Dormitory Authority of the State of New York Page 13-1 Staten Island Supreme Courthouse Project Draft EIS

Transcription

1 Dormitory Authority of the State of New York Page 13-1 Section 13. Air Quality This section analyzes and summarizes the potential air quality impacts associated with the Proposed Project. The effects of the Proposed Project on air quality were analyzed pursuant to the Clean Air Act ( CAA ) of 1970 and its amendments, and the provisions outlined in the CEQR Technical Manual. The Proposed Project would shift existing vehicle travel patterns of existing court employees and visitors and add vehicle trips due to the addition of new court and court-related employees as well as the backfilling of previously-occupied court space. This change in vehicle trips was analyzed in the mobile source analysis, which compares the intersection traffic volume of the Build Condition to the No-Build Condition. A stationary source analysis was also conducted for the Proposed Project to assess the effect of the heating and ventilation associated with the proposed courthouse and the use of the proposed parking garage. Regulatory Requirements Air quality is regulated at the federal level by the CAA of 1970 and its 1990 amendments. The CAA mandates that the United States Environmental Protection Agency ( USEPA ) establish maximum concentrations for pollutants based upon their identifiable effects on public health and welfare. Six pollutants have been identified by the USEPA as a national concern: carbon monoxide ( CO ), nitrogen dioxide ( NO 2 ), ozone ( O 3 ), particulate matter ( PM ), sulfur dioxide ( SO 2 ), and lead ( Pb ). A summary of pollutant characteristics follows: Carbon monoxide is a colorless and odorless gas that is associated with the incomplete combustion of vehicle fuel. CO concentrations are limited to short distances near crowded intersections and along slow-moving, heavily-traveled roadways. Nitrogen oxides are produced when fuels are burned at high temperatures. Only nitric oxide ( NO ) and NO 2 are released by motor vehicles into the atmosphere in appreciable quantities. Together, nitrogen oxides are often referred to as NO x. Nitrogen oxides are of particular concern due to their role in the formulation of ozone. Ozone is formed through a series of chemical reactions, which occur in the presence of sunlight and hot weather. Motor vehicle exhaust and industrial emissions, gasoline vapors and chemical solvents are some of the major contributors to the formation of ground-level ozone. Elevated levels of ozone typically occur miles from the source since the series of chemical reactions is slow and pollutants are diffused downwind. NO x and volatile organic compounds ( VOC ) are precursors to the formation of ozone. Lead emissions are associated with industrial uses and motor vehicles that use gasoline containing lead additives. Most U.S. vehicles available since 1975, and all after 1980, are designed to use unleaded fuel. As these older vehicles have been replaced by newer models, lead emissions have decreased. Sulfur dioxide emissions are primarily associated with the combustion of sulfurcontaining fuels such as oil and coal. The major sources of this emission are fossil fuel fired power plants and oil refineries.

2 Dormitory Authority of the State of New York Page 13-2 Particulate matter is emitted into the atmosphere from a variety of sources including industrial facilities, power plants, and construction activity. Diesel-powered vehicles, especially heavy trucks and buses, emit particulates. Inhalable particulate concentrations may, therefore, be locally elevated near roadways with high volumes of heavy dieselpowered vehicles. Inhalable particulates are broken down into coarse particulate matter (particulates that are less than 10 microns in diameter - PM 10 ) and fine particulate matter (particulates that are less than 2.5 microns in diameter - PM 2.5 ). Scientific developments have indicated a connection between respiratory problems such as asthma and bronchitis with fine particulate particles that have an aerodynamic diameter of 2.5 microns or smaller. Pollutants of concern for projects generating traffic are typically CO and PM, while pollutants of concern for building emissions would typically include SO 2, NO 2, and PM. Air Quality Standards and Existing Conditions The USEPA established National Ambient Air Quality Standards ( NAAQS ) for the pollutants described above. New York State has adopted these standards as the New York State Ambient Air Quality Standards. The national and state standards are shown in Table Table 13-1 also illustrates the existing ambient air quality of the area as tracked by NYSDEC monitoring stations.

