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DRAFT ENVIRONM[ENTAL DCACT STATEMENT

FLYING J TRAVEL PLAZA

NYS ROUTE 281: 1-81 EXIT 13 INTERCHANGE

TOWN OF PREBLE

CORTLAND COUNTY, NEW YORK

LEAD AGENCY:

TOWN OF PREBLE PLANNING BOARD

1968 PREB ROAD

PREBLE, NEW YORK 13141

DEAN SMITH, CHAUMAN- (607) 749-3199

PREPARED BY:

FLY11'4G J, INC. - BRIGHAM CITY, UTAH

RESOURCE ASSOCIA S - CORTLAND, NEW YORK

ICHTHYOLOGICAL ASSOCIATES, INC. - LANSING, NEW YORK

FLINT, ALLEN, WHITE & RADLEY, P.C. - NRIETTA, NEW YORK

PLS ENGINEERING, P.C. - TULLY, NEW YORK

FISIHER ASSOCIATES - CLYDE, NEW YORK

1

Flying J, Inc., the project sponsor, is proposing to construct a Flying J Travel Plaza along NYS Route 281 adjacent to the Interstate 81 interchange at Preble, (E?dt 13). The project will be located on a 21 acre vacant agricultural parcel of land immediately west and south of 1-81 and NYS Route 281 respectively. The prftnwy structure will be a 15,200 square foot building which will house three restaurants, a convenience store, and a separate area for the professional truck drivers that will include a lounge, showers, gwne room and laundry facilities. The travel plaza will operate 24 hours a day and employ approximately 75 individuals,

In addition to the main building, the Flying J Travel Plaza will consist of two distinct and separate parking areas and driveways. One area, with a single entry/exit drive which is located more easterly oser to the 1-81 interchange, wift serve only passenger cars and recreational vehicles (RV's). Within this area is a separate fueling station canopy, a propane gas filling facility and a RV wastewater dumping station. Provided within this area are 117 car parldng stalls (including 5 handicapped parldng stalls), and 7 RV parking stalls. Further to the west along Route 281 are two addifional driveways (enter and exit only), which are strictly to be used by trucks that come to the plaza. The primmy features within the truck parking area are the fueling canopy area and truck weigh scales located behind the main building. The truck parleing area will provide 13 0 truck parking stalls.

In addition to the basic items described above, other features and design elements will also be

corporated into the development of this project. These include the construction and placement of approximately 19 signs which vwy in function (safety, directional & advertising) and size, the inclusion of a significant 100 foot wide buffer zone along the southem boundwy ofthe property, the relocation of a portion of the existing wetlands and their subsequent mitigafion with new wetlands constructed on Flying J property just east of 1-8 1, the design and construction of a complete stonn water management system, wastewater treatment facilities and a new potable water supply including an on-site water storage tank.

Subsequent to this proj*ect being proposed to the Town ofProble, the New York State Environmental Quality Review (SEQR) process was initiated which led to the designation of the Town Planning Board to serve as Lead Agency. Following the initial Positive Declaration by the Board that the project may have a signfficant impact on the environment, a Scoping Document (see Appendix TT), was prepared and ulfimately accepted, which in tum led to the preparation of this document.

The issues examined in this draft Environniental Impact Statement (DEIS), cover a wide range of both natural (soils, water, air, etc.) and human (traffic, noise, economics, etc.) resources. The analysis conducted on each of these resources consists of establishing the existing conditions, projecting the potential impacts and -finally, identifying the mitigative measures that will ethe adverse effects. There is some level of potential impact associated with most of the resources discussed. Mtigative measures are available, however, to reduce or eliminate these adverse impacts. Based on the comprehensive evaluation of all the potential impacts and n-fitigative measures associated with these resources, no significantly adverse impacts from the proposed project are foreseen.

9

SECTION 1: INTRODUCTION AND PROJECT DESCRIMON

PAGE

1.01 Description, Purpose, Need and Benefit 1-

1

1.02 Location, Access, Zoning and Land Use 1-

2

1.03 Design and Layout 1-

4

1.04 Facifity Co-nstruction and Operation 1-

6

1.05 Regulatory Review and Approval 1-

8

2.01 Land, Geology and Soils 2-

1

2.02 Water Resources 2-

6

2.03 Air Resources 2-

27

2.04 Wildlife

2~31

2.05 Transportation 2-

36

2.06 Human Resources 2-47

2.07 Growth and Character of the Community 2-

58

SECTION 3: SEQR RE TED ISSUES

3.01 Adverse Environmental Impacts That Cannot be Avoided 3-

1

3.02 Irreversible and Iffetrievable Comrnitment of Resources 3-

2

3.03 Growth Inducing Aspects 3-

3

SECTION 4: ALTERNATIVES

4.01 Altemative Sites 4-

1

4.02 Altemative Technology 4-

2

4.03 Altemative Size * 1 1 4-

2

4.04 Alternative Designs 4-

2

4.05 Altemative Tinfing 4-

3

4.06 Altemative Land Use 4-

3

4.07 No Action Altemative 4-

3

1

1

1

..............

Appendix A Flying J Nationwide Facilities Map

Appendix B Area Location Map

Appendix C Proposed Site Plan

Appendix D Zoning and Tax Maps

Appendix E Actual Land Use Map

Appendix F Wetland Figures

Appendix G Bedrock Geology Map

Appendix H US GS Well Log and Sufficial Geology Map

Appendix I Soils Information

Appendix J Test Pit and Monitoring Well Data

Appendix K Spill Response Cart Infonnation

Appendix L Aquifer Maps and Information

Appendix M Drainage and Flood Routes, FEMA Flood Map & Town Flood

Area Designation

Appendix N Storm Water Information

Appendix 0 Wetland Delineation Report (Project Site-West)

Appendix P Wastewater System Information

Appendix Q Tank Protection Information

Appendix R Wetland Permit Mtigation Plan Application

Appendix S Wetland Delineation Report (Mtigation Site-East)

Apipendix T Traffic Impact Study

Appendix U Odor Impact Study-Summary

Appendix V Bird and Reptile Infonnation

Appendix W Traffic, Accident Information

Appendix X Noise Study

Appendix Y S.A. S. Observatory Location Map

Appendix Z Site Light Data

Appendix AA Photometric Lighting Analysis Plan.

Appendix BB Lighting Bill A063 5 7

Appendix CC Typical Signage and ZBA Sign Approval Resolution

Appendix DD Spill Communications & Monitoring Information

Appendix EE P~eble I-Estory Pwnphlet

Appendix FF Cultural Resources Survey Information

Appendix GG Zoning & Land Use Maps (Old & New)

Appendix HH Labor Department Unemployment Statistics

Appendix II Economic Impact Analysis

Appendix SJ Ron Pasqualino Letter

Appendix KK Erosion Control Information

Appendix LL TrafEc Counts at Other Flying J.

Appendix MM Land Use Plan and Selected Zoning Ordinance Regulations

Appendix NN Fuel Additive Information

Appendix 00 Landscaping & Site Photos

Appendix PP Fuel Island Inspection Log

Appendix.QQ Aquifer Data from Test Wells

Appendix RR Fire Suppression System Information

Appendix SS Oil/Water Separator-0 & M Manual

Appendix TT Final Scoping Document

1

SECTIQN 1 IN!R-ODUCnO JE T DE

-N AMD- M K

1.01 DESCRIIPTION, PURPOSE, NEED AND BENEFIT

Flying J, Inc., the project sponsor, is proposing to construct a Flying J Travel Plaza along NyS Route 281 adjacent to the interstate 81 interchange at Preble, (Exit 13). The project wifi be located on a 21 acre parcel of land, currently vacant and used for agriculture, 'nmediately west and south of 1-81 and NYS Route 281 respectively. The primary structure will be a 15,200 square foot building which will house three restaurants, a convenience store, and a separate area for the professional truck drivers that will include a lounge, showers, game roorn and laundry facifities. The overall plaza will provide an opportunity for both the traveling pubbc and professional truck drivers to obtain fuel for their vehicles, food, propane gas and a wide range of other services.. Two distinct parking lots and their associated driveways wfil be provided for both cars/RVs (117 car stalls, 7 RV stafis), and trucks (130 truck stalls), to maximize safety and ninimize interference between plaza users. Thetravelpl= will operate 24 hours a day and employ approxitnately 75 individuals. The balance ofthis section will provide additional details about the project design and features.

Flying J, Inc., is considered the nationwide leader in developing and operating travel plazas for

both

the pubfic and trucking industry. Originating in Brighain City, Utah, and with the majority of

their

present facilities located throughout the central section of the United States, (see Appendix A

for

map of existing facilities), the company has seen great success with their operations thus

far.

Re the need to provide these same convenient services to other areas of the nation, Flying

J

has made a concerted effort to expand into new regions. This growth initiative has led Flying J

to

New York State where they presently operate one new. facility in Pembroke, N. V., and are in

the

PI and development stage of several others, including this proposal in Preble. In the course

of

evaluating the travel pattems and major highway volumes throughout the State, it

became

iately obvious that the 1-81 corridor between Syracuse and Binghamton wM an ideal

location.

With Flying I's long history of developing and operating these type of facilities, it was apparent

that

a travel plaza at this location will fill a significant need for the high volume of traffic that travels

by.

Critical to locating the facility along an Interstate such as 1-8 1, is the proxinfity of avafiable land to an existing interchange which allows for quick and easy access, and the compatibility of both the planned Land Use ofthe area and its accompany*mg zomng. The proposed location met both ofthese criteria and in addition had the added benefit of providing the local co nmunity with a nearby source of %zasoline and diesel fuels due to the closed Sunoco station at this interchange which revaains vacant. 11~ere are few, if any, interchanges along Interstate 8 1 that presently exist without an operating gas station.

The obvious benefit oftffis project is that it win provide the traveling public and the trucidng industry a'*'1-gtop has all" facifity along a route that sees an average of 24,000 vehicles a day. Inadditionto this overall benefit, this facility wffi'provide a significant economic boost to the local area and County

1

1-1

p

FLYING j TRAVEL PIAZA DRAFT ENVIRONAIENTAL IA4PACT

STATEMENT

PREBLE NY

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overall. Between the generation of 75 newjobs, the increased property and school tax base, and the

significant sales tax donars that will be realized on a ddy basis, this project has many positive

benefits. The detads of this economic impact are more fidly discussed in Section 2.07, Growth and

Character of the Conutunity. As mentioned earlier, it also will provide the local residents of the

Preble area a convenient source for gasoline as wen as an altemative location for restaurant dining.

One final item, this facility win also be available to assist the local Fire Department by e

on~

site storage tank available as a source of water to the Department in the event of a local eniergency.

1.02 LOCATION, ACCESS, ZONING AND LAND USE

As mentioned carher, and shown on the maps found in Appendix B, this project is proposed for the vacant parcel of land located in the southwest quadrant of the 1-81 Exit 13 interchange. The total property being purchased by Flying J includes not only the 21 acres on the west side ofl-8 1, but also an 8 acre piece located just cast of 1-81. As indicated on the Town of Preble Tax Map, (See Appendix D), the combination ofthe two is considered one parcel. As discussed in detail later in this document, the 8 acre portion to the cast is strictly to be used for the nfitigation of wetiands and is not to be developed now or in the future in conjunction with the travel plaza project. As such, this discussion will focus only on the 21 acre piece of land which is bounded on the east by the Right-OfWay (R. O.W.) line of Interstate 8 1, on the south by agricultural land owned by Paul and Maureen Knapp, and on the entire westerly and northerly road frontage by the R. O.W. of NYS Route 28 1.

Access to the proposed facility wifi be from Route 281 and will be provided by three distinct driveways. One wiU be provided as the entry and exit point for all cars and recreational vehicles (RV's). For trucks that come to the site, only one entry driveway and one exit driveway wifi be provided so as to promote safety and lirnit conflicts. The proposed Site Plan found in Append*ix C clearly indicates these points of access.

As mentioned carber, the zoning for this property is classified as Commercial (C), which allows

this

type of facility. As shown on the Preble Zoning Map in Appendix D, the *nmediate vicinity of the

1~8 1 interchange has a combination of both Cornmercial zoning and Light Industrial (I), as well as

nearby Agricultural (AG). The Commercial zone is primarfly on the west side of 1-8 1, (except for

the small vacant Sunoco property), and the Light Industrial zone is located just cast and finther north

of the interchange. At present, the existing comm orcially zoned parcels on the west side of 1-81 are

used for agricultural purposes, As you continue south into the hamlet of.Preble, you enter the largest

Residential (R1) zone in the Town, and then further south along Route 281, there is fairly large

Coixuxiercial zone along and just east of the highway. Of note is the fact that this Coiinriercial zone

along 281 extends north61y ~to the rear property lines of numerous properties zoned and being

used

1~2

FLYING j TRAVEL PIAZA DRAFT ENWRONA4ENTAL IMPACT

STA~NT

PREBLE NY

for residential purposes. Of further note are the two large Residential Lake Side (RIL) zones which surround both Song Lake and Little York Lake, at the northem and southern extremes of the Town respectively. There is also a small Commercial zone along Preble Road itselfjust cast of the hamlet where both the Preble Milk Cooperative and Beck Equipment (heavy machinery sales and rental) presently operate. Other than three other isolated Residential zones, the balance of the Town is zoned Agricultural.

The land use of the immediate vicinity is primarily agn*cultural, with a mixture of fight industrial and residential as well. (See Actual Land Use map in Appendix E). Along the entire southem boundary of the site, the land (Paul & Maureen Knapp) is used for agricultural purposes and earlier this year Cortland County received a $1.1 nfifflon grant for the Knapp farm through the New York State Farmland Protection Program which wdl forever keep the property restricted to agficultural use only. From a land use perspective and in the context of this document, this infonnation is very important. Its sigffificance lies in the fact that the proposed project site wit never be contiguous to or abut another property that wW ever be occupied for either res*idential or coi~l,i~l~,i.,iercial purposes.

The nearest residential uses are all located on the west side of 1-8 1. Directly to the west of the project site and across Route 281, there is one nearby residence (Kogut), that is located on land zoned Commercial. Along the west side of Song Lake Road there are three other homes (A. Knapp, Ofiver & Leonard) within the general vicinity. There is one residence (Currie), at the end of Currie Road just west of 1-81 which is due north of the project. Cont* south along the west side of Route 281 ftom the Song Lake Road intersection, there are three hornes (Powers, Fiorarnonti & Vaughn), up to the area of the Glenwood Cemetery entrance. This entry is located on the east side of 281 and approximately 1500 feet south of the project site. From this point south, you begin to enter the hainlet of Preble itself.

