating Arcade -Marginal 59 Maiden Lane Landscaping Plaza -Neighborhood

1Public Space Designations The classifications attributed to each space and the definitions of the classifications listed below are taken directly from Privately Owned Public Space: The New York City Experience, by Jerold S. Kayden, NYCDCP and the Municipal Art Society of New York, published by John Wiley & Sons, 2000. Destination space is high-quality public space that attracts employees, residents and visitors from outside, as well as from the space's immediate neighborhood. Users socialize, eat, shop, view art, or attend a programmed event, although they may also visit the space for sedentary, individual activities of reading and relaxing. The design supports a broad audience: spaces are usually sizable, well proportioned, brightly lit if indoors, aesthetically interesting and constructed with first-class materials. Amenities are varied and frequently include some combination of food service, artwork, programmatic activities, restrooms, retail frontage and water features, as well as seating, tables, trees and other plantings. Neighborhood space is high-quality public space that draws residents and employees from the immediate neighborhood, including the host building and surrounding buildings within a three-block radius. Users go to neighborhood space for such activities as group socializing, taking care of children and individual reading and relaxing. Neighborhood spaces are generally smaller than destination spaces, are strongly linked with the adjacent street and host building, are oriented toward sunlight, are made with good construction materials and are carefully maintained. Amenities typically include seating, tables, drinking fountains, water features, planting and trees, but not food service and programmatic uses sometimes found at destination spaces. Hiatus space is public space that accommodates the passing user for a brief stop, but never attracts neighborhood or destination space use. Usually next to the public sidewalk and small in size, such spaces are characterized by design attributes geared to their modest function and include such basic functional amenities as seating. Hiatus spaces range from high to low quality in terms of design, amenities and/or aesthetic appeal. Circulation space is public space that materially improves the pedestrian's experience of moving through the city. Its principal purpose is to enable pedestrians to move faster from point A to point B and/or to make the journey more comfortable by providing weather protection for an extensive stretch. Circulation space is sometimes uncovered, sometimes covered and sometimes fully enclosed. It is often one link in a multiblock chain of spaces. Size, location and proportion all support its principal mission. Functional amenities that provide a reason to linger are not taken into account when classifying a space as a circulation space. Marginal space is public space that, lacking satisfactory levels of design, amenities, or aesthetic appeal deters members of the public from using the space for any purpose. Such spaces usually have one or more of the following characteristics: barren expanses or strips of concrete or terrazzo, elevations above or below the public sidewalk, inhospitable microclimates characterized by shade or wind, no functional amenities, spiked railings on otherwise suitable surfaces, dead or dying landscaping, poor maintenance, drop-off driveways and no measurable public use. Source: NYCDCP, NYCDPR, 2003.

October 2004 8.0 Public Open Space and Parklands 8-6 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation 8.5 ENVIRONMENTAL IMPACTS 8.5.1 PRE-SEPTEMBER 11 REFERENCE CONDITION

For the purposes of the analysis, and in order to assess potential mitigation requirements, the conditions that existed in Lower Manhattan pre-September 11 are used as a baseline against which to evaluate potential impacts of the FSTC (see Chapter 2: Analysis Framework). Using this baseline, it is assumed that open space conditions in the future would be returned to a state similar to that which existed pre- September 11, as the open space contained within the WTC site and lost during September 11 is replaced. Therefore, for open space, it is appropriate to use current conditions as the basis for the evaluation of future conditions with and without the FSTC.

8.5.2 ANALYSIS YEAR 2005/2006 (CONSTRUCTION)

NO ACTION ALTERNATIVE

Under the No Action Alternative, the FSTC would not be constructed and there would be no change in open space conditions in the study area associated with the FSTC. The Existing Complex would continue to operate under its current configuration.

Open space conditions in the study area are expected to change in the future under the No Action and Build Alternatives with several additions and improvements that are expected to be complete by 2005/2006. Specifically, the following open space projects have been identified as part of the Lower Manhattan Development Corporation (LMDC) Short Term Improvement Program:

• Streetscape Improvements – The Downtown Alliance’s Streetscape program is being put into place along Broadway between City Hall Park and Battery Park; • Greenmarket – The Greenmarket that operated at the WTC has been re-established at Liberty Plaza; • Hudson River Park – LMDC would work with the State and the City to move forward completion of the park, located in Tribeca; and, • New York Stock Exchange (NYSE) – Improvements would be made to enhance pedestrian access around the NYSE while maintaining security.

ALTERNATIVE 9

Under Alternative 9, construction activities associated with the FSTC would not adversely impact the use or condition of public parks, Greenstreets or privately-owned public space within the quarter-mile study area, or contribute an increased number of users to existing open spaces. The nearest public park, City Hall Park, is situated three (3) blocks to the north of the project site. Similarly, the nearest privately- owned public open space is the plaza at 140 Broadway located three (3) blocks to the south. As such, construction-related noise, air quality and traffic impacts to these and other spaces would be minimal. Specifically, truck volumes related to construction activities would not substantially increase noise levels or adversely affect air quality for users of these spaces (see Chapter 12: Air Quality and Chapter 13: Noise and Vibration).

The construction of two new stairway/entrances would encroach upon existing privately-owned public space: the stairway/entrance to the Dey Street Passageway at the corner of 55 Church Street and the stairway/entrance to the southbound 45 line platform within One Liberty Plaza. The entrance within One Liberty Plaza would utilize an existing easement within the building and may not require construction in the street. Both entrances would require temporary enclosure of an area within the boundaries of the privately-owned open spaces. The impacts due to construction would be temporary and would affect a small portion of the total space. Under Alternative 9, there would also be some construction-related noise and dust impacts on St. Paul’s Chapel Graveyard, but this would be temporary and would not cause any substantial adverse impacts. Construction activities associated with the October 2004 8.0 Public Open Space and Parklands 8-7 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation stairwells would either occur within existing or newly acquired easements and would not entail widespread demolition or material excavation. It is expected that an area slightly larger than the stairwells would be enclosed during construction. In addition, construction material delivery and removal trucks would require occasional access to the open space. These activities would not disrupt the public’s use of the open space as noise, air quality and vibration impacts would be minor and of a short-term nature. Construction staging activities would not restrict access to or require the use of open space resources (see Chapter 4: Construction Methods and Activities).

Construction of the FSTC would not be expected to impact any of the capital projects included in the LMDC’s Short Term Improvement Program.

Construction impacts to temporary pedestrian malls within the study area would be confined to disruptions to pedestrian flow on Fulton and John Streets during the vehicle-free period between 11 AM and 2 PM on weekdays. Based on available engineering information, it is anticipated that there would be two primary sources of construction-related pedestrian disruption:

• Widening of AC mezzanine – The proposed widening of the mezzanine beneath Fulton Street would temporarily close portions of the street to both pedestrians and vehicles during cut-and- cover operations (see Chapter 4: Construction Methods and Activities); and, • The construction of the temporary steel façade retention structure and the slurry wall, both associated with the Corbin Building, would entail the closure of one lane and the northern sidewalk of John Street.

Chapter 5: Transportation and Traffic outlines the EPCs related to pedestrian access and circulation that will be implemented by NYCT and other sponsors of Lower Manhattan Transportation Recovery Projects. EPCs relevant to the avoidance and minimization of temporary construction impacts to pedestrian malls include:

• Establishing a project-specific pedestrian and vehicular maintenance and protection plan; • Promoting public awareness through mechanisms such as: signage; telephone hotlines and web site updates; • Assuming sufficient alternate street, building and station access during construction period; and, • Regular communicating with the NYCDOT and participating in its construction coordination efforts.

In addition to the above, additional project-specific EPCs may be developed by NYCT as the project progresses through design and construction. NYCT would also implement a CEPP during construction of the FSTC. The CEPP would include proactive measures to prevent environmental impacts during construction wherever possible, and would include a Maintenance and Protection of Traffic (MPT) Plan.

ALTERNATIVE 10 - THE PREFERRED ALTERNATIVE

Construction activities associated with the Preferred Alternative would be similar to those associated with Alternative 9. The construction of the Preferred Alternative would not adversely impact the use or condition of public parks, Greenstreets, or privately-owned public space within the quarter-mile study area, with the exception of the construction of the two new stairway/entrances at the Dey Street Passageway at the corner of 55 Church Street and at the southbound 45 line platform via an existing easement within One Liberty Plaza. The construction activities at these locations would not disrupt the public’s use of the plazas as noise, air quality and vibration impacts would be minimal and short in duration. Additionally, construction activities associated with this alternative would not contribute an increased number of users to existing open spaces. Under the Preferred Alternative, there would also be some construction-related noise and dust impacts on St. Paul’s Chapel Graveyard, but this would be temporary and would not cause any substantial adverse impacts. The analysis of public open space for Alternative 9 above also applies to the Preferred Alternative, with the exception that the John Street pedestrian mall would not be affected by construction activities under Alternative 9.

October 2004 8.0 Public Open Space and Parklands 8-8 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation 8.5.3 ANALYSIS YEAR 2008 (INITIAL OPERATIONAL YEAR)

NO ACTION ALTERNATIVE

Under the No Action Alternative, the FSTC would not be operational and there would not be any impacts on open space resources in the study area associated with the FSTC. The existing subway facilities would remain in their present condition and operation, except for routine maintenance and repair activities. However, as part of the 2008 No Action Alternative, there would be an overall increase in quantity and quality of open space in the study area as a result of other redevelopment projects proposed for Lower Manhattan, which are expected to be completed by late 2008. These projects are described below and would greatly increase the supply and enhance the utility of open space within the study area.

• WTC Memorial and Redevelopment Plan – The anticipated development within the 16-acre WTC site is likely to contain a range of publicly and privately-owned public spaces. Conceptual plans for the site call for the establishment of at least six (6) different public open spaces; • Route 9A/West Street Promenade – It has been proposed by New York State Department of Transportation (NYSDOT) to depress four (4) lanes of Route 9A immediately west of the WTC site and to create a tree-lined promenade and local traffic boulevard at street-level. This space is intended to house a variety of restaurants and cafes and would provide a pedestrian-friendly link between the WTC site and Battery Park City (BPC); • Pocket Parks and Open Spaces – The NYCDPR has prepared a Lower Manhattan Vision Open Space Report (2003) to address the need for repair or enhancement of open spaces in Lower Manhattan. A focus of this report is the restoration or replacement of open spaces that were closed or damaged after September 11. In its annual Statement of Needs, Community Board #1 has identified a need for additional parks, especially on the district’s East Side. Open spaces in this area would showcase the waterfront views, architecture and historical context of the neighborhood; and, • Greenstreets – NYCDPR has decided to discontinue the Greenstreets program. Therefore, no new Greenstreets are anticipated in the study area, but existing Greenstreets would be maintained.

Construction activities from other projects in Lower Manhattan may affect open space resources in the area, but these effects are expected to be minor as they would be temporary, and are expected to result in a net gain of open space in Lower Manhattan.

ALTERNATIVE 9

Operation of the FSTC under Alternative 9 in 2008 would not have any adverse impacts on open space resources in the study area in comparison with the No Action Alternative. Alternative 9 would not increase or decrease open space resources in the study area, nor would it increase the size of the local workforce or the numbers of tourists or residents, or place any additional demands upon existing or proposed public open spaces in the area. The operation of the FSTC under Alternative 9 in 2008 would not have any adverse impacts on open space resources in the study area in comparison with the pre- September 11 reference condition.

ALTERNATIVE 10 - THE PREFERRED ALTERNATIVE

Operation of the FSTC under the Preferred Alternative in 2008 would not have any adverse impacts on open space resources in the study area in comparison with the No Action Alternative. The Preferred Alternative would not increase or decrease open space resources in the study area, nor would it increase the size of the local workforce or the numbers of tourists or residents, or place any additional demands upon existing or proposed public open spaces in the area. The operation of the FSTC in 2008 would not have any adverse impacts on open space resources in the study area in comparison with the pre- September 11 reference condition.

October 2004 8.0 Public Open Space and Parklands 8-9 MTA New York City Transit Fulton Street Transit Center FEIS and Section 4(f) Evaluation 8.5.4 ANALYSIS YEAR 2025 (FULL OPERATIONAL YEAR)

NO ACTION ALTERNATIVE

Under the 2025 No Action Alternative, the FSTC would not be operational and there would be no impacts on open space resources in the study area associated with the FSTC. As part of the 2025 No Action Alternative, there would be an overall increase in the quantity and quality of open space in the study area as a result of other redevelopment projects proposed for Lower Manhattan that would be completed by 2025. These projects would greatly increase the supply and enhance the utility of open space within the study area (see Section 8.5.4), and would be part of future conditions under the No Action and Build Alternatives.

ALTERNATIVE 9

Operation of the FSTC under Alternative 9 in 2025 would not have any adverse impacts on open space resources in the study area in comparison with the No Action Alternative. This alternative would not increase or decrease open space resources in the study area, nor would it increase the size of the local workforce or the number of tourists or residents, or place additional demands upon existing or proposed public open spaces in the area. Operation of the FSTC in 2025 under this alternative would not have any adverse impacts on open space resources in the study area in comparison with the pre-September 11 reference condition.

ALTERNATIVE 10 - THE PREFERRED ALTERNATIVE

In 2025, operation of the FSTC under the Preferred Alternative would not have any adverse impacts on open space resources in comparison with the No Action Alternative. The Preferred Alternative would not increase or decrease open space resources in the study area, nor would it substantially increase the size of the local workforce or the number of tourists or residents, or place additional demands upon existing or proposed public open spaces in the area. Operation of the FSTC in 2025 under the Preferred Alternative would not have any adverse impacts on open space resources in the study area in comparison with the pre-September 11 reference condition.

8.6 SUMMARY OF ADVERSE IMPACTS AND MITIGATION MEASURES

No substantial adverse impacts on public open space would occur as a result of construction or operation of the FSTC under Alternative 9 or Alternative 10. As no impacts are identified, no mitigation measures would be required. As no adverse impacts are anticipated, no Section 4(f) analysis is required with respect to parklands and open space. Although the FSTC Build Alternatives are not expected to generate increased passenger volumes, the FSTC is anticipated to increase the quality of access to local parklands and recreational facilities, such as the prospective WTC Memorial and City Hall Park, as well as the more distant BPC and South Street Seaport Areas.

October 2004 8.0 Public Open Space and Parklands 8-10