3 Dormitory Authority of the State of New York Page 13-3 Table National and State Ambient Air Quality Standards and Existing Ambient Air Quality Pollutant Averaging Period Maximum Averaging Period Concentrations Existing Ambient Air Quality National and New York State Ambient Air Quality Standards Carbon Monoxide 1 hr. 2.3 ppm (1) 35 ppm (CO) 8 hr. 1.9 ppm (1) 9 ppm Ozone (O 3 ) 1 hr ppm (2) 0.12 ppm 8 hr ppm (2) 0.08 ppm Nitrogen Dioxide (NO 2 ) 1 yr ppm (1) ppm Lead (Pb) 3 mos μg/m 3 (1) 1.5 μg/m 3 Inhalable Particulates 24 hrs. 23 μg/m 3 (2) 150 μg/m 3 (PM 10 ) 1 yr. 15 μg/m 3 (2) Revoked (3) Fine Particulates 24 hrs. 36 μg/m 3 (2) 35 μg/m 3 (4) (PM 2.5 ) 1 yr μg/m 3 (2) 15 μg/m 3 Sulfur Dioxide (SO 2 ) 3 hr ppm (1) 0.50 ppm 24 hr ppm (1) 0.14 ppm 1 yr ppm (1) 0.03 ppm ppm = parts per million (1) New York, New York; (2) Staten Island, New York (3) Due to a lack of evidence linking health problems to long-term exposure to coarse particle pollution, the agency revoked the annual PM 10 standard in 2006 (effective December 17, 2006). (4) To attain this standard, the 3-year average of the 98th percentile of 24-hour concentrations at each population-oriented monitor within an area must not exceed 35 µg/m 3 (effective December 17, 2006). Note: 2006 data reported except for PM is most recent data available for this area. Source: 2007, U.S. EPA AIRS database, NYSDEC, As noted in Table 13-1 the standards for ozone were exceeded at the monitoring station in Staten Island, New York. The USEPA has designated Richmond County as a nonattainment area for the eight-hour ozone NAAQS, and was previously designated as a nonattainment area for the one-hour standard; this area is no longer subject to this standard. Richmond County has also been designated as nonattainment for PM 2.5 and CO. Once an area is cited for nonattainment, a State Implementation Plan ( SIP ) has to be developed to bring the area into attainment. New York State is currently preparing this SIP. No-Build Condition Under the No-Build Condition, the Proposed Project would not occur and the day-to-day operations at the Project Site would remain unchanged. Existing ambient air quality concentrations would remain similar to the existing condition. The CAL3QHC (Version 2.0) air quality dispersion model (EPA-454/R ) was used to estimate the increase in CO in the No- Build Condition. This model is described in further detail below. No-Build air quality concentrations are presented in Table Build Condition For CEQR analyses, air quality is typically assessed at the local level. Project components that may affect the local air quality are increased traffic, the parking garage, and the