The industrial activity in the immediate area is fairly significant, with the established businesses of both Paul Bunyan Products, Inc., which manufacture wood pallets, and Saulsbury Fire Equipment Corporation, which ianufacture fire trucks. Both are located east of I-S 1 along Route 28 1, just north of the interchange. The Paul Bunyan business is located on an 11 acre parcel and employs approximately 25 people, while the Saulsbury facility is located on a 37 acre piece of land and currently employs approximately 225 indiv'lduals.

Relative to the project site, the true hamlet of Preble is less than 1 mde to the south. (3300' to the 281/Preble Road intersection). The majofity of the residential development of the hanflet is spread along Preble Road with an approximate 50-50 split in density both east and west of Route 28 1. The bulk of the hamlet is concentrated in the area west of interstate' 8 1, with a limited rnix of residential and commercial uses to the east algng Preble Road.

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1

FLYING j TRAVEL PIAZA DRAIT ENVIRONMENTAL IMPACT

STATEMENT

PREBIX NY

1.03 DESIGN AND LAYOUT

As shown in Appendix Q the proposed project includes the development of a wide variety of new

commercial elements on the site. While the drawing depicts each of these features, this section wdl

provide additio ' nal general infonnation concerning them. Realizing that nearly all of these items

wdl

be addressed in great detail in Section 2 of this document, the reader is advised to refer to that

particular subsection for the in-depth description and discussion of that issue.

As can be seen, the vast majority of the 21 acre site wifi be impacted with the construction of this

project. The two notable exceptions are those areas along the southem and eastern boundaries that

are within the wetland area and the northermnost comer of the site which is the anticipated location

for the proposed new water weg. It is estimated that approxitnately 17 acres of the existing site wifi

be disturbed and modified in some way. Once completed, the estimated wnount of iinpervious paved

surfaces (concrete and asphalt) will bejust over 419,000 square feet (9.6 acres), with a building area

Of 155,200 SF and open vegetated/landscaped areas equaling approximately 225,000 SF (5.2 acres).

As pan of the project. 'approxnnately 1.6 acres of wetland will be removed and replaced with newly

constructed wetlands on the cast side of 1-81 on the other lands owned by Flying J. The Site Plan

shown has been developed with a keen and special interest in the amount of wetiands to

be impacted. The evolution ofthe design relative to this wetiand issue is more fully described below.

Most of the property is currently being used for agricuhwe (hay production) and is designated as upland. The remaining 4.8 acres is non-agricultural land which foms a border along about one-half of the southern and two thirds ofthe east side ofthis parcel adjacent to 1-81. Most (4.2 acres) ofthe non-agricultural land is designated wetland. The wetland includes an emergent shrub wedand mosaic that extends into the hay field (See Appendix F, Figure IA-B). This wetiand mosaic is comprised of willows, dogwoods, cattail, and other hydric herbs. Along the eastem border with the 1-81 right-ofway, the wetl'and mosaic is comprised of a young hardwood forest interspersed with shrub scrub and donfinated by green ash including rnany saplings. This section is relatively wet in the southem and northern extremities, but forms a mosaic with uplands in the central part ofthe border adjacent to the 181 right-of~way [See Appendix F, Figure IA-Bl. For more detail, see Appendix 0, the wetland defineation report for this parcel.

Since Aprfl of 1999, there have been four distinct develolXnent altematives. (Please note that in Section 2.02.B.3 - [Potential Signfficant Impacts: Wetlands], only three altematives are described.

This is purposely done in that the first three altemates had a direct impact on the wetlands issue whereas the fourth alternative described herein [April 20001, was unrolated to any changes to the wetiand impact and mitigation) . These alternative designs have evolved - during discussions with the Town ofPreble, the NYSDEC, and Flying J and its consultants during the past 12 months. The initial proposal ofApril 9,1999 (Aphl 1999 Altemative), consisted ofa proposed Flying J Travel Plaza with a 14,076 square foot building and parking for 122 cars, 17 recreation vehicles (RV's), and 152 tractor trailers. This altemative would involve development ofabout 19. 1 acres ofthe approximately 21 acre site and would directly impact some 3.2 acres of wetlands. Fofiowing initial discussions with the

__`1

1-4

FLYING j TRAVEL PLAZA DRAFT ENVIRONA4ENTAL IAIPACT

STATEMENT

PREBLE NY

Town and NYSDEC, including the development and scoping ofthe EIS, the altemative ofNovember 16, 1999 (November 1999 Altemative) was prepared. The November 1999 Altemative consisted of a proposed Flying J Travel Plaza with a 14,076 square foot bufiding but with parking for only 109 cars, 17 recreation vehicles (RVs), and 131 tractor trailers. This alternative would involve development of about 18.5 acres of the approximately 21 acre site and avoided impact to one acre ofwetiand in coniparison to the Noveraber 1999 Altemative so that only 2.2 acres ofwetlands would be affected.

Continued discussions with the Town and NYSDEC that included final scoping ofthe EIS and review

by the developer's consultants resulted in the preparation of the February 9, 2000 alternative

(February 2000 Altemative). The February 2000 Altemative also consists of a Plaza with a 14,076

square foot build*mg and parking for 109 cars, 17 recreation vehicles (RVs), and 131 tractor

trailers.

This altemative would involve development of approximately 17.2 acres ofthe about 21 acre site and

would directly impact some 1.6 acres of wetlands. This altemative is dilferent from the November

1999 Alternative in that the construction area along the 1-81 right-of~way and the southem property

boundary was decreased to 'unpacts to wetlands. The portions of wetlands to be alfected

are shown in Appendix F, Figure IA-C.

Based on the February 2000 Altemative, approximately 0.4 acres ofwetland would be fified near the southem edge of the property. This section (Appendix F, Wetland A, Figure IA-C) is comprised of muck soils with emergent shrub-scrub ranging m a mosaic with small upland pockets. Farther toward the northeast along the eastern edge of the property, a 1.2 acre section of green ash forest/shrubscrub wffi be fffled (Appendix F, Wetland B, Figure IA-C). This section is underlain with the mineral soil designated Homer. Much of this section is borderline wetland, only barely meeting the federal or state criteria. For exwnple, the dominant vegetation was often only slightly more than 50% fac or wetter, and the diagnost' ic mottles often occurred only at depths of 10 inches or more below the sod surface.

Subsequent to final discussions with the Town of Preble, NYSDEC and review by the developer's consultants was the preparation of the April 1, 2000 altemative (April 2000 Altemative). The April 2000 Altemative consists of a Plaza with a 15,200 square foot buflding and parking for 117 cars, 7 recreation vehicles (RVs), and 130 tractor trailers., This altemative would again involve the development of approximately 17.2 acres of the about 21 acre site and would directly impact some 1. 6 acres ofwodands. This alternative is dilferent f:rom the previous in that minor modffications were made to the parking lot striping, site lighting, on-site drywells and the addition of a new propane tank behind the building.

Another significant feature of the site is the stonn water management system which will capture and treat an runoff frora the site prior to release to the e..xisting surface water drainage system. A key element of this proposed stonn water system is the need to raise the elevation of the site so that a

grading plan which provides a positive flow of surface water flow over the site can be designed.

1-5

1

FLYING j TRAVEL PIAZA DRAFT ENVIRONmENTAL impAcT sTATE

wNT

PREBLE NY

Uftimately this sheet drainage pattern of water collection wifi cany the runoff to a treatment and detention systeni, which again must be designed so as to separate it from the existing surface and groundwater regimes.

An on-site wastewater cofiection and treatment system is also proposed. All of the sanitary wastes generated at the facility will be collected and transferred to a small trea*tment area located at the southwest comer ofthe property. At present, two potential design approaches are being considered. For the first, a combination of large septic tanks equipped with effluent filters would provide the initial treatment. The second method would be to treat the raw wastewater with a small on-site package plant. In either case, once the *initial treatment is completed, the effluent from that system wfll be discharged into a subsurface absorption system. The anticipated average daily volume of wastewater is estimated at 2 1,000 gMIons per day.

The last inajor utility improvement for the project will be the construction of an on~site groundwater weft to be buflt in the northeast comer of the site. This wefl wffi supply all of the potable water (approximately 20,000 CYPD) to be used at the facifity. Prelitninarily, it is anticipated that the new well wdl pump at an estimated 50 GPM. In conjunction with this well, an aboveground water storage tank wfll be constructed to provide both the potable water used on a daily basis and the necessary fire protection. This tank has only been preliminarily sized and is estimated to hold approximately 75,000 gaflons.

Other key features are the five underground fuel storage tanks (fully morfitored with secondwy containment systems in place and totaling 92,000 gallons) located adjacent to the truck fueling canopy and one 1,000 gallon aboveground tank (with secondary containnietit as well), storing a special detergent additive. See Appendix NN for detailed information. Within the truck canopy area, an additional safeguard is provided with a trench drain collection system which carries any runoff and spills 'm the area into an oil/water separator. For RV drivers, a convenient waste dutnping station is located in the car/RV parking area. In that same vicinity, there will be a propane tank which will allow travelers and the general public to refill their tanks. Within the truck parking area and located behind the main btidding will be full truck we'l'gh scale. Electric service will be obtained from the nearby power lines and there is a possibility that natural gas rnay be, available via an extension by NYSEG up Route 28 1. If this does not happeii, an 18,000 gallon propane will be utifized to serve all of the gas needs of the facility. Additional site features include the site fighting, a vwiety of signs, landscaping and an accommodation of the local snowmobile trad that currently passes through the site.

1.04 FAC TY CONSTRUCTION AND OPERATION

The construction of this facility will include a wide variety of activities. In addition to the standard tasks of clearing and stripping the topsoil and vegetation in areas designated for construction, the

development of this site will also include the placement of a significant amount of structural fill to

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FLYING j TRAVE,1, P~ DRAFT ENVIRONAIENTAL IMPACT

STATEMENT

PREBLE NY

raise the overall elevation ofthe land. Whfie most of the construction wifi take place aboveground and include buildings, fights, pavement, water storage tank, signs, etc, there are numerous elements which require subsurface installations. The most prominent ofthese are the underground fuel storage tanks, the wastewater pump station and treatment systeni, and the water well. The one unique construction activity will,be the el . . on, of a portion of the wetiands on the project site and the subsequent establishment ofthe replacement wetlands on the upland open area just mt of 1-8 1, on the other lands ofFlying J. Such a nfitigative rneasure is typical for this circumstance and fortunately, . this case, there is the environmental advantage ofbeing able to add the new wetlands onto the main body of the same e)dstinR drainage/wetiand area. This operation is more fuUy described in the wetlands discussion, but in essence wnounts to excavating the upper soil zone ofthe existing wetlands as required, and relocating that same material to the newly graded area on the cast so as to minfic the vegetation into the new area.

Critical to all, of the anticipated construction wffi be the design and implementation of the seditnent and erosion control measures that will insure tbt there will be no erosion impacts to either the adjacent ofr-site properties or to the adjacent wotland areas that are to remain undisturbed. The total construction period is anticipated to last approximately 6 to 9 months. Relative to the sequence of work, the extensive earthwork would be initiated firstand then either simultaneous to or subsequent of, the balance of the construction would take place, The drilhng of the new well is essentially independent ofmost ofthe other construction activities. The niost sensitive element is the efin-fination and simultaneous creation of the wetlands. This work is seasonally sensitive and is discussed

greater detd in the Mtigation Report. (See Appendix R)

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FLYING j TRAVEL PI-AZA DRAFr ENVIRONMENTAL IMIPACT

STA1TI~

PREBLE NY

1.05 REGULATORY REVIIEW AND APPROVAL

The full implementation ofthis project requires a wide vwiety ofpormits and approvals. Noted below is a complete fist ofthe agencies and municipalities who are involved in the process and the associated name of the permit/doc,umentation to be secured. While each varies in it's requirements, schedule and time line, all of requirements for each must be met prior to the operation of the facWty.

A c c unicil) Ptmi~lt/A

~ro v~

-SA_y1M

NYS Dept. of Environmental Conservation SPDES General PerrMt (Storm Water)

N'YS Dept. of Environmental Conservation SPDES Permit (Wastewater)

NYS Dept. of Environmental Conservation Freshwater Wetiands Perrnit

US Army Corp of Engineers Freshwater Wetlands Pemlit

NYS Department of Transportation Highway Work Perniit (Non-Utility)

Cortland County Health Department Water Supply Improvement Permit

Cortland, County Health Department Petroleum Bulk Storage Pemiit

Preble Zoning Board of Appeals Area Variance For Signage

Preble Zoning Board of Appeals Special Permit (Retail Gas Outlet)

Preble Zoning Board of Appeals Special Pennit (Restaurants)

Preble Zoning Enforcement Officer Development Pennit (Flood Hazard Area)

NYS Dept. of Agriculture & Markets Agricultural Data Statement Notffication

NYS Office of Parks, Recreation & Historic Cultural Resources Survey

Preservation

i-S

1

SE!CMN -2: -ENYMONMENTA IMPEJQTIEN SIGN T

_SF

IWACTS A. TION -SILR

MEA _ES M_ E IT"A!CTS

1

2.01 LA"q GEOLOGY AND SOILS

A. Environmental Setting

The project site is*located in a very typical valley outwash area which was glacially formed through the stratified deposition of diferent soU and rock materials. The topography of the immediate area surrounding the site is very flat and extends to the castem and westem fin-fits of the valley itself. At the adjacent hiBsides the topography dramatically changes and these hintops are typically 600 to 800 feet lfigher than the valleys below. Within the property and across the fiffi extent of the site (southwest corner to castem boundary), the elevation changes approximately 13 feet, getting lower from west to east. The majority of this vertical change occurs, be~ng at the southwest comer, over the first 200-300 feet at an approximate slope of 3-4%. The balance ofthe site is relatively flat with a minor rise in the northeast comer which then transitions into the extremely level wetlands area which predominates the southeast portion of the site.

As shown on the general Bedrock Geology map in Appendix G, the majority of Cortland County is underlain with the blocky shale and thin-bedded sandstone of the Ithaca formation. At this location, however, you begin to transition into the Genesee, Tuny and Hmfiton formations which cont

some limestone.

The detds of the subsurface geology and sofi conditions at this location would not normally be available, however~ this past fall the United States Geological Survey (USGS) conducted additional field investigations. Included in this work was the installation of a deep monitoring well in the deadend traffic circle on Curric Road, just west of 1-81 and north-northeast of the project site approximately 1000 feet. The results of that drdling indicated that the upper zone is priraarily composed of a sand and gravel mix which begins just below the topsoil and continues to a depth of 69 feet. Beginning at the 50 foot depth, the material tends to contain raore fine sands and less gravel. Below the 69 foot depth the material significantly changes to a thick co -;- sut and clay layer which continues to a depth of approximately 197 feet. From this depth to the bottom of the hole at 3 96 feet, the material is generally a nfix of sfit, clay and very fine swds. A 6 inch steel easing was set at the 396 foot depth into the top of the shale bedrock. It is anticipated that a similar subsurface profile exists at the project site. (See Well Log and Surficial Geology Map in Appendix H). The Surficial Geology Map is from the Finger Lakes Sheet of the Surficial Geologic Map of New York State found in the New York State Geological Survey and was compiled and edited by E. Mufler and D. CadweR in 1986.

Conceming the soils at or.near the surface. the Cortland County Soil Survey provides a comprehensive examination ofthe sods present. As shown in the soils information found in Appendix

1, the site is primady made up of a combination ofboth the Palmyra and Pheips well drained

gravelly

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silt loams. Along the eastem portion of the property, there is a centrally located block ofHomer silt loam which is bordered on both the north and south by an area ofMuck soils. Both ofthese soils are poorly drained and all of the on-site wetiands are located within one of these sofi types. Both the Palniyra and Phelps sod types are gravelly in natura, drain well and.suitable for construction activities. The poorly drained Homer and Muck soils are generally unsuitable for significant construction work. In addition to the information contained in the Sofi Survey, numerous test pits have been explored and logged m* conjunction with data required for the design ofboth the wastewater treatment system and the wetlands nfitigation plan. These test pits (see Appendix J), also verified the soil conditions at the site where the upper topsoiVloam/muck material is underlain by the typical sand and gravel valley outwash.

B. Potential Signiricant Impacts

The potential impacts on the land and soils wifi generally fag into two categories: (1) during construction and (2) after construction. The potential impacts wifi vary in likelihood for each phase and the discussion will note that distinction accordingly.

1 The first potential iinpact is the n*sk of orosion and the possible release of silt and

sediment

into the surrounding watercourses and/or adjacent properties. This impact is more likely to

occur during the construction phase ofthe project due to the exposure of bare soil materials

to precipitation events. Typically these impacts dinlinigh once the completed site has an

established growth of grass and vegetation on all of the disturbed areas. Simflarly, the

completion and functional operation ofthe storm water nwagement systom also signific#ntly

reduces the possibility of additional erosion/sedimentation problems.

2. A second potential impact, that is again primadly associated with the construction phase of

the project, is the overall loss oftopsoil. This iinpact is viewed as normal and typical for any

construefion proj.ect. This impact is . . in that all of the topsofl. removed from the site

wffi be re-used either in other areas ofthe completed site that are to be vegetated/landscaped

or taken offsite for sinfflar purposcs.

3. The final potential impact is that ofpotential contarnination ofthe local sods. This risk would

be present during both the construction phase and after completion. During construction, the

source of the potential impact would be from minor leaks and spills associated with the on

site utilization of heavy construction equipment. Once the site is operational, the sources of

potential contamination changes. One source wfil remain to be the on-site presence of fuel

powered vehicles, i, e., passenger cars, (RVs), and trucks that are utilizing the services ofthe

travel plaza. The actual immediate risk to the sofi is b cause these vehicles will only

travel on impervious paved surfaces. The risk ofimpact is associated with the opportunity for

these contaminants to travel into the local soil regime, which in tum is based on the design

of the storm water management system. The final source of contamination is a possible

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spilMeak associated with the on-site storage ofthe various fuels and additives used at the site.

Whfle this risk may a p-pear to be very high due to the volumes stored (>90,000 gallons), in

reality this source may be the least likely to be the culprit of any incident due to it's technical

design and highly regulated nature. It is also iinportant to know that while the maximum

volume to be stored at any one time is as noted above, there is a perpetual tumover of

petroleum products through the system. Based on the recent total volumes sold at the

Pombroke facility, it is anticipated that approximately 2.5 milhon gallons ofgasoline (208,3 3 3

gallons/month) and 11 mifflon gaflons of diesel (916,667 gallon/nionth) wifi be downloaded

into the buried tanks and then dispensed into vehicles in the course of one year. The

mitigation section to fofiow wifi address all of the risk issues associated with such tanks.

C. Mitigation Measures to Minimize Impacts

A full range of mitigative measures wifi be utflized during both the construction and subsequent operation ofthis facflity. Following the same numeric designation as above, the associated mitigative measures for each are as follows.

1 .The risk of erosion and sedimentation into nearby watercourses and/or adjacent properties

is *immediately and significantly minirnized by the mere flatness of the site. Despite this

iliherent nlitigative feature, a required clernent of the development and design of this site is

the preparation of a coniplete Erosion Control Plan that will specify detailed erosion control

measures that must be impleniented prior to the initial disturbance of the site through the

completed construction. This detailed Soil Erosion Control Plan will be prepared by Flying

S and subniitted to the Town for review and approval during the Site Plan approval phase.

No work will begin prior to its approval by the Town. Elements of this plan wffi include fun

downgradient protection of all adjacent bodies of water, ditches and any land not to be

disturbed. Measures will include extensive lines of silt barrier fencing, tempormy

sedimentation basins, check dams, etc. AJI stockpiled maten' al will be funy encompassed with

silt fencing to linfit the loss of material due to periodic rain events. The final key element

associated with this issue wffi be the use ofa stabilized construction entry drive. This consists

of constructing a single entry/eyit driveway into the site during the construction phase that

is built using a sub-base of gravel topped with a clean graded stone. This designated

driveway * * zes the potential for soil pafficles to be carried off-site onto nearby roadways

as construction vehicles enter and leave the site.

In attempting to provide additional details concerning the Erosion Control Plan that will be developed once the final Site Plan has been established, reference is made to two particular guidance documents. One is tho EPAs Slglm Wat_er ~gernent For Construction &c-tivitigs -Dpv§loi'ng PoMiQn PreventiQR Pigm and B@st M na n ae and the

L-SWeA PI lices

other is the New York Sofi and Water Conservation Society's guidelip-es For 1Lrb_an.Erosion

and Sediment. Coplrol. , Contained within each of these documents is a wealth of detailed

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informafion concerning design criteria, applicability and function that all go into the preparation of a Soil Erosion Control Plan. Each will be utilized in preparing the final Plan for this project.

The selection of pwticular control practices is based on the specifics of the site, the proposed

sequence of work and adherence to achieving five specific design objectives. They are as

follows:

a -Mininfize the amount of disturbed soil

m Prevent runoff from offsite areas from flowing across disturbed areas

a Slow down the runoff flowing across the site

a Remove sediment from onsite runolf before it leaves the site

a Meet or exceed local or State requirenients for sediment and erosion, control

plans

There are both vegetative/stabifization as well as structural measures which wffl be implemented to meet these objectives. Likely vegetative/stabilization measures to be used at this project include temporary and pennanent seeding, mulching and dust control. For structural measures, anticipated features include temporary swales, straw bale dike, silt fencinR., check dams, sediment traps, seditnent basn*i~ n*p-rap slope protection and stabilized construction entrance drive. For some of these itenis i.e., straw bales, silt fence, etc., the placement ofthe feature is strictly based on the grades, the area to be protected and the work being done. For others, like sediment traps and temporary seditnent basins, the feature must not only be propMy located but also sized to function efectively. Once these elements are located, they will be suitably designed and sized in accordance with the various criteria (area drained, etc.), within the aforementioned guidance documents. Exarnples of each are shown in Appendix KK. As mentioned earlier, the completed Erosion Control Plan wifi be subinitted for review and approval by the Town.

In conjunction with each ofthe items discussed is the, essential requirement ofthe continuous maintenance of all of the desedbed measures throughout the construction and subsequent phases. Installed features wfll be routinely inspected, pafticularly following a significarit rain event. A specific Operation and Maintenance Plan will also be prepared in conjunction with the Erosion Control Plan which will detail the particular maintenance practices that will be undertaken during the entire life of the project. This plan wdl also define the O&M requireinents for the permanent storin water management features as weg. An example of an

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O&M Plan can be found within Appendix KK and key tasks are the routine inspections to be conducted weekly and/or after W' rain events, the removal of sediment as required, and the fufi documentation of effi activities. As with the Erosion Control Plan

All of these measures will remain in place unfil the site vegetation is fiffly established and the designed stonn water management system is fully functional. That system, fully discussed in the next section, wfil effectively manage and contain all storm water generated at the site once built. With all of the runoff being directed into a central collect-ion and treatment/detention area, the risk of additional erosion wffi be eliminated.

2. The potential loss of topsofi win be fiffly mitigated by the reuse ofthe material. Reafizing

the

value of such a resource, the project construction wifi fonow the traditional sequence of first

stripping all of the topsofi from the areas designated for construction and stockpiling this

material in a separate area. This topsoil wfil remain on-site and serve as the source for top son

to be spread on afl areas that will ultirnately be grassed, vegetated and/or landscaped. If, as

the project nears completion, a surplus oftopsofi reniains avaflable, local property owners and

contractors wffi be contacted to seek interested parties. In this way, no topsoil will go to

waste.

3. As described earlier, the n:fitigation of any potential contamination to the local sods can be

broken into two distinct time fraines. First is the conditions which will exist during the

construction phase ofthe project. The primary safeguard and mitigative measure associated

with spills/leaks frona the construction vehicles is the continuous maintenance and attention

these vehicles require. With the frequent fuefing, greasing and nearly constant observation

being done on these vehicles by the contractor, any significant leaks, etc. wffi be detected very

quickly and fixed immediately. In today's competitive world,, no contractor can alford to

ignore these types of maintenance issues. Concerning the use of stored fuel on-site, the tank

would be located in a protected area not in the immediate proyimky of the actual

construction. Frequently, the contractor will set a job trailer in an area not to be disturbed,

and locate any temporary fuel storage tanks at that location so as to insure it's protection and

afford a more con~t monitoring. An additional safeguard that will be required and included

in the Pollution Prevention Plan is the orderly and safe handling and storage of all materials

that are used at the site. Ori~ labels wffi be retainod, only required ainounts will be stored

on-site, and small volume items will be stored under a roof or within an enclosure.

Once the site is completed, risk of direct soil co on from vehicles using the site is

significantly reduced due to the fact that these vehicles are only traveling on the paved

impervious surfaces. In addition, it is standard practice for every Flying J Travel Plaza to be

equipped with an on-site emergency response kit to handle minor spdls/leaks that may occur.

(See Appendix K). In the circumstance where the spffi has occurred during the winter and

in fact has impacted some snow, the response would remain the same in that the impacted

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area would be isolated and contained so that the material would be fufiy captured as it melted. If a natural melt did not occur, the snow would be containerized and then removed for disposal. Also, any cont s that renlain on the pavement will be contained through the design of the stonn water management system that wdl coBeet and treat all runolf. A more complete discussion of the rnitigation measures associated with the storm water is provided in the next section conceming potential iinpacts on water resources..

The risks associated with the on-site storage tanks wifi be mitigated in several ways. First and foreniost are the following: (1) storage tank designs have cont* . ed to improve both with regards to structural integrity and the use of inert/nondegradable materials, (2) all ofthe large tanks are buried beneath tho ground and not susceptible to weathering, vandalism, vehicular accidents, etc., (3) the aboveground additive tank is funy surrounded by protective bollards, (4) all tanks will be "state of the aft" with the interstitial space between the two walls of the buried double walled tanks being conantly monitored for any leaks, (5) each tank will include secondary containment to insure no spills/leaks, (6) afl tanks will be monitored so as to msure an immediate response to a leak and finally, (7) the overall installation ofthese tanks wfil fully comply with MI applicable federal, state and local regulations. In addition to all of the technical safeguards, it is important to know that Flying J operates a very neat and orderly facility. Their procedures and record-keeping add an additional level of security to help

. . e the likehhood of any incidents, In conjunction with the tanks, an of the transfer piping to be used is double walled to insure no release. At the fuel dispensing areas, the full overhead canopies again reduce the impacts of inclement weather and the pad area itself at the diesel fuefing canopy is graded to collect any vehicle drippings and minor spills into a trench drain system which is fed into an oil/water separator. Both the water from the separator and the accutnulated oil, will be routinely pumped and hauled away for disposal by a licensed hauler.

2.02 WATER RESOURCES

A. Environmental Setting

Within the bro.ad category ofWater Resources, we have defineated five distinct areas to be

addressed.

They are the following: (1) groundwater, (2) surface water& storm water (3) wetiands,

(4) water supply and (5) wastowater treatment. In koeping with the format ofthis document, we will

first present the existing conditions associated with each and then address the potential impacts and

finally the mitigative measures to be incorporated.

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1. Proundw tq

As is weU known through the area, the project site is located over a designated EPA Sole Source Aquifer which is also a New York State Department ofEnvironmental Conservation Primary Aquifer. These designations are based primarily on a combination of the fofiowing criteria: (1) supplying at least 50% of the drinkinp, water for the identified population, (2) an altemative source of ddnking water would not be available if the aquifer were to be co ed, (3) are vulnerable to contan-fination due to on-going activities, and (4) are highly productive in their yields. See Appendix L for maps and additional infomation.

The key feature of this aquifer is the highly permeable sofi in the upper zone profile which is fuhy saturated with, water. This saturated thickness ofmatefial is perfectly suited as a groundwater source. Throughout the general area it's thickness wdl Ymy, but as noted in Section 2. 0 1, the likely thickness in this particular vi~ is 65 to 70 feet. The recharge of this aquifer is from a combination of the various surface water creeks and tributaries entering the valley, the Tioughnioga River itself and the general surface r'unoff generated on both the valley side slopes and floor. As *identified on the map m Appendix L, the direction of flow of the aquifer in the area of the project site is to the southeast.

2. SudAce...Watgi.@nd- S-tpma, W te ment

L-1

Located within the immediate area of the project is one key suilhee water body, the adjacent freshwater wetland. As indicated on the maps found in Appendix F, the larger wetland area on the east side of Interstate 81 is a designated NYS wetland while the areas on the west side, within the project site, are regulated as federal wotlands. A fiffi discussion of these are found in the next subsection, Item #3. These wetlands are connected to and surround the most significant surface water feature of the area, the Tioughnioga River. This river flows north to south and is part of the Susquehanna River Basin. Within an approximate 1/2 nifle radius of the site there are two man made ponds that were created by simply dredging the native soils. The Tioughnioga River and the nearby wetiands are both used primarily by the local wildlife, and to a limited extent, for human recreational activities such as boating, fishing, etc.

The overall drainage pattem of the area is very simple in that it mimics the overall topography of the area. The adjacont hffisides to the cast and west both drain into the valley which subsequently then continues to follow the load of the Tioughnioga River in draining to the south. As is typical of any area near the River, adjacent lands are subject to periodic flooding. As indicated on both ofthe flood niaps located in Appendix n part of the eastern portion of the project site is located within these potential flood areas. Also included in Appendix M are maps which indicate the existing drainage pattems and areas as well as the flood routes associated with any flood event in the immediate area of the project site. These flood routes are simply the two highway culvert sygtems beneath 1-81

which link the wetiands on the east side of the highway to the smdl wetland area

which presently

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remains on the west side within the project site. One is the culvert beneath the 1-81 southbound onramp directly adjacent to the project site and the other is beneath the 1-81 southbound driving lanes just south of the site adjacent to the Paul and Maureen Knapp property.

As discussed in Section 2,01, there is the potential for erosion and sedimentation during the actual construction of the facility. In its present condition, the site is not susceptible. As mentioned in the Section 2.01 discussion, a complete storm water management system will be designed that will address erosion issues during the construction phase and subsequently the concems of cont naton from runofiF after the facifity is operating. A summwy of the proposed system can be found in Sections 2.01.C.1---and2.02.C.2 which fofiows later in the report. A more detailed discussion and documentation of the proposed design can be found in Appendix N.

3. AQ-fl S

Presently, there is a large (about 300 acre) New York State listed wetland on the ca.5t side of Interstate-81 to the south and cast ofthe Flying J Travel Plaza constructi*on site. This wetland, which is also referred to as the Baltimore Swamp, is now designated as New York State Wetiand Homer- 1 (H0-1)(NYSDEC1985). The Soil Survey of Cortland County (USDA SCS 1961) was pubbshed with soil boundan*es supenmposed on aerial photographs taken in 1955, before the construction of 1-81 (See Figure 4 ofthe report in Appendix 0). This soil map indicated that a portion ofthe wetland that was later designated as HO- 1 in 198 5 may have extended into and sfightly to the west ofthe 1-81 fight-of-way. However, the Soil Survey does not provide data on vegetation and hydrology to determine if wetland conditions existed on or west of the 1-81 fight-of-way. Generally to be designated as a NYS Wetiand, land mugt meet criteria for acreage, vegetation, and soils or hydrology. NYSDEC did not include any land from west of 1-81 as part of HO-1 in 1985.

The U. S. Fish and Wfldlife Service has indicated that there are two National Wetland Inventory (NWI 1995) wetlands on the construction site. These NWI wetiands are in similar areas as the areas of hydric sofis identified by the Soil Survey of CortlandCounty. There are twoTmgers" of muck soil shown in the Soil Survey of Cortl~ County that extend into or near the construction site. One is along the southem boundary ofthe construction site near Wetland A in Appendix F, Figure IA-C and the other extends approximately to the northeast boundary near Wetland C. These areas appeared to be covered with scrub or young trees in the 1955 aefial photo suggesting that they were not being farmed.

The area between these presumod.wetlands was clearly agricultural in the Soil Survey of Cortlmd County aerial photo. Approximately the southem two thirds ofthe eastem boundary ofthe proposed construction site appeared to be agdcultural in 1955. In contrast, at the present time, most of this portion ofthe eastem boundary consists ofa wetland mosaic or wetland along its length (approximate Wetland B in Appendix F, Figure IA-C). Moreover, most of the southeastem wetlands west of 1-81 may be an artifact of construction of the adjacent highway, which may have affected flow from

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sTATEMENT

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intermittent streams draffling the parcel. There are some relatively mature trees in the areas that are

designated NWI Wetlands that may represmt vestigial hedgerows, However, most ofthe rest ofthe

wetland area is donainated by young trees and shrub~scrub, also suggesting that in carher times,

the

central section ofthe wetiand border was not wet, but farmed. All ofthe wetlands on the travel plaza

site west of 1-81 are federally regWated. Interstate-81 lies between the nearby state regulated

wetland, HO-1, located to the~ cast of 1-81 and the travel plaza construction site located to the west

of 1-8 1. The state requires that each of its regulated wotlands be provided with a 100 foot buffer

zone. 1 13ecause the highway right-of-way is between 3 00 and 10000 feet wide, there is no portion

of

HO~1 or its buffer zone that is within or near the travel plaza, construction site.

Frwnentation of wetlands on the west side of 1-81 from HO- 1 hkely reduce their value as wetland habitat. Tffis is because the relatively wide (between 3 00 and 1000 feet) 1-81 right-of-way elfectivoly separates the wetlands to the west of 1-81 from the large and diverse habitats ofHO-1 to the east of 1-81.

A defineation report for the wedands on the Flying J Travel Plaza construction site was sent to the NYSDEC on June 21, 1999 and sent to the U. S. Army Corps ofEngineers (USACOE) on December 22, 1999. A copy of this delineation report is provided in Appendix 0. Four and two-tenths acres of wetland were delineated on the 21 acre site west of 1-8 1, (Figure IA-B). However, as discussed earber, only 1.6 acres wdl be affected by construction. The wetland areas to be affected are identified by the cross-hatched areas of Wetlands A and B in Figure IA-C.

4 a pr iv

As mentioned earlier concerning the groundwater, this aquifer has both a Pffinary and Sole Source designation. It is a proven source ofwater throughout the region with an abundant yield. According to Cortland County Health Department information, at present there are 6 public water supplies located within this general vicinity of the Town of Preble. They are as follows: (1) Preble Water Works, (2) Preble Hotel, (3) Preble Congregational Church/Children's Center, (4) Saulsbury, (5) Mountain View Trailer Park and (6) MeBrides Mobil Home Court.

Of the supplies noted graph, there are three located in the immediate Preble hatfflet area which serve approxiinately 21 homes, 1 hotel, and 1 chfidren's center respectively. For all ofthe other residences and businesses in the hamlet area, they obtain their water via private on-site wefis. It is estimated that approximately 79 homes, 4 businesses, 1 church, 1 municipal building and 1 fire house in the hamlet vicinity are served by private wells. Conceming the present withdrawal rates from the aquifer, the 1978 USGS report on the Homer-Preble, Valley, it was estimated that approximately 1.0 to 1.5 mfilion gallons per day (MGD) are being consumed. the vast majority of which is utilized by the Village of Homer (0. 8 MGD). Later in that same report, it estimated that the valley aquifer could

probably sustain. an additional withdrawal of 5 to 10 MGD without causing a significant decline *

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groundwater levels, as long as the withdrawals were distributed evenly. In the immediate Preble vicinity, the Imal Cortland County Health Department estimated that the combined public and private wefl usage is approximately 111,000 gallons per day.

M shown on the Groundwater Contours map in Appendix L, the proxinlity of the Otisco Valley aquifer to the west and south of the project site, has the impact of creating a more west to east groundwater flow pattem in the area ofthe huffiet. This in tum impficates that the project site would be considered upgradient only to that portion ofPreble Road that is located in the vicinity ofthe 1-8 1 and railroad crossing.

Concerning the issue of the ability of this aquifer to provide an adequate supply of water to the proposed facifity, it is important to real*tze and document the enonnous capacity ofthis water source. Following discussions with the USGS office in Ithaca, it was detemiined that the niost definitive

rmation would be available from the recent test well work completed just north of the site in conjunction with the Song Mountain Ski Area water source, and the water wen investigation work that was completed in the early 1990's for the Vill.age ofHomer, flu-ther to the south. Excerpts from reports for both projects can be found in Appendix QQ, wNch clearly indicate the overabundance ofwater available. Looking first at the Song Mountain information, the range oftransniissivity values indicated are very high (1 00,000's GPD/Foot), which are indicative of an aquifer fonnation which is capable of yielding high volumes of water. Similarly, when calculating the overall specific capacity (pumping capabifity per foot of drawdown), the 1030 gallons per niinute (GPM) with a total drawdown of 21.3 feet yields a specific capacity of 48.4 GPM/Foot. The Homer well data is siniilar and again supports the fact that this aquifer is abundant and available. The specific, capacity based on a pumping rate of 800 GPM and a drawdown of 19 feet is approxiinately 42.1 GPM/Foot. The anticipated yield being proposed for the facifity (50GPM), is only slightly more than the calculated capacity of 1 vertical foot. Based on this inforrnation and simflar discussions with a local well driller famibar with the aquifer, we easily anticipate being able to drill and construct a new well capable of providing a sustained yield of at least 50 GPM with no impact. In comparison to the pumping rates demonstrated by the two other wells described, there should be no problem achieving this goal. In conjunction with this pumping rate, the impact on any neighboring wefts (the nearest being more than 1000 feet away), wfll be essentiafly zero. The drawdowns and recoveiy rates ofthe tested wells and associated observation wells were also very good, again v~g the more than adequate supply of water that moves rapidly through the sand and gravel. formation. At the proposed pumping rate of 50 GPM, which is equivalent to a total daily volunie in excoss of 70,000 gaflons, this could provide wefl above the projected actual usage of approximately 20,000 GPD. The water supply adequacy issue is viewed to have essentially no impact on either the aquifer itself or any nearby wells.

5. W watg TEC1m t

ggp _ _ _ffi

As part of the discussion conceming wastewater treatment, it is iniportant to keep in mind the local groundwater conditions on the site. Wparticular note are the aquifer charactefisties offlow direction

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FLYING j TRAVEL PLAZA DRAF1r ENVIRONMENTAL IMPACT STATEMENT

PREBU NY

(northwest tO southeast) and the location of any downgradient wefts (none in the immediate vicinity). A more detailed discussion of the aquifer can be found in Section 2.02A 1.

Wastewater from the proposed Travel Plaza wifi consist of conunon sanitary wastes generated from the restrooms, kitchen, showers and laundry facilities within the Plaza building, as wefl as the wastewater from the RV dumping station.

Experience at operating sites of this size and type has demonstrated that the following wastewater characteristics can be expected:

Average Flow: 20,000-2 1,000 gpd

Peak Flow: 25,000-26,000 gpd

Peak Hourly: 1,600 gal

M-AXB"

BOD: 360 mg/1 810 mg/1 11 omgli

O&G 60mg/1 133 mg/1 10. 5 mgA

pR 8.20 7.17

TSS: 280mg/1 766 mg/1 74 mg/1

It is proposed to treat this wastewater using septic tanks foflowed by effluent filters and to discharge the treated effluent to disposal trenches on the site for subsurface disposal. The total proposed septic tank capacity is 30,000 gaflons which will provide for at least 24-hours of detention time in the septic tanks at the expected peak flow rate of 26,000 gallons per day. Zabel "A- 100 11 effluent filters win follow the septic tanks to provide additional treatment. The total septic capacity wifi be divided into 5 segments or "~rains" each containing one dual compartment 5000 gallon precast concrete tank and one dual compartinent 1000 gallon precast concrete tank. Each 1000 gallon tank wifi contain two (2) Zabel A- 100 elfluent filters each of wiiich is rated for long term use at a flow of slightly over 3 000 galloris per day.

Filtered septic tank effluent from each treatment'.'traih" wfll be pumped from a separate 1000. gallon effluent pumping chamber through an effluent distribution box to a separate group ofeffiuent disposal trenches sized to adequately distribute the treated wastewater into the soil for percolation into the ground. Effluent pumps will'be set to deliver 100% of the piping volume of the group of effluent disposal trenches during each pumping cycle. This "dosing" of the disposal trenches provides for

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STATEA4ENT

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---1\

more uniform distribution of the effluent throughout the trenches, aflows for resting of the systein

between dosi*ng, system performance. The number and sizes of the disposal trenches

has

been determined ftom extensive soil percolation. testing of the proposed site.

The disposal trenches wifi be constructed using the In-DraW' system by Eljen Corporation. This system employs Ywide by 4'long by T' deep plastic wafer sections to provide increased infiltrative surface area. These wafer sections are bedded in washed concrete sand, and dosed with effluent by C perforated PVC piping. Each trench is a total of 4-fect wide and trenches are spread 8-fect on conter, providing 4-feet of original sofi between adjacent trenches.

This tank and piping arrangement is shown schematically and on a full plan and section with pertinent percolation test data in Appendix P.

B. Potential Signiricant impacts

1 . Groundwater

There are essentieffly two concems for the local groundwater. The first potential impact is whether the installation of a new well at this facility will have a negative impact on the overall yield and recharge ofthe aquifer. This issue is primarfly an evaluation ofthe impact ofwithdrawing a specffied volume ofwater (approximately 20,000 GPD estimated usage), at a particular rate, and subsequently returning that sanie water back into the local groundwater regime via the wastewater treatment facility. The second potential impact is the contamination of the groundwater. There are several potential sources for such an incident. This subsection (#1), wifi be concemed with all of the potential impacts associated with the storage tanks, piping, unloading and dispensing of the fuel products used on-site. Item #2 below will address the potential sources associated with the storm water runolf generated at the facifity, Item #4 will focus on the impacts surrounding the possible contamination of the on-site well itself, and Item #5 will address these same contaniination concerns as they relate to the handfing and treatment of the, wastewater.

2. SUdae

Watgr- and. Storm n

Water. Ma Ag

There are several potential impacts related to the storm water management systeni proposed for this project. First is the possibifity of releasing runoffto the adjacent water courses that is contarninated, be it during the constmction and/or operational phase of the project. Second.is the potential impact of generating an increased volume and rate of runoff from the site due to the development ofthe site. The third impact is the possible increased potential for flooding in the area as a result of the new facifity. The final potential impact is the possible inadequacy of the proposed storm water system during a snow melt event,

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FLYING j TRAVEL PLAZA DRAFr ENVIRONAIENTAL IA4PACT STATEA4ENT

PREBLE NY

3. Aglands

Impacts on wetiands were of primary concem during the process of des' the travel plaza. As discussed in greater detd below, there were at least three iterations of design m order to avoid and minimize the impacts to the wetlands. The final design wiB affect two sections ofwetlands which wffi be developed as parking lot. One of these areas is presently a 'Tmger" of emergent/shrub-scrub wetland (Wetlan-d A, Figure IA-C) along the southem property fine of the site that extends into the uplands. The other area is a section of ash forest and shrub-scrub (Wetland B, figure IA-C) on the east side of the site adjacent to eh 1-81 right-of-way. Since April of 1999, these three distinct developnient altematives are as fonows:

1 . April 1999 Alternative

2. Noveniber 1999 Altemative

3. February 2000 Altemative

These altematives for the Flying J Travel Pla za, for the Preble., NY, site have evolved during discussions with the Town of Preble, the NYSDEC, and Flying J and its consultants in the SEQR process. The November 1999 and February 2000 were developed to avoid and 'ze 'unpacts to wetlands.

The initial proposal ofApril 9, 1999 (April 1999 Alternative), consisted of a proposed Flying J Travel Plaza with a 14,076 square foot building and parking for 122 cars, 17 recreation vehicles (RV's), and 152 tractor trailers. This altemative would involve development of about 19.1 acres of the approximately 21 acre site and would directly =*pact some 3.2 acres of wetlands.

Following initial discussions with the Town and NYSDEC including development and scoping ofthe EIS, the altemative of Noveniber 16, 1999 (November 1999 Alternative) was prepared. The November 1999 Altemative consisted of a proposed Flying J Travel Plaza with a 14,076 square foot building but with parking for only 109 cars, 17 recreation vehicles (RV's), and 13 1 tractor trailers. This altemative would involve development of about 18,5 acres ofthe approximately 21 acre site and avoided impact to one acre ofwetiand in comparison to the November 1999 Altemative so that only 2.2 acres of wetlands would be alfected.

Continued discussions with the Town and NYSDEC that included final scoping ofthe EIS and review by the developer's consultants resulted in the preparation of the February 9, 2000 altemative (February 2000 Alternative), The February 2000 Altemative also consists of a proposed Flying J Travel Plaza with a 14,076 square foot building and parking for 109 cars, 17 recreation vehicles (RVs), and 131 tractor trailers. This alternative would involve developraent of approximately 17.2 acres of the about 21 acre site and W'Ould directly irnpact some 1. 6 acres ofwetlands. This alternative is different form the Noveniber 1999 Alternative in that the construction area along the 1-81 right-of

way and the southem property boundaly was decreased to e *impacts to wetlands, The

portions of wetlands to be affected are shown in Figure IA-C.

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1

1

FLYING j TRAVEL PLAZA DRAFT ENVIRONA4ENTAL 1A4PACT

SrATEAIENT

IPREBLE NY

---1.1

According to the Fobruary 2000 Altemativo, approxiniately 0. 4 acres ofwetland would be filled near the southem edge ofthe property. This section (Wetland A, Figure IA-C) is comprised ofinuck Soils with emergont shrub-scrub rangmg in a mosaic with small upland pockets. Along the castom edge of the property, a 1.2 acre section of green ash forest/shrub scrub wifi be fdled (Wetland B, Figure IA-C). This section is underlain with the n-dneral soil designated Homer. Much of this section is borderfine wetiand, only barely meeting the federal or state criteria. For example, dominant vegetation was often only slightly more*than 50% fac or wetter., and diagnostic mottles often occurred only at depths of 10 inches or more below the soil surface.

The wetland areas -to be directly alTected by construction of the Flying J Travel Plaza are shown as cross-hatched area in Appeiidix F, Figure IA-C. Of the 1.6 acres of wetland affected by the April 2000 Altemative, about 0.4 acres of these wetlands consist of a conibination of emergent forbs, shrub-scrub wetlands, and palustrine forests (Wetiand A, Figure IA-C). The reniaining 1.2 acres consist of a nixture of palustrine hardwood forest and shrub-scrub (Wetland B, Figure IA-C). This section consists ofa mosaic ofwetlands interspersed with uplands, Both ofthese wetland areas will be utifized in the construction of the parking lot. As shown in other parts of this DEIS, unless these 1.6 acres of wetland are utilized for construction of the parking lot, the project is not possible, The value ofthe reniaining 2.6 acres of wetland inay be somewhat reduced by the loss of the adjacent 1 - 6 acres. The true impact wig be the sum of any loss of 1) hydrauhc retention capacity.' 2) habitat for vegetation and wildlife, and 3) chemical fanctions.

Generally, if any wetland area is lost, the hydraulic retention capacity will be reduced. Loss of wetland area also reduces the amount ofwetland habitat for animal and plant species that are adapted to hydric conditions. The complete discussion of this habitat impact can be found in Section 2.04.B (Wildlife - Potential Sigffificant Inipacts).

There are two general wetland types that will be affected by construction ofthe travel plaza. The 0.4 acre wetland "finge?' near the southem property line (Wetland A, Figure IA-C) that will be affected by construction of the parking lot is a mosaic of wetland types with some small islands of upland within its boundazy. Much of Wetland A is underlain with muck (organic) soils and the vegetation is a dxture of =ergent herbs and shrubs, with some trees on more upland islands. Herbs include cattd, marsh inarigold, and sedges.' shrubs are dominated by red-osier dogwood and several wiflows. The shrub species havo multiple stems and the capacity to slow the flow ofwater and trap sediments. Willows can remove metals from ground water. The sedges and other persistent herbs trap sediments and can process and metabolize toxic organic compounds. Sedges and other persistent ernergents, as well as trees, have significant capacity to remove plant nutrients from surface waters.

This wetland section was saturated to the surface in many places in August of 1999. This section has limited storage capacity for water and potential capacity for water purification. Muck soils have the capacity to trap and irmnobflize toxic organic materials. Surface water inputs to this wetland section would currently include drainage of much of the surrounding agricultural field. However, because

this wetland section is near or below the water table, subsurface charging of this section is also

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FLYING j TRAVEL FIAZA DRAFT ENVIRONA4ENTAL IMPACT

SrATEAIENT

PREBLE NY

importarit. Although approximately 0.4 acres of this wetiand type will be alfected by construction, there is at least an equal amount of unaiTected wetlands of siniilar type that wffi remain as a buffer between the parldng lot,and southem edge of the travel plaza property that wfll continue to provide the functions of Wetland A.

The remaining 1.2 acres ofwetlands to be impacted (Wetiand B, Figure IA-C) largely consist ofgreen ash forest/shrub-scrub. This area was only moderately wet with soils and vegetation barely meeting criteria as wetlands. Ash forests (Froxinus) have been shown to be useful for processing plant nutrients. Moreover, trees surrounding the site may be useful in trapping airhome particulate (e.g. from diesel combustion) which may then be processed in the soil and plant roots. Plants and trees, in particular, are also important seasonafty for the reduction in atmospheric carbon dioxide resulting from combustio n~ of petrolculn products. Although approximately 1.2 acres of this wetland wffl be affected by construction of the parking lot, there is almost twice that wnount of unagected wetiands of similar type oast, south, and north ofthe aEccted area that will he a buffer between the travel plaza and 1~81 and will continue the functions of Wetland B.

The important functions of wetlands in tenns of water and habitat quality include (1) storage and

retention of water, (2) processing and retention of water-bome toxins, (3) processing and retention

of air-borne toxins and (4) processing and retention ofnutrients involved in eutrophication.

Although

limited in area, the 0.4 acres of Wetland A potentially has a high capacity for the processing and

retention of toxic substances including hydrocarbons and metals as well as plant nutrients, limited

capacity for the storage of water, and low capacity for conversion of air-borne pollutants. These

functions will continue to occur in the r wotland buger along the southem edge of the

property.

Wetland B would have a medium capacity for the storage of water, a high capacity for the conversion and entrapment ofplant nutrients, and a low capacity for the retention ofwater-bome toxic materials. Because of the limited area and immaturity of many of the trees, the ability of Wetland B to remove air-bome pollutants is relatively low. These functions will continue to occur in the remanung wetiand buffer along the eastem edge of the propoly.

As discussed in Section 2.02.C.2, one ofthe features ofthe travel plaza is that the surface water from the parking lots wifi be passed through a detention basin system with surrounding nw-raade wetlands to remove pollutants. This detention and wetlands system will be constructed on what is currently uplands. The created wotlands wfil provide many of the functions now provided by Wetlands A

and B.

4. Wa Iv

iq S

The potential impact associated with this item concems two distinct issues. First is the potential lack of an adequate supply to serve the fiLcility due to a poor yield within the aquifer. The second relates to the question of possibly having to contend with a contaminated on~site wen and the follow-up

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fLYING j TRAVEL PLAZA DRAFT ENVIRONAIENTAL IMPACT

STAUMENT

PREBIX NY

question of the potential impact on other existinR wells. Based on the groundwater flow direction discussed in Section 2.02A 1, and the project site distance from the hamlet, the hkehhood of acting any down gradient wells is small.

5. 3Mast@Hger TregtW

The potential impacts associated with the on-site handling and treatment ofthe generated wastewater can be sununarized into three categories, all of which are related. The three issues of concem are as follows: (1) the contarnination of the, local aquifer and groundwater, (2) the leakage or accidental digcharge of untreated sewage into the ground or water below, and (3) a SPDES Permit violation by exceeding the prescribed treatment discharge liniits.

1

C. Mitigati.on Measures to Min*mize Impacts.

1 Qlpmndw t

L

The concem for an insufficient recharge of the aquifer as a result of the proposed water withdrawal is of liniited significance due to the wefl documented capabifities ofthis aquifer. The sand and gravel fonnation from which the water wifi be withdrawn wfil see little or no e%ct as a result of pump*

approximately 20,000 gallons per day, which equates to an average flow rate ofjust under 14 GPM. (See discussion in Section 2.02A 1) Nevertheless, there are several mitigative measures that will be employed to insure that there will be no impact. First, with the inclusion of an on-site water storage tank, this will * * * c the extended duration of any pumping that takes place. The well punip Wifi only bo operating when the tank level drops to a certain elevation. Once replenished, the pump will stop and the aquifer wit continue to be recharged. In addition, the local aquifer wifi be continuously recharged through the 'Yecychnj~" of mo: st of the water pumped, in that it will be collected as wastewater, treated and then reintroduced into the aquifer via a subsurface absorption bed system. It is estimated that on the average approximately 5% of the total water pumped will be ""consumed" and not make it's way back into the groundwater. This consumptive use figure 'IS difficult to estimate and was generated following discussions with various Flying J personnel who are familiar with the operations oftheir facilities. A final mitigation that wifi aid in maintaining the aquifer is that significant open areas ofthe site will remain vegetated and permeable, thus continuing to allow all natural precipitation to directly enter the subsurface. By Town Ordinance, the minimum amount ofthis type of`open space" for landscaping etc. is 10 percent, or for this site approximately 2. 1 acres. The proposed site design provides in. excess of 7. 5 acres of open areas which represents approyimately 35% ofthe total site. In conjunction with this, it is irnportant to realize that even the precipitation that is collected as tunolf from the iinproved areas (pavement, buildings, etc.), wifi ultimately be reintroduced into the groundwater once treated via the storm water management system.

2-16

1

FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

STATEMENT

PREBLE NY

Conceriling the potential impact on the groundwater firom the petrolcuni fuel products stored and used on-site, the design and operation of the facifity will incorporate numerous safeguards and systems to prevent this from occurring. As such, a wide range ofmitigative measures wfll be adopted which wfil fully minimize the potential for any spill incident. First, as an overriding mitigative ineasure, it is essential to know that all of these'installations are fully regulatod and will be instafled in full compliance with all applicable codes and ~dards, Second, Flying J ~ations utffiu only top quality, "state of the art" equipment. With the long tenn commitment to locating and operating sites across the nation, Flying J is well aware of the cost effectiveness of spending the '.up front" dollars on qualky materials and equipment.

More spocifically, all of the tanks and piping to be used at the facility are either double-wafled or include a secondary containment system. What this siniply nicans is that if the pfimary tank shell or

1irm holding/transferring the product were to break or leak, the wwndary or second wall ofthe unit IP -

would be in place to contain any such leaks. With buriedtanks, this void or interstitial space between the primary and secondwy tank walls is continuously inonitored for such leakage. If this were to occur, the alann would be triggered thus notifijing the operator of a problem. Immediate assessment and remedial actions would be undertaken so that no spfil would occur. This would include a complete shutdown of the leabng tank, anevaluation of the type or cause of the problem and, if necesswy, a caft to the Emergency Response Teean to immediately empty the tank so it could be repaired and/or replaced. See Appendix Q for additional information about the leak detection system.

In conjunction with the above discussion is the need for a groundwater monitoring progrwn as part of the spilbleak prevention system. As is typical of all new Flying J facilities, the entire buried tank farm win be routinely assessed through four (4) groundwater monitoring wells located just off of the four corners of the tank farm area. These wefis area routinely checked and bailed so that a visual evaluation of the groundwater can be conducted. (See Appendix Q for additional data). The Site Plan drawing in Appendix C indicates the approxiniate location for each wen and a typical detail of the wen itself can be found in Appendix Q. Also included in Appendix Q are momorandums from the head of the Flying J EPA Comphance division which give an in-depth discussion and description of the various procedures and features associated with protecting the site from any environrnental hann. It is also very important to review the detailed documentation that is associated with this EPA Compliance aspect of the Flying J operation. Appendix DD includes a sample copy of the EPA Manual which clearly demonstrates Flying Js conunitment to protecting the environment.

2. Sprface Wa r od Stonn W ter ManaR~e t

tp - __A_

In attempting to mitigate the various' potential inipacts described carher, the overall measure that will fufiy address these issues and insure a safe set of conditions is the development and implementation of a comprehensive stom water nmagement system. This feature of the project is a required

element which must be funy reviewed and approved by the various regulatory agencies involved as

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FLYING j TRAVEL PLAZA DRAFT ENVIRONAIENTAL IMPACT

STATEMENT

PREBLE NY

weft as the Town of Preble through its engineer. Prior to describing the overall proposed systeni, noted below are some of the specific mitigative measures that wfil be undertaken to address these concems.

a During both the construcfion and operation of the site, fully implement all necesswy

sofi erosion and sediment control techniques to prevent erosion and any migration of

same into either adjacent water courses or properties.

a Develop and implement a complete Operation and Maintenance Plan to include

recoinmended schedules of inspection and maintenance that will insure the continued

egectiveness of the operating systeni.

a Design and construct the proposed stom water management system to properly

handle the iticreased rate and volume of runoff, suitably detain this water so as to

properly treat it for cont renioval, and subsequently release it back into the

natural adjacent watercourse at a rate no greater than it presently does.

a Cofiect afl runoff so that no stonn water *is discharged directly to any surface water

without proper treatrnent and detention.

a Provide priman*ly a collection system which does not include any subsurface

structures and/or piping so as to sigm'ficantly reduce any risk of failure of a buried

item which in turn could release untreated runoff directly into the subsurface.

a Remove from the site excessive quantities of accumulated snow so as to avoid a

significant surge of runog as the result of a rapid thaw/precipitation event,

When addressing the issue of stonn water management, it typically is broken down into two phases. First is the construction phase and then ultimately the operational phase. Dudng the construction phase the key concom is the on-going potential for sofi erosion since typically the disturbed condition of the site exposes significant areas of native soils without the protection of some form of surface vogetation. This condition exists for any con~ction project site and many egective mmmres have been developed to address these concems, Realizing that the construction phase is pr*unarily an issue of sofi erosion, the discussion of mitigative measures has been included in Section 2. 0 1. C. 1, which inore appropriately focuses on the Land, Geology and Soils.

The two major components of the proposed perrnanent stotin water tuagement system are the

collection system and the treatment/detention system. Concerning the collection systen~, all of the

surface water runog that develops on the site will be properly collected and e , In the case

of the rooftop of the main building and the fueling area canopy tops, this water will never be in

contact with potential contaminants and, as is typically done, it wifi kept separate from the rem * *

runoffgenerated,.at the site. Being glean water, this rooftop runoff wfil be hard piped and

transported

into on-site buried drywells located beneath two distinct landscaped areas. The canopy drainage

will

be directed to drywells located adjacent to Route 281 in the "green space" between the car/RV

driveway and the truck entry drive. For the bufiding roof runoff, this water will be taken to drywells

2~18

FLYING j -MAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

STA1TAIENT

PREBIX NY

nw the building. This reintroduction of clean water will not only aid in reducing the overall amount of runog to be treated, it will also allow for the direct recharge of the aquifer, a concern associated with the development of the on-site water supply.

The use of drywefis for injection of non-contaminated storm water runoff (building roofs, canopies, lawn areas) into highly permeable gravel outwash soils has long been a practice in Cortland County. The Palmyra and Phelps soils found on the subject site are particularly wen sWted for this method of runoff control, as soil percolation rates in these soils are typically less than 1 minute for a one inch fall. The Cortland County S OA Survey lists the permeability of these soils in the 5 - 10 inches per hour range, which, based on actual past field measurements, is very conservative. In the design of runoff control systems using drywells for disposal, the design engineer typicdy selects an "average" storin water event (say a 5 or a 10 year stom interval), and then base the number and size of the drywons needed on the volume of the water to be handled, unsaturated depth of soil to be utdized, percolation rates, and annulus size around the drywell. The volume of the drywell and s are first assumed to be.the immediate capacity, less the percolation rate over the duration (concentration time) of the storm event. If a longer storm interval (with the associated higher runoff volume) is required, then more drywells can be installed andlor some additional surface storage provided, such as a small depression or "ponding are&' above where the drywell is located. This way, any excess storm water can be held until the runoff is irffiltrated through the system. In wooded or other areas where signfficant organic matter deposition is possible, catch basins or other in-fine "traps" may be utilized to keep foreign matter from entering the drywell system and gradually slowing down infiltration pca-.ivrrnance. For design purposes, a high average percolation rate is used to estimate perfo~ce over the life ofthe installation where good maintenance wfll be practiced. If little or no maintenance of the disposal facilities are anticipated, then slower sofi percolation rates should be used. For the Flying J Travel Plaza site, a conservative 4 iffinutes/inch (15 inches per hour) is projected, which win be field-verified with actual percolation tests at various depths. Only roof drainage and runolf from lawrOandscaping areas will be handled in this manner, as diiTerent runoff control/treatment schemes are plamed for fuel dispensing and parking areas.

On the paved surface at the truck fuebg area, an additional safeguard is included in that the runoff ofthat inimediate area is collected into a separate trench drain which extends the length ofthe canopy

. transports this water to an oillwater separator (OWS). The trench drain piping is pennanently comected to the OWS and og pavement wash-downs and storm runoff frorn the diesel fueling area wdl be directed into this trench drain. In addition, the OWS is also constructed and valved to accept all ofthe runofffrom the designated fuel farm area during either a fuel offloading from a tanker truck or a fuel farm powerwash cleaning. When either of these events occur, there wiR be a valve associated with the drainage structure at the fuel fann that will b.e opened to allow all of the runoff/drippings to be directed into the OWS tank. Once the off load and/or powerwash is completed, this valve is clos6d and the nonnal surface runog of the area is directed into the surface

drainage pattems of the immediate vicinity. This separator will collect and separate the water from

2-19

1

FLYING j TRAVEL P~ DRAFT ENVIRONMENTAL IMPACT

STATEMENT

PREDLE NY

any petroleum cont * s which may have spilled. The water and oil products periodically will be pumped out and removed for proper disposal. For additional detafis, a copy of the OWS Operations and Maintenance Manual can he found in Appendix SS.

For the balance (majority) of the on-site runoff, dl of water generated on the improved areas will be collected by means of the grading plan for the site. As shown on the proposed Site Plan in Appendix C, the overall drainage pattern for the site win be eom the west to tho east, ultimately tenninating at the Extended Detention Pond at the easternmost Emit of the property. All of the water will be conveyed via varying sheet drainage pattems, with no subsurface structures or piping being proposed. The largest area, -and majority of the truck parking lot, wi*ll drain off of the pavement into a combination grassy and rip-rap swale, which enhances any required treatment, adjacent to the truck scale. This swale, which win be properly engineered to handle the volume anticipated, then continues northeasterly through a rip-rap sediment trap just prior to entefing the top stage area ofthe Extended Detention Pond. For the remaining and casternn-iost portion of the truck parking lot, the sheet drainage conects into a short swale and rip-rap sediment trap which again enters into the top stage area of the proposed extended detention pond. For the runoff generated within the car/RV parking lot area, this water is directed to two outlet points along the eastern curb line ofthe lot, which in tum conveys the runoff into yet another rip-rap sediment trap and swale configuration. All of the initial flow from the paved surfaces will be channeled through rip-rap sediment traps just prior to entering the pond system. These traps win serve as the "first line of defens6" for the surface storm water. Through these traps the water will receive its first ".cleansing treatmenf ` by dissipating the velocity ofthe flow and having the sediment and any contaminants be conected within a lined collection area. The water will then proceed through the "upper lever' of the pond systern via rip-rap channels that win direct the flow into the lower stage. These channels will again aid in removing sediment/cont * s along the way prior to reaching the final detention area of the pond system.

The treatment/detention pond stru~e designed for the project will provide. the final element of the overall system. The pond itself will be a two staged (levels) structure which wfil provide the opportunity for treatment and sediment removal. As recoiiniiended and described * numerous design docutnents, the pond treatment system to be built at tffis site vvill serve numerous key functions. They are as follows:

a) Fully capture and detain the 'Twst flusW" (first W' of an event), so as to insure the

proper treatment of the water most likely to carry the greatest amount of

cont n-finants.

b) Provide extended detent'lon for all storm water so as to ma~dniize the opportunity for

sediment and contaminant renloval.

c) Provide adequate storage capacity to fully detain up to a nuodmum 50 year stortn

event,

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1

FLYING j TRAVEL PIAZA DRAFT ENVIRONMENTAL IAIPACT

STATEMENT

PREBLE NY

d) cc. the removal of sediment and cont * s by channefing the incoming water

through an upper pond stage (level) prior to entering the lower stage ftom which the

water will ultirnately be released.

e), Provide a release mechanism which limfts the discharge rate to a max'unum equal to

the maximum runoff rate from the site prior to constructing the facfiity.

As indicated on the Site Plati, the pond area will be constructed by regrading and building a suitable emb~ent that will contain the runog as described above. By properly engineering the design of the pond systeni, the risk of any flooding ofthe site itselfis eliminated. As required and noted above, the extended detontion pond system will be sized to fully handle the runoff generated by a 50 year storni event. The lower stage area wfil be fufiy lined with an impermeable synthetic liner so as insure that particularly the '%rst flush" volwne of water will settle out it's cont s and sedinient in an area that wffi prevent any contact with the local soils and groundwater. In the upper stage area where the runofffirst enters, each point of entry will provide a funy lined sediment trap which incorporates a graded stone rip-rap. After passing through the trap, the water will fofiow a fined channel ofrip-rap which wig carry the flow into the lower stage area for final settling and "polishing". The entire upper stage area wdl be graded to drain into the fined lower area. During the majority of the storm events which will take place, the upper area will not be ponded, but ' ly serve as the first treatment area.

simp

The final release of the treated water will be through an outlet device near the bottom of the lower

stage area. This device would be designed to Iiinit the release discharge rate to the pre-development

value by installing a discharge pipe from the structure that is sized to allow up to a

flo

w

rate ( cubic feet per socond - cfs), wffich is equal to or less than the existing (pre-development) rate

of discharge. By doing so, which is a required element of the design, the risk of creating a flooding

condition off-site is ~ated since no greater amount of runolf would be entering the existing

surface water system than does at this time. Due to its important role, it will also be designed for

easy access and maintenance. As shown in Appen: dix N, the outlet structure wffi consist of a

precast

concrete structure designed and constructed so that water leaving the pond will not be drawn from

the surface thus elin-iinating the possibfiity of any release of surface cont mm*ants which may be

present. This design will be the final ft~ance of protecting the adjacent water bodies. Similar to

a septic type arrangement, the"inleC into the structure and tho sanitary tee wffi insure that only

clean

water will be discharged. By housing these elements within a concrete structure they can be easily

visually inspected and properly maintained.

The design of the systein will be based on some basic criteria as set forth by the NYS Department

of

Transportation (DOT), who has jurisdiction due to the proxin-fity of the 1-81 drainage system

which

they oversee. Having met with Mr. Peter Testa of the Department, we have established, that the

design wfil be based on a storm event frequency of 50 years. It was also agreed that the

incoming runogthrough the culverts from the field opposite the site and beneath Route 281 just

prior

to the southbound on-ramp would not be considered as part of the analysis since it is, and would

continue to be, chameled into the perimeter ROW ditch just outside the north and east property

boundary. There will be no change to this system and that water would continue to ultimately

makes

its way through the culvert beneath the southbound on-ramp itself. The area of the site that wiR be

2-21

FLYING j TRAVEL PIAZA DRAFT ENVIRONMENTAL IMPACT

STATEMENT

PREBLE NY

---11,

disturbed presently drains in a more easterly and southerly direction into the 1-81 ditch paralleling the southbound lane which carries the water through a di culvert further south of the site itself. The breakpoint for water travefing north to the on-rwnp culvert or south to the southbound lane culvert is located approximately directly opposite the proposed lower stage pond area. Consequently, an agreement was reached with the DOT that any release ofwater ftom the Extended Detention Pond wfll be directed to the south, so as to mimic the existing conditions. As shown on the diagranis found . Appendix N, once any and aft of this water flows easterly and passes beneath 1-81 it wifi inix into the large body of water associated with the existing NYS Wetiand HO- 1.

Preliminary design- calculations have been run utilizing the Eagle Point software based on the TR-

5 5

design approach. While realizing that the information generated is preliminary, it does provide a

guidance as to the approtmate size required for the detention pond, the runoffdischarge

rate based on the pre-development conditions, and the estiniated runofF rate that wifi be generated

once the facility is completed. The key results of theso calculations are as fonows:

a Pre-development runofF rate = 10 efs (cubic feet per second)

a Post-development runoff rate = 58 cfs

a Detention pond volume = 2 acre-feet

In addressing the concem for excessive runofFresulting from accumulated snow at the site, the facifity will be operated such that all snowfall is routinely plowed offofthe paved surfaces onto the adjacent vegetated areas. As is typical of all parking lots in this chmate, it is essential to niaintain a clear paved area in anticipation of the next snow event. Under the conditions described above, with pavenient clear of snow, any sudden thaw and rain event would not impact the storin water management system because the accumulated snow would be located olfthe pavement and consequently would melt and runotT into the native soils where it is piled. In the event, however, that due to excessive amounts of snow the paved areas cannot be kept clear, the facility will iately have the snow removal contractor bring in equipment to load and haul the "extrW~ snow of-site. This work would only be done during daylight hours so as to . . . e any noise impacts and the likely equipment used would be a front end loader and dump trucks.

The final mitigative measure concerning surface waters is the required modifications that will insure that no impact wW result from the padial fiffing of existing areas that are presently located within the 100 year flood plain. As seen on the Site Plan, a portion of the truck parking lot in the southeast comer ofthe site and part ofthe proposed Detention Pond will be constructed within the approximate hmits of the flood plain. The entire area impacted is estimated to be slightly less than 1. acre in size. The mitigation of this impact will be in the construction of the proposed new wetlands just east of 1-81, where the existing land (not presently within the 100 year flood plain) on that site will be excavated to create the new wetlands and consequently also the '~replacemenf' flood plain area for the area filled on the west side. The newly croated wetlands area (approxhutely 3. 5 acres), on the

east will significantly exceed the 1 acre being removed from the flood plain on the west side of 1-8

1.

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In the event of a flood, the newly created flood plain area on the cast side of 1-81 wffl be inundated first as the flood progresses westerly away from the river. This additional storag'e area will niore than coropensate for the lost storage on the west (project) side.

3. WAI

Flying J submitted a Joint Applicationfor Permit to disturb wetlands to the USACOE on March 2,

2000, to be distiibuted to the NYSDEC and other appropliate agencies. This pennit appheation has

been included as Appendix R. It includes a comprehens*lve discussion of the egorts made by the

applicant to avoid afFocfing wetlands, to the egects on wetlands, and to mitigate for any

acts.

In fulfilhnent of the requirements of NYSDEC and the USACOE, Flying J has proposed utifizing an approximately 8 acre parcel of land on the cast side of 1-8 1 to iffitigate for disturbance of approximately 1.6 acres of wetland on the construction site. Flying J has prepared a wetland delineation report for the mitigation site that was sent to the NYSDEC and USACOE on December 22, 1999. A copy ofthis delineation report is included as Appendix S. Out ofthe 8 acres at this site, there are approxirnately 3. 5 acres of upland habitat and 4. 5 acres of wetland habitat available for mitigation. The results ofthis delineation are shown in Figure IA-D. At the present time, this upland habitat located on the northern portion ofthis parcel is a successional oldfield con ~t r, iunity dominated by upland goldenrods and other forbs. The wetland habitat, located on the southem portion of the 8 acre parcel is a small portion of the NYS Wetland HO-1.

The major element in the Joint Appl"tionfor Pennit is the Mtigation Plan. Flying J has proposed using the 3. 5 acres of upland immediately to the east of 1-8 1 as rnitigation for the fiffing of 1. 6. acres of land on the construction site. The proposed wotland nlitigation rite is located on approximately 8-acres of land that is a portion of the Flying J parcel but was separated from the west by the 1-81 right-of-way at the time of construction of the Interstate Highway. The property site is roughly rectangular in shape and is located between thejunction ofRoute 281 to the north, 1-81 and the 1-81 northbound exit ramp to the west, familand to the cast, and New York State Wetiand, HO- 1, to the south. The northern portion of the property consists of approximately 3.5 acres of successional upland fields with trees on the westem and southern pedphery. The field to the east is in active agficulture, and corn was cultivated in 1999. To the south, the remaining 4.5 acres consist of a forested swamp that is dominated by red maple (Acer rubrum), green ash (Fraxinuspensylvanicum), speckled alder (Alnus rugosa), and wetiand herbs and shrubs. These 4.5 acres are a relatively small portion (about 1 0/o) of Wetiand HO~ 1.

It is the intent of Flying J to use the parcel east of 1-81 to meet its obligations for mitigation for disturbance ofwetland. Flying J proposes to construct a mitigation wetland and associated buffbr on the northem 3.5 acres of upland, as described in the Mtigation Plan that is part of the Permit

Apphcation. The entire 8 acre site east of 1-8 1, including the southem 4.5 acres ofwetlands, wfll be

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protected by deed restriction. The deed restriction is proposed to be forward looking in that it. will aJlow for the potential incorporafion ofthe parcel into a larger protected property for natural resource purposes. Since a portion ofthis 8 acre parcel is part ofthe New York State Wetland [H01, a large (ahnost 300 acres) and valuable wetland associated with the Tioghnioga River], the potential exists for such a large protected area.

This Mitigation Plan submitted to the agencies is in a draft form in order to allow their input into the final Plan. Although it is based on preliminary discussions with the USACOE and NYSDEC, it is expected that the plan wiR evolve as further discussions proceed and other agencies provide input. Greater detail wdl be provided regarding plantings, construction methods, and effective methods for nfi * * * *impacts on the surrounding habitat and wildlife.

As described in the Mtigafion Plan, the created wetiand will be graded to provide three primary levels for developnient as wetland (Appendix F, Figure IA-E). These primary wetland types are expected to intergrade in the created wetland. The lowest and smallest level is expected to provide open water during wet seasons and sods saturated at or near the surface during dry seasons, except during extreme drought. This level will provide shallow niarsh habitat. The rniddle level is expected to be periodically, seasonally inundated and provide for a transition between the lowest and highest level ofthe created wetland. The soils at this location will be saturated to or above the surface during the wet seasons and during at least a month of the growing season. This level will provide for a wet tneadow zone. The highest level of the created wetland will be rarely flooded but wifi meet critefia for wetiand hydrology in that soils within the top twelve inches wdl be saturated for at least a month during the growmg season. This level wdl provide low prairie zone habitat and provide for a transition between the created wetland and the contiguous open hedgerow buffer and border with adjacent areas. The wetlands and border will occupy the 3. 5 acres of available upland on the 8 acre parcel on the cast side of 1-81 site. This constructed wetland and border wdl provide mitigation for habitat loss, chemical function, and change in hydrology associated with construction on the west side Of 1-81.

One of the wetland functions to be lost by the filfing of wetlands and paving of the Flying J Travel Plaz site is loss of hydraulic retention capacity. This function will be designed into the Flying J Travel Plaza storm water detention system as described. in Section 2.02.B .2, above. The stom water detention system will protect downstrealn areas including a portion of NYS Wetland HO-1 by providing a catchment area for pollutants such as sediment and associated materials frorn the paved surfaces. In addition, the extended detention bas*in is designed to rnimic the existing natural hydrology ofthe site by releasing the runofF at a rate no greater that it does now. Hydraulic retention capacity will also be rnitigated for on.the wetland rnitigation site by adding the lost capacity back into the newly created wetland.

A discussion regarding limiting the extent of disruption during the construction phase is provided

in

the Mtigation Plan. This plan is based on best management practices and wffi evolve with

discussions

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A construction linfit "snoV' fence wffi be employed to keep equipment out of adjacent "protected" habitat.

Eniploying hay bales and silt fence to prevent runog from the construction site from entering the existing wetland wifi protect the downstream HO-1.

Erosion. control will be employed at the transitions to habitats on the east, west, north, and south by methods that may include:

Short and long term planting inulching straw bales and sfit fencing to prevent erosion

4. W4ter,SMpjRly

To mitigate the potential irnpacts mentioned above, a number of measures will be employed. First, with regard. to . mng an adequate supply of water, the utilization of an on-site water storage tank and the inclusion of significant open spaces wifi both significantly aid in providing ample opportunity for the aquifer to properly recharge. (See Section 2.02. C. 1 above for a more complete discussion). Also, in conjunction with the recharge, every effort to conserve w'ater will be niade including the use ofwater saving devices and fixtures in the building. The specific fixtures within the building that meet and/or exceed the requirements ofthe Unifonn Plumbing Code are the water closet and urinal flush valves (Sloan Regal - 1.6 and 1.5 GPF), lavatory and hand sink faucets (Symmons Symmetrix - 2.0 GPM), and the shower heads (Symnions T troc - 2. 5 GPM).

Again, and as discussed in 2.02. C. 1, the risk of contamination will be mitigated through the use of the latest technology and equipment for all those products and materials that represent a risk to the

water supply. This is p&rticula:rly true for the buried fuel storage tanks which will be in double walled tanks that are continuously monitored for leakage.

It is important to make note of the fact that the development of a new water supply for this project is fully regulated and is subject to the review and approval of the Cortland County Health Departraent. Both the 10 State Standards and NYS Sanitwy Code Part 5 regulations apply to such a proposal. As required and defined within the Code, this facility wfll be designated as a nontransient, non-community pubhc water supply.' The key elements of obtaining approval for such a water source wffi be the review and approval of the following:

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1 -11

Complete design drawings and specifications

Comprehensive pump test information and documentation

Baseline water quality analysis

Water Supply Emergency Plan (possibly required)

Once operating, this type of facility will be required to conduct routine monitoiing through a variety of required analytical tests. All ofthe results wifi be submitted for review by the Health Department.

5. W4stemLater im~

There are several interrelated nitigative tneasures that will be incorporated into the project that will si cantly minimize any of the potential impacts previously described. Each ofthe items discussed below will contribute towards achieving that goal.

The design and installation ofthe proposed wastewater treatment system will only be completed after a comprehensive review and approval process with both the New York State Department of Environmental Conservation and the Cortland County Health Depwtment. Once approved, the NYSDEC will permit the design to be implemented. The final SPDES Pernfit issued by the NYSDEC for the discharge of treated wastewater effluent to the subsurface will contain effluent limits and monitoring requirements. Based on discussions with NYS DEC Region 7 Environmental Quality Office in Syracuse this facility will be required to remain in compliance with the following requirements:

1) Average day flow will not be permitted to exceed 2 1,000 gaflons.

2) PH must be mainta*ined in the range of 6.5 to 8. S.

3) Nitrates must not exceed 20 nlilligrams per liter of effluent.

4) MBAS (surfactant) must not exceed 1 miffigram per liter of effluent.

As designed, the proposed treatment system consisting of septic tanks and eftluent filters will produce an eftluent complying with the applicable limits. Septic tank effluent without filtration ordinarily contains less than 1 mifligrun per liter ofnitrates . Routine monitoring and reporting ofresults to NYS DEC (and/or the Cortland County Health Department) will be required as a continuing check on this efiluent quality.

Concerning the issue of compliance with the 1 mg/1 MBAS requirement, in April 2000 an initial sample of wastewater discharges fl-om a sinfilar Flying J Travel Plaza indicated that the MBAS lin-dt would be achieved through the proposed septic tank and effluent filtration system. More recent sainpling, however, conducted between June 5 - 9, 2000, indicated that the 1 mg/1 Ernit on NBAS

ght periodicdy be exceeded. To insure that this limit will be met, two avenues of infonnation are being researched. They are as follows:

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1. Requests for information on laundry, dishwashing and other detergents have been

forwarded to Proctor & Gamble and to Colgate-Palmobve. Detergents which result in

the lowest possible MBAS concentrations in the wastewater from these activities will be

selected for use at the Preble facifity.

2. Investigation into the pre-treatment of the waste strearn from the laundry facilities

consisting of lint removal/screening followed by activated carbon absorption. A system

of this type will be installed, if needed, to reduce the MBAS concentration of the

wastewater influent to the septic tanks. Should further pre-treatment be needed, the

waste stream from the kitchen dishwasher and cleaning sink will also be pre-treated in this

nner.

As previously discussed, treated wastewater win be discharged to the subsurface over an area and at a rate detemlined by extensive soil percolation testing. In addition to this percolation tost*ng, groundwater levels in the proposed subsurface disposal area have been monitored over the last year. All disposal trenches will be installed at depths which result in at least two feet of original soil being present between the bottoms of the disposal trenches and the seasonally high groundwater level. Installation of the subsurface trenches in this manner will provide for additional removals of pathogens and nutrients in the soil, protecting the groundwater fromcont ---don.

Wastewater from the Travel Plaza main budding and RV dumping station wffi be transferred in tum to the wastewater pumping station, the wastewater distribution box, septic tanks, offluent pumping chambers and effluent distribution boxes in sofid piping with watertightjoints. The pumping stations,, septic tank and distribution boxes will be watertight reinforced concrete structures. Only treated effluent suitable for subsurface disposal will be introduced into the ground at this facility.

2.03 AIRRESOURCES

A. Environmental Setting

Detailed cliniatic infonnation specific to the proposed project site is not available. However, an overall assessment of the area can be described. As would be typical for the reg*ion, the project site is subject to all of the variations of climatic conditions that are experienced in the area. That includes extreme temperature variations froin summertime highs approaching 100 degrees (F) to winter lows of 3 0 degrees below zero. The winds in the area are primarily from the north and west but at tirnes can be otherwise. The precipitation totals for the region are typically around 40 inches for the year. As would be expected, being a ~alley site, fog conditions can occur as well as an occasional temperature inversion.

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-4-1.

Certainly the primary existing source of air pollution in the project area is the existing traffic along

the two highways adjacent to the site, i.e., Interstate 81 and Route 281. With the constant flow of

vehicles along these roads, the ' air quality of the vicinity has already been impacted. The other

existing factor impacting the local air quality is the presence of manure from the local dairy

fams and the spreading of this manure on the agdcultural fields within the valley area. At timesY

the odor from said spreading operations can be significantly more noticeable than the vehicular exhaust odors generated by the highway traffic.

Conceming the most sensitive receptors within the area that may be affected by the quality ofthe air resources, they can simply be categorized as either the surrounding natural setting of land, water and vegetation and the human setting o,f people living and working in the area. More specifically, the most sensitive natural surrounding conditions unique or in immediate proximity ofthe project site are the adjacent wetlands and the nearby agdcultural land. Concerning nearby people. the closest are the residencesjust west and north ofthe site along Song Lake Road and Cum*e Road and the work force at the Paul Bunyan facifity just north and east of the project site. Due to the predominant northwesterly prevailing winds, the primary receptors are the wetlands and agricultural lands just east and south of the proposed facility.

B. Potential Siguiricant Impacts

A wide range of potential inipacts have been identffied relative to air resources. An item by item list is as follows:

1 . The creation and nuisance associated with flagitive dust that may be generated during both

the construction phase as wen as the springtime cleanup of the site.

2. The odors that may be generated by any ofthe following: building exhaust fans, collected

and stored solid waste/refuse, sewage treatment system and subsurface absorption beds,

and vehicle exhaust systems.

3. The possible increase in carbon monoxide levels.

4. The possible settling out ofpafticulates onto nearby properties, wetiands and agdcultural

fields.

5. The generation of additional air pollutants from potential future sources that may result

from the development of this project.

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C. Mitigation Measures to Minimize Impacts

The mitigation of the various potential impacts identified above wifi take many forms. The one overriding mitigative measure that is already in place is the existing prevailing wind direction from the north and west. As such, any potential impacts wiB be primarfly focused on either the 1-81 highway, the wetlands andlor the agricultural land just south ofthe site which wffi never be developed for any purpose other than agricultural use. The following discussion will be focused on the specffic measures to be implemented and whether some of these identffied impacts wfll in fact occur.

The creation of nuisance fugitive dust is inevitable during any construction project. To c any negative impact, proper and standard construction practices will be used. These include the periodic watering of dusty on-site travel routes during dry conditions, the construction and utflization of a designated construction entrance that will minimize any soil being cam*ed onto adjacent roads by construction vehicles leaving the site and the cessation of earthwork activities during particularly dry and high wind conditions ifthe generation ofsuch dust could potentially impact the nearby residences to the west and north. Conceming any springtime cleanup, * * ifany dust would be created since the cleanup of the parldng areas, if needed, would certainly be done by heavy machinery (street sweepers), all of which utifize an on-board watering system which eliminates any dust. For smaller areas that may be cleaned, typically this would be done by hosing the area down, thus again eliminating any dust.

Concerning odor control, a key design element that plays a major role in mitigating any potential

odors is the Site Plan design itself. By concentrating the core activity area in and around the main

bufiding and by locating the building as far away as possible on the site from the residences along

both

Song Lake Road and Cunie Road, the potential impact of any of the odors generated in that area

(building exhausts - heating/ventilating, kitchen;:refuse storage; and vehicle exhaust from the

fueling

and parlcing areas), win be significantly * * ' ed. More specifically, the heating and ventilation

equipment for the building will be units whose exhaust primarily provides clean air exchanges as

required by the building code. There is essentially no odor. From the Idtchen areas, the exhaust

hoods do remove the odors generated by the cooked food, and they typically include some form of

filtration so as to remove any grease particles. This filtration will aid in odor. As a

matter of routine maintenance, the filter systems on these exhaust fans are mspected and cleaned so

as to insure their proper functioning. For potential refuse odors, the key mitigative mmure, other

than locating the storage bins behind the building, is to keep the general area clean so that "old"

solid

waste does not accumulate, keep the lids on all containers shut, and estabbsh a routine pick-up

schedule with a refuse hauler so as to insure that no waste will remain on-site more than a few

days.

Vehicle exhaust odors present an interesting circumstance in that these same vehicles are

already

traveling tbrough this location. As such, the key nlitigative measure is * to allow these vehicles

to

fteely move into and out of the facifity without delay. The major improvement (mitigative

measure),

that wfll accomplish this goal is the significant reconstruction of a portion of NYS Route 281

along

the project frontage that will be undertaken by Flying J. The creation of a turning lane to

reduce

congestion and traffic delays will play a significant role in allowing users to enter and leave the

site

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easily. (For additional details, see Appendix T, Traffic Impact Study). In addition, the site design also fosters minimal delay times in that the entrances for trucks and cars/RV's are separate, thus reducing confusion and potential confficts. Directly related to this question of exhaust odor is the p,otential for increased carbon monoxide and the increased potential impact associated with particulate matter. There are several mitigative items that address this issue. As mentioned earlier, these same vehicles that use the proposed facility are already passing through this location and emitting exhaust. In addition, all of the other "drive-by" traffic is also doing the same. For the traffic that does stop, the first niitigative measure is the ease of access that was previously described. Once on the site, the fueling areas, paridng spaces and scales are all readily available thus * * * * any idling that may be necessary. A very important factor in all ofthis is the fact that the trucks oftoday are significantly different than in the past. Modern trucks (within the past 20 years), are easily started and can be tumed on and off at wifi. They simply do not run their engines 24 hours a day. When a driver enters the plaza to fuel and cat, he/she will tum off their engine. If they are sleeping, an auxiliary motor is used to run the air conditioning units and electrical circuits - the main engine is shut down. If the trader unit is refrigerated it will have its own motor, which is smaller that the truck engine, which must be left running. The main engine will be shut offl A final mitigative item is the Site, Plan which wffi leave and add a significant amount ofvegetation along both the eastem and southern boundaries ofthe site. This nearby/on-site vegetation will significantly aid in 11 - the any potential off-site 1 acts of particulate matter by simply providing a butTer/scree barrier along the downwind perimeter of the site.

Conceming the potential odors generated by the sewage treatment systeni, this system is acknowledged to be located in the southwestern comer of the site, due to the higher ground and the needed vertical separation distance to the local groundwater. While being closer to a residence, the nature of the systein is such that linlited, if any odors, will be generated.

Properly functioning septic tanks do not produce odors which are noticeable at distances of greater than 1 0-feet from the vented traps which nonnally precede the tanks. The wastewater and eflluent pumping chambers are vented directly (as opposed to being vented through a trap) to the atmosphere. These vents primmily serve to allow outside air into the pumping chambers during the pump "on" cycles in order to replace the volume of effluent leaving the tank. Sewage pumping stations are common in many municipal sanitary sewer systems and do not nomally produce objectionable odors. Effluent pumping stations are comnion in many domestic sewage disposal systems, particularly on small lake front lots and do not normally produce objectionable odors.

As is the case for the sewage system and for the other identified potential sources of odor, the dispersion ofthese odors is very rapid and takes place in a very short distance. In late 1999, an Odor Site Impact Study was conducted by Richard Arber Associates for the Travel Plaza located in Aurora, Colorado. This facdity is the"largest size Flying J constructs and has 175 truck parking spaces. The essential result of the study is that the average radius of concem for odors from the large facility is

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approxiniately 90 yards (270 feet). (See Appendix U for the Executive Summary). The proposed facility at Preble is the medium sized prototype with 130 truck spaces, an approximate 25% reduction.

Concerning future additional sources of pollutants, the proposed project has no known direct link

to

a particular type ofdevelopment that would represent an additional pollutant source. Whatever other

future commercial enterprises that may be proposed on the r available land in the area

wW

similarly have to be evaluated.

2.04 WIILDLUE

A. Environmentg Setting

An infonnation swch was conducted to identify fish and wildlife species, including endangered, threatened, or special concem species, that are known to or potentiafiy occur at the site. This was accomphshed by contacting the NYSDEC Region 7 office in Cortland, NY, the United States Fish and Wildlife Service (USF&WS) office in Cortland, NY and the New York Natural Heritage Program (NYNBP) office in L NY and inquiring about the presence of endangered, threatened, or special concern spec*les at the site. In addition, the NYbW was asked to provide records from the New York State Breeding Bird Atlas (Andrle and Carroll 1988) for the survey block cont the site, and the NYSDEC Amphibian and Reptile Atlas Project website was accessed for records for reptiles and amphibians reported from the Homer, NY, USGS quadrangle. The NYSDEC Region 7 ofifice wA s also asked to provide a list of s reported from Cortland County.

At the time of preparation ofthis draft ofthis document, responses to information requests had been received from NYNI-IP for both the presence of endangered, threatened, or special concem species and breeding bird atlas information. NYSDEC Region 7 and the USF&WS have also responded regarding the presence of endangered, threatened, or special concem species.

1. En

The NYNIP stated that there are no known occurrences of rare or state-listed endangered, threatened, or special concem species on or in the immediate vicinity of the site. No known rare or state-bsted plant species, significant natural communities, or other significant habitats were identified as occurring on or in the immediate vicinity of the site by the NYNBP as well. NYSDEC Region 7 also stated that there are no records of endangered, threatened, or special conwm species at the site, based on review ofNYSDEC's Master Habitat Data Base. A response from the USF&WS dated March 30, 2000, state.d that except for occasional transient individuals, no federally-listed

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endangered, threatened, or special concem species are known to mist at the site. They further stated that no Biological Assessinent or further Section 7 consultation under the Endangered Sp 'es Act

eci is required with the USF&WS.

2. Birds

A total of 83 species of birds known to or suspected of breeding in the vicinity of the site, are listed in (Appendix V, Table IA-1). This list was compiled for a 5 x 5 km (2,500 hectares = 6,176 acres = 3.1 x 3.1 mi.) aiea that includes the Flying J Travel Plaza site. Since the site consists of only approximately 21 acres overall, it is likely that considerably fewer than 83 species of birds actually or potentially use the site for breeding. Bird species other than those listed in Table IA-1 may use the site for non-breeding purposes, but a fist of such species could not be identified.

Although not specifically surveyed for the presence ofbirds, observations ofbird use ofthe site were made occasionally during site visits for other purposes. Species observed in the vicinity of the site included American goldfinch, American robin, house finch (Cwpodacus mexicanus), red-bellied woodpecker (Melanerpes carolinus), American crow, downy woodpecker (Picoidespubescens), field sparrow, song sparrow, chipping spaiTow, European starling, red-winged blackbird, yeflow warbler, great blue heron, mallard, and Canada goose (Branta canadensis). The last three spec*les were actually observed in NYSDEC-designated wetland HO-1 to the southeast of the site. Given the ecological cover types that exist at the site, other birds that can reasonably be expected to use the site may include yeflow-throated vireo (Vireo flavifrons), tufted titmouse (Parus bicolor), pileated woodpecker, black-crowned night heron (Nycticorax nyclicorox), grasshopper sparrow (Ammod,amus savannarum), vesper sparrow (Pooecetes gramineus), bobolink, mourning dove, upland sandpiper (Bartramia longicauda), American bittem (Botaurus lenliginosus), alder flycatcher (Empidonax ainorum), and Lincoln's sparrow (Melospiza lincolnii) (Reschke 1990).

3. Mammals

No infonnation on the occurrence of m s in the vi~ of the site was identified, nor did NYSDEC have any localized fist or database for s that occur in the general vicinity of the site. Given that the site contains a variety of ecological cover types, including floodplain forest, cropland/field crops (hayfield), shrub swamp, and successional shrubland, some inferences as to what

species may use the site can be made. Such species could include, white-tailed deer (Odocoilcus virginianus), grey sq'uirrel (Sciurus' carolin~, woodchuck (Marmota m~, opossum (Didelphis marsupialis), eastem cottontail (Sylvilagusfloridanus), red fox (Vulpes vulpes), gray fox (Uroeyon cinereoargenteus), coyote (Canis latrans), raccoon (Procyon lotor), skunk (Mephitis mephitis), bats (e.g., Myotis and Lasiurus species), and various species of niice, shrews, voles, and moles (e.g., Peromyseus, Microtus, Mus, Sorex, Zapas, and Talpidae species). Mammal

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species actually documented (directly or based on sign) using the site during visits by Ichthyological Associates to the site for other purposes, included white-tailed deer, coyote, and grey squirrel.

4. RgpLiles and Am bians

The NYSDEC Amphibian and Reptile Atlas Project database was consulted to develop a fist of reptiles and amphibians reported to occur in the USGS Homer, NY quadrangle, which includes the site. A total of seven salmnander species, eight frog or toad species, four snake species, and three turtle species are khown from this quadrangle (Appendix V, Table IA-2). This quadrangle covers a much greater area than the approximately 21-acre site, so considerably fewer than 22 reptile and amphibian species probably occur at the site.

5. Fish

There are no permanent bodies of water at the site capable of supporting self-sustaining populations of fish. A culvert at the southeast comer ofthe development site connects the wetland in that region of the site to water contiguous with the Tioughnioga River during seasonally wet periods. Under such conditions, fish (most likely minnow species) may occur in shallow flooded areas in the southeast comer of the site. However, the conditions in this area are not conducive to supporting a varied or well-developed fish community. Although not specffically surveyed for the presence of fish, cursory observations of surface water at the site by IA personnel found no fish present.

B. Potential Siguiricant Impacts

The constructed Flying 1 Travel Plaza will result in the loss of about 15.6 acres of active agricultural

land (presently hayfield) and about 1.6 acres of wetland (floodplain forest and shrub-scrub mosaic)

at the site. Wildlife species that utilize the existing hayfield habitat will experience localized impact

from loss of that habitat. Wildlife use of this habitat type is relatively low, since this cover type is

significantly influenced by in this case periodic mowing. The primary wildfife

species

to be affected by loss ofthis habitat are grassland birds, such as vadous sparrows, bobofink,

mourning

dove, and upland sandpiper. Small s such as mice and voles would also be alfected by

loss

of this habitat. White-tded deer may also use this habitat for browsing, and predators such as fox

and hawks may use this area to forage on small rodents. However, this habitat is regionally

abundant,

and loss of the acreage at the site would not notably alfed the overall availability of such habitat in

the area.

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1

FLYING j TRAVEL PLAZA DRAFI'ENVIRONAIENTAL IMPACT STATEMENT

PREBLE NY

n

The approximately 1.6 acres of wetland that will be lost consists of about 0.4 acres of emerge t

shrub-scrub and about 1.2 acres ofrelatively young floodplain forest. The shrub-scrub wetiand exists

along the site's southem edge as a mosaic with small upland pockets. It is bordered immediately og

site to the south by croplands and thus exists as a wetland fragment among upland agn*cultural

fields

(see Wetland A in Appendix F, Figure IA-C). This habitat type is used by a variety of bird species,

ncluding American woodcock, song sparrow, swamp sparrow, several warblers, flycatchers, common

grackle, and red-winged blackbird. Most of the species identified as potentiafiy occu=9

at the site also make some use of shrub-scrub wetland habitat. Similarly, most of the reptiles and

amphibians that occur at the site may make use of shrub-scrub habitat, particularly amphibians in the

spring of the year when surface water may be present. However, giv,en the small size of this habitat

at the site and its linear connection with floodplain forest habitat (i.e., Wetiand B in Figure IA-C) to

the east, the primmy value of the shrub-scrub habitat to wildlife at the site is as shelter and a

movement corridor.

Although shrub-scrub wetiand has relatively high value for wildfife, the amount of acreage of this habitat at the site is * * , and only a portion of it will be lost. A strip of shrub-scrub wetland wfll remain after development that will maintain the hedgerow "*edge' effect that this habitat type currently provides between the agricultural fields. Furthennore, shrub-scrub wetland habitat is abundant in and around nearby NYSDEC-designated wetland HO-1. Thus. the loss of less than 0.4 acres of shrubscrub wetland at the site will have only a n-finor impact of wfldlife. This impact will be mitigated for . the proposed wetland mitigation plan (see Section 2.02. C. 3).

The 1.2 acr6s of floodplain forest that wdl be affected consists of relatively young forest dominated by green ash, including many sapfings. Much of this habitat barely meets the federal or state criteria for wetland designation, with only slightly more than 50% of the do and. vegetation classified as facultative or wetter. The floodplain forest cover type at the site is not so much a 'Yorest" as it is a wooded hedgerow ofvarying width along the site's eastem edge. It is bordered immediately off-site by cropland to the south and by the 1-81 right-of-way to the east and thus exists, along with the minor amount of shrub-scrub wetland, as a wetland fraginent among upland agricultural field and roadway (see Wetiand B in Figure IA~C). Floodplain forest can support a variety ofbirds, including reb~beflied woodpecker, pileated woodpecker, yellow-throated vireo, tufted titmouse and many other forest species. M S using this habitat may include white-tailed deer, raccoon, grey squirreL opossunni, and various small rodents. Amphibians occurring at the site may make use of floodplain forest habitat, particularly in the spring for reproductive purposes. Salamanders may use such habitat yearround. However, given the limited area ofthis habitat at the site and its linear connection with shrubscrub wetland habitat (i.e., Wetland A in Figure IA-C) to the west, one of the primary values of the floodplain forest cover type to wildlife at the site Is as shelter and a movement corridor.

Although floodplain forest has relatively high value for wfld&e, the habitat to be affected at the site is of lower value to wddlife than the more mature floodplain forest that constitutes most of wetland HO-1. In addition, the 1.2 acres of floodplain- forest that would be lost at the site is quite small compared to the nearly 300 acres of such habitat that exists in nearby wetland HO-1. A strip of

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1

FLYING j TRAVEL PIAZA DRAFT ENVIRONMENTAL IMPACT

STATEMENT

floodplain forest cover type wffi remain after development that will maintain the hedgerow efiFect and movement corridor that this habitat type currently provides between the agricultural fields. Thus, the loss of 1.2 acres of floodplain forest at the site will have only a minor impact ofwildlife. This impact wdl be mitigated for in the proposed wetland Mitigation Plan (see Section 2.02.C.3).

Wildlife at the site will also likely experience impacts unrelated to habitat loss. Increased noise, fight, and traffic resulting ftom construction and operation ofthe travel plaza may lead to a decrease in use by wildfife of the remdnfing habitat at the site. Noise and activity associated with construction wifi hkely reduce wildlife use of the site and nearby areas on a short-term basis untfl construction is completed. Following completion of construction, wildfife use of adjacent properties is expected to return to pre-construction levels, since a vegetation buffer will exist around the site, and noise levels' will decline fofiowing completion of construction.

Noise from traflic and other human activity associated with operation of the Flying J Travel Plaza may result in fewer wildlife species and fewer individual animals using the remaining habitat. Activity requiring relatively undisturbed conditions, such as nesting may be reduced, at least for species that are relatively intolerant of human activity. Light from the travel plaza at night will illuminate wildlife habitat in the immediate vicinity of the plaza. This may affect some noctumal wildlife activity, such as foraging or movement to other areas by some animals.

Overall, impacts to wildfife from increased noise, fight, and traffic resulting from construction and operation ofthe travel plaza wdl be minor, since the amo'unt of afFected wildlife habitat will be quite small. Wddlife habitat remaining at the site after construction of the plaza will be primarily in the form of hedgerows and wooded edge. This habitat wift serve more as shelter or a corridor for movement for most species using it, rather than as habitat for major activities such as breeding, foraging, and raising young..

C. Mitigation Measures To Afinimize bnpacts

The loss of approximately 1.6 acres of wetland was identified as an impact on wfidlife due to loss of habitat. This impact will be mitigated by creation of wetland habitat at an 8-acre site located on the east side of 1-81, opposite the proposed site for the Fly*ing J Travel Plaza. Details of this wetland

Mtigation Plan are provided in Section 2.02.C.3. The proposed wetland Mtigation Plan will convert a 15-acre area currently consisting of successional old field habitat, dominated by goldenrod and other forbs, to a wetland complex with a vegetated buffer strip between it and adjacent properties. The wetland complex will consist of a shallow marsh in its wettest zone, The shallow marsh will grade to a wet meadow and then to a low prairie zone (Appendix F, Figure IA-D). The low prairie zone wifi then be buffered from adjacent properties by an open (broken) hedgerow of planted trees and shrubs. The southern edge of the created wetland will be blended with the existing edge of NYSDEC wetland HