Jerome Avenue Rezoning E I S

Chapter 22: Unavoidable Adverse Impacts *

22-1

22.1 Introduction

This chapter summarizes unavoidable significant adverse impacts that may result from the Proposed

Actions. According to the City Environmental Quality Review (CEQR) Technical Manual, unavoidable

significant adverse impacts are those that would occur if a proposed project or action is implemented

regardless of the mitigation employed, or if mitigation is infeasible.

As described in Chapter 21, “Mitigation,” the Proposed Actions would result in significant adverse

impacts with respect to community facilities (public schools), shadows, transportation (traffic,

transportation, and pedestrians), and construction (transportation, and noise). To the extent

practicable, mitigation has been proposed for these identified significant adverse impacts. However, in

some instances, no practicable mitigation has been identified to fully mitigate significant adverse

impacts, and there are no reasonable alternatives to the Proposed Actions that would meet the

Proposed Actions’ purpose and need, eliminate potential impacts and not cause other or similar

significant adverse impacts. In other cases mitigation has been proposed, but absent a commitment to

implement the mitigation, the impacts may not be eliminated.

22.2 Shadows

As discussed in Chapter 6, “Shadows,” a detailed shadows analysis determined that development

resulting from the Proposed Actions would result in significant adverse shadow impacts on eight open

space resources. No historic resources would be affected by incremental shadows. The 146 projected

and potential development sites identified in the RWCDS would result in incremental shadow coverage

on 41 open space resources. The detailed shadows analysis identified significant adverse impacts at

eight open space resources. The analysis determined that six resources (Bronx School of Young Leaders,

PS 306 Schoolyard, Mount Hope Playground, Goble Playground, Inwood Park, Keltch Park) would

experience significant incremental shadow coverage, duration, and/or periods of complete sunlight loss

that could have the potential to affect open space utilization or enjoyment. Two resources (Edward L

Grant Greenstreet, Jerome Avenue/Grant Avenue Greenstreet) would not receive adequate sunlight

* This chapter has been revised since the DEIS in the areas of community facilities and services, shadows, transportation, and construction to reflect further evaluation of potential mitigation measures conducted between the DEIS and FEIS in coordination between lead agency, DCP, and other involved and interested agencies.

New York City Department of City Planning

22-2

during the growing season (at least the four to six hour minimum specified in the CEQR Technical

Manual) as a result of incremental shadow coverage and vegetation at these resources could be

significantly impacted. Measures to reduce or eliminate the project’s shadow impacts were explored in

consultation with the New York City Department of Parks and Recreation (DPR) between the DEIS and

FEIS. As discussed in Chapter 21, “Mitigation,” it has been determined that there are no feasible or

practicable mitigation measures that can be implemented to mitigate this impact, and the Proposed

Actions’ significant adverse shadows impact on the affected resources would remain unmitigated.

22.3 Transportation

The Proposed Actions would result, as detailed below, in significant adverse impacts to: a) vehicular

traffic at 22 intersections, b) public bus service on three routes, and c) pedestrians at one sidewalk.

TRAFFIC

As discussed in Chapter 13, “Transportation,” under CEQR Technical Manual impact criteria (which are

based on lane group delay and levels of service), the Proposed Actions would result in significant

adverse traffic impacts at 22 intersections during one or more analyzed peak hours. Significant adverse

impacts were identified to 15 lane groups at 14 intersections in the weekday AM peak hour, 17 lane

groups at 14 intersections in the weekday midday peak hour, 33 lane groups at 20 intersections in the

weekday PM peak hour, and 28 lane groups at 19 intersections in the Saturday midday peak hour (see

Figure 22-1, “Significant Adverse Impact Traffic Analysis Locations”). Most of these impacts could be

mitigated through the implementation of traffic engineering improvements, including:

Modification of traffic signal phasing and/or timing; and

Elimination of on-street parking within 100 feet of intersections to add a limited travel lane.

The types of traffic mitigation measures proposed herein are standard measures that are routinely

identified by the City and considered feasible for implementation. Implementation of the

recommended traffic engineering improvements is subject to review and approval by the New York City

Department of Transportation (DOT). In the absence of the application of mitigation measures, the

impacts would remain unmitigated.

According to CEQR Technical Manual criteria, an impact is considered fully mitigated when the resulting

level of service (LOS) degradation under the Action-with-Mitigation Condition compared with the No-

Action condition is no longer deemed significant following the impact criteria described in Chapter 13,

“Transportation.” With implementation of the recommended traffic engineering improvements,

Jerome Avenue Rezoning EIS

Chapter 22: Unavoidable Adverse Impacts

22-3

significant adverse traffic impacts would be fully mitigated at all but one lane group at one intersection

during the weekday AM and midday peak hours, 19 lane groups at eight intersections during the

weekday PM peak hour, and five lane groups at three intersections during the Saturday midday peak

hour (see Figure 22-2, “Unmitigated Significant Adverse Impact Traffic Analysis Locations”). In total,

impacts to one or more lane groups would remain unmitigated in one or more peak hours at eight

intersections. These unmitigated impacts would generally occur along Jerome Avenue at Kingsbridge

Road, Fordham Road, Burnside Avenue, and 167th Street, and at River Avenue at 167th Street, and at

Grand Concourse at Tremont Avenue, Mt. Eden Avenue, and 167th Street. These impacts would

constitute unavoidable significant adverse traffic impacts as a result of the Proposed Action.

TRANSIT

Bus

The Proposed Actions would result in a capacity shortfall of the east and westbound Bx11, southbound

Bx32, and eastbound Bx35 in the AM peak hour and on the westbound Bx11, north and southbound

Bx32, and east and westbound Bx35 in the PM peak hour. The significant adverse impacts to Bx11,

Bx32, and Bx35 local bus service could be fully mitigated by the addition of a total of five standard buses

in the AM peak hour and six standard buses in the PM peak hour. If these changes are not made, these

impacts would be considered unavoidable.

Pedestrians

Incremental demand from the Proposed Actions would significantly adversely impact one of the 33

analyzed sidewalks elements during one peak hour. As outlined in Chapter 21, “Mitigation,” the

identified sidewalk impact would be fully mitigated through sidewalk widening. Implementation of

these measures would be subject to review and approval by DOT. If, prior to implementation, DOT

determines that an identified mitigation measure is infeasible, an alternative and equivalent mitigation

measure will be identified. If no feasible measures can be identified, the projected impacts would

remain unmitigated and would therefore be considered unavailable adverse impacts.

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S I G N I F I C A N T A D V E R S E I M P A C TT R A F F I C A N A L Y S I S L O C A T I O N SJerome Avenue Rezoning EIS

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W 176 ST

E 176 ST

E 183 ST

BATH

GATE

AV

E 172 ST

E 179 ST

W 175 ST

W 175 ST

E 171 STE 170 ST

W 179 ST

E 174 ST

W 190 ST

E 176 ST

E 169 ST

CLINTO

N AV

E 181 ST

W 174 ST

W 184 ST

E 166 ST

EXTERIOR ST

ELM

PL

E 172 ST

0 1,000 2,000FeetF i g u r e 2 2 - 2

U N M I T I G A T E D S I G N I F I C A N T A D V E R S E I M P A C TT R A F F I C A N A L Y S I S L O C A T I O N SJerome Avenue Rezoning EIS

! Traffic Analysis!

Unmitigated Significant AdverseImpact Traffic Analysis LocationsRezoningProjectedPotential

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New York City Department of City Planning

22-6

22.4 Construction

TRANSPORTATION

As described in Chapter 19, “Construction,” construction-related traffic would have no significant

adverse impacts during the weekday construction 6-7 AM peak hour and would have significant adverse

impacts at 13 intersections during the weekday construction PM peak hour (3-4 PM). Most significant

adverse impacts would be mitigated with the implementation of recommended mitigation measures,

but unmitigated significant adverse impacts remain at five intersections during the construction PM

peak hour. No basic intersection improvement measures could mitigate the significant adverse

construction-related impacts at these five intersections. These impacts would constitute unavoidable

significant adverse traffic impacts as a result of the Proposed Action.

HISTORIC AND CULTURAL RESOURCES

The rezoning area is substantially contiguous to the Croton Aqueduct System at approximately West

183rd Street and also at approximately Ogden Avenue and Dr. Martin Luther King, Jr., Boulevard (just

south of the Cross-Bronx Expressway). In each of these two areas, there is one potential development

site within 90 feet of the mapped Croton Aqueduct System/Aqueduct Walk; as described following, in

this chapter, it is presumed that appropriate protections would be in place during construction to

ensure that the aqueduct system and the public park would not experience construction-related

impacts.

Any designated NYCL or S/NR-listed historic buildings located within 90 linear feet of a projected or

potential new construction site are subject to the protections of the New York City Department of

Building’s (DOB’s) Technical Policy and Procedure Notice (TPPN) #10/88. In effect, this policy would

prevent construction-related impacts to properties within the Grand Concourse Historic District that

would be within 90 feet of potential development sites 75, 76, and 77. Therefore, no construction

impacts to the Grand Concourse Historic District would result with the Proposed Actions. There are no

projected or potential development sites within the Morris Avenue Historic District, and the nearest site

that would be developed with the Proposed Actions would be Potential Development Site 43, which is

located approximately 170 feet southwest of the historic district boundary; therefore, the Proposed

Actions would result in no construction impacts to the Morris Avenue Historic District.

As described following, in this chapter, one projected development site and four potential development

sites are located within approximately 90 feet of the U.S. Post Office – Morris Heights Station (S/NR-

eligible). As defined in the procedure notice TPPN #10/88, “historic resources” that are considered

adjacent to construction activities, only include designated NYCLs and S/NR-listed properties that are

Jerome Avenue Rezoning EIS

Chapter 22: Unavoidable Adverse Impacts

22-7

within 90 feet of a lot under development or alteration. They do not include S/NR-eligible, NYCL-

eligible, potential, or unidentified architectural resources. Without the particular protections of TPPN

#10/88, or similar protections in place, the Proposed Actions could result in construction impacts on the

U.S. Post Office – Morris Heights Station, with the development of potential development sites 96 and

97, the boundaries of which are nearly adjacent to the post office building structure.

NOISE

As discussed in Chapter 19, “Construction,” construction activities associated with the Proposed Action

would occur on multiple development sites within the same geographic area and, as a result, has the

potential to increase interior noise levels of existing adjacent commercial and residential buildings.

These increases would likely approach or marginally exceed the impact threshold for short periods of

time. The same potential to exceed the noise limits exist during other construction quarters bordering

the peak construction period

The findings indicate that noise levels above the CEQR impact threshold are expected at several existing

buildings adjacent to Projected Development Sites 33,34,35,36 and to Projected Development Sites

43,44,45. For Projected Development Sites 33,34,35,36 the highest noise levels are projected to be at

top-level receptor locations adjacent to existing commercial and residential buildings on Cromwell

Street between West Clarke Place and East 170th Street. For Projected Development Sites 43,44,45 the

highest noise levels are projected to be at mid-level receptor locations adjacent to existing residential

buildings o Gerard Street between McLellan Street and West 167th Street.

Although these locations are expected to experience exterior noise levels significantly above CEQR

limits, for those buildings with double‐paned glazed‐glass windows and a closed ventilation system, it

would keep interior noise levels for those buildings below or near the CEQR 50‐dBA L10 impact

threshold for commercial buildings and the CEQR 45‐dBA L10 impact threshold for residential buildings.

The interior noise levels of these adjacent buildings would likely approach or marginally exceed the

CEQR L10 impact thresholds for short periods of time. The same potential for noise impacts also exist for

similar noise‐level increases at these and/or other receptor locations in the immediate vicinity of Project

Development Sites 33,34,35,36 and 43,44,45 during other construction quarters bordering this peak

construction period (i.e., second quarter of 2018 and third quarter of 2022). If the peak construction

scenario conservatively assumed for simultaneous construction on Project Development Sites

33,34,35,36 and 43,44,45, the Proposed Action would result in a significant adverse construction noise

impact.

New York City Department of City Planning

22-8

Noise Reduction Measures

Construction of the Proposed Projected would be required to follow the requirements of the NYC Noise

Control Code for construction noise control measures. Specific noise control measures would be

incorporated in noise mitigation plan(s) required under the NYC Noise Code. These measures could

include a variety of source and path controls.

The following proposed mitigation measures go beyond the noise control measures already identified in

Chapter 19, “Construction,” and may partially mitigate significant adverse impacts (and substantially

reduce construction-related noise levels) at some locations:

Noise barriers constructed from plywood or other materials at a height of 12 to 16 feet utilized

to provide shielding;

Utilization of isolation pads between pile driver hammer and piles;

Acoustical shrouds surrounding the pile driver hammer and piles;

Electric cranes or cranes with exhaust silencers that have lower noise emission levels; and

Excavators with exhaust silencers that have lower noise emission levels.

Between the DEIS and FEIS, the above mitigation measures, which are intended to address the pieces of

construction equipment that would produce the highest noise levels, were explored and it was found

that there are no reasonable means to ensure measures be employed that would fully mitigate the

significant adverse construction noise impacts. The proposed measures discussed above are considered

partial mitigations only. Consequently, these impacts would not be completely eliminated and they

would constitute an unmitigated significant adverse construction noise impact.