4 Dormitory Authority of the State of New York Page 13-4 operation of the building. Vehicles traveling on roadways are considered mobile sources, while vehicles at the parking garage and operation of the building are considered to be stationary sources. The primary pollutant of concern at the local level is CO. For actions generating bus or truck traffic for a prolonged period of time, PM 2.5 may also be of concern. Mobile Source Impact Analysis CO Analysis. In accordance with the CEQR Technical Manual, if the Proposed Project would add 100 or more induced vehicular trips to an intersection, the increase in CO needs to be assessed. Four intersections would have an increase of more than 100 vehicles during both the a.m. and p.m. peak hours as a result of the Proposed Project (see below). The CAL3QHC (Version 2.0) air quality dispersion model (EPA-454/R ) was used to estimate the increase in CO. This model is currently recommended in the USEPA guidelines. This model estimates air pollutant concentrations downwind of a roadway and assumes that the rate at which pollutants disperse is a function of wind speed, direction, and ambient temperatures. Different emission rates occur when vehicles are stopped (idling), accelerating, decelerating, and traveling at different speeds. CAL3QHC includes emissions contributions from free flow and idling vehicles. CAL3QHC estimates the average number of vehicles that would queue during the red phase of an intersection based on the characteristics of both the intersection and the traffic. CAL3QHC is a conservative model utilized for screening purposes. Emission factors used in the CAL3QHC model were taken from the MOBILE 6.2 emission factor tables provided by New York State Department of Transportation. The receptor locations analyzed for this study were selected based on where maximum changes in vehicular activity would be expected to occur with the implementation of the Proposed Project. Receptors were placed at the center of the sidewalks and adjacent to queue lanes. Queue lanes are roadways where vehicles are backed up, usually at a traffic signal. Emissions from idling vehicles may contribute to higher concentrations along queue lanes than at intersection locations. The air quality analysis locations include the four intersections that would have an increase of more than 100 vehicles during both the a.m. and p.m. peak hours as a result of the Proposed Project (Refer to Figure 13-1): Site 1: Central Avenue at the proposed parking garage exit Site 2: Central Avenue at Slosson Terrace Site 3: Slosson Terrace at Bay Street Site 4: Bay Street at Victory Boulevard The four intersections were assessed for both a.m. and p.m. peak hours and for both 1- hour concentrations and 8-hour concentrations. The CAL3QHC model predicts concentrations of CO associated with the given traffic. These concentrations are then converted to 8-hour concentrations by applying a persistence factor of 0.70 to the maximum predicted 1- hour concentrations. This persistence factor takes into account that over 8 hours, vehicle volumes would fluctuate downward from the peak, speeds may vary, and wind directions and speeds would change somewhat, as compared with the conservative assumptions used for the single highest hour.

5 Fort Hill Circle Hudson County Richmond County New York City Boundary 1. Central Avenue at Proposed Parking Garage Exit 2. Central Avenue at Slosson Terrace 3. Slosson Terrace at Bay Street 4. Bay Street at Victory Boulevard Richmond Westervelt Avenue St. Marks Place Terrace Jersey Street York Avenue Cleveland Street Beechwood Avenue Egmont Place Curtis Place Crescent Avenue Layton Avenue Hamilton Avenue Vine Street Belmont Place Fort Place Stuyvesant Place Academy Pl. Richmond Terrace Wall Street Hyatt Street Borough Place Webster Avenue Ely Street Jersey Street Stanley Avenue Castleton Avenue Victory Boulevard Cebra Avenue Taft Avenue Bismark Avenue Westervelt Avenue Hendricks Avenue Benzinger Avenue Winter Avenue Scribner Avenue Corson Avenue Brook Street Low Terrace Sherman Avenue Ward Avenue Nixon Avenue Monroe Avenue Victory Boulevard Tompkins Circle Montgomery Avenue St. Pauls Street St. Marks Place Central Avenue Van Duzer Street Hannah Street Swan Street Grant Street Clinton Street Brewster Street 1 2 Bay Street Van Duzer Street Slosson Terr. 4 3 Bay Street Project Site Interim Construction-Period Parking Borough Boundary Area Lots Miles Source: NYC Department of City Planning; Field Inspection Primary Study Area Secondary Study Area Air Quality Analysis Locations Figure 13-1: Air Quality Analysis Locations Staten Island Supreme Courthouse Project

6 Dormitory Authority of the State of New York Page 13-6 Table 13-2 shows the maximum predicted Build concentrations of CO in comparison to the No-Build and Existing concentrations. As shown, the maximum predicted and 8-hour carbon monoxide concentrations are below the NAAQS of 35.0 ppm for and 9.0 ppm for 8-hour. In addition, the project-induced increase in CO at all locations was lower than the CEQR Technical Manual allowable increment of one-half the difference between the No-Build concentration and the NAAQS of 9.0 ppm. Therefore, no significant mobile source air quality impacts are expected as a result of the Proposed Project. Location Site 1 Central Avenue at Proposed Table Predicted CO Air Quality Conditions Existing No-Build Build Analysis Concentration Concentration Concentration A.M. Peak Hour Increase over No-Build Garage 8-hour Site 2 Central Avenue at Slosson Terrace Site 3 Slosson Terrace at Bay hour Street 8-hour Site 4 Bay Street at Victory Boulevard 8-hour P.M. Peak Hour Site 1 Central Avenue at Proposed Garage 8-hour Site 2 Central Avenue at Slosson Terrace Site 3 Slosson Terrace at Bay hour Street 8-hour Site 4 Bay Street at Victory Boulevard 8-hour Background CO concentrations of 2.3 for and 1.9 for 8-hour were added to modeled results to predict total concentrations for Existing, No Build, and Build Concentrations. Source: Jacobs Edwards and Kelcey, PM 2.5 Analysis. According to the CEQR Technical Manual, gasoline-powered vehicles do not produce any significant quantities of particulate emissions, but diesel-powered vehicles, especially heavy trucks and buses, do emit particulates, and respirable particulate concentrations may be associated with high volumes of heavy diesel-powered vehicles. 175 The majority of vehicular trips associated with Proposed Project would be by gasoline-powered automobiles. The 175 CEQR Technical Manual. p 3Q-6.

7 Dormitory Authority of the State of New York Page 13-7 Proposed Project would not engender a significant number of diesel-powered vehicular trips. A screening analysis was performed as follows. The New York City Department of Environmental Protection ( NYCDEP ) recommends use of an interim guidance criterion for the evaluation of PM In this guidance, NYCDEP established that projects resulting in the addition of 8 heavy-duty diesel vehicles or less per hour at any intersection would result in de minimus PM 2.5 impacts, and thus do not need to be assessed. Since the Proposed Project would generate 2 bus trips during the peak hour, less than the de minimus criteria of 8 heavy-duty diesel vehicles, no significant adverse PM 2.5 impacts would result and no further study is required. Stationary Source Impact Analysis Courthouse Analysis. A Screening Analysis for Heat and Hot Water Systems was performed following the CEQR Technical Manual to evaluate the impacts from emissions from the boiler to neighboring sensitive uses. 177 This screening procedure was developed through detailed mathematical modeling to predict the threshold of development size below which an action would not likely have a significant impact. This procedure uses information regarding the size of the facility, the distance to the nearest sensitive use, and the height similar to or greater than the stack height of the proposed facility to determine whether an adverse impact would be likely and additional analysis would be required. Figure 3Q-3 in the CEQR Technical Manual plots curves for each stack height based upon development size and distance to the nearest building. If the information for the project falls below the appropriate curve, no impact would be expected. The proposed courthouse would be approximately 130 feet from the nearest sensitive use, the residences located across from the Project Site on Central Avenue, with the stack height at approximately 100 feet above ground. The Proposed Project falls below the curve for a 100- foot stack; therefore, no significant adverse impact is expected, and no further analysis is required. Parking Facility Analysis. The parking garage would be constructed as an open structure, including the partial subgrade level, and no additional ventilation systems would be incorporated into the building design. As such, according to Section of the CEQR Technical Manual, the parking garage should be analyzed in a similar manner to at-grade parking lots, using USEPA s dispersion model, SCREEN The analysis was performed for the p.m. peak hour, which would have a maximum of 249 vehicles during the hour. The maximum carbon monoxide levels would be 1.2 parts per million (ppm), and the 8-hour levels would be 1.0 ppm. When added to the background concentrations, the total carbon monoxide levels would be 3.5 ppm and the 8-hour levels would be 2.9 ppm, respectively, both are less than the corresponding standards of 35.0 ppm and 9.0 ppm. Therefore, the parking garage would not have a significant impact on air quality. 176 New York City Department of Environmental Protection. Interim Guidance for PM 2.5 Analysis. Distributed on July 14, 2004, revised on July 9, CEQR Technical Manual. p. 3Q CEQR Technical Manual. p. 3Q-25.

8 Dormitory Authority of the State of New York Page 13-8 Mitigation No significant adverse air quality impacts are expected to occur as a result of the operation of the Proposed Project. Therefore, mitigation is not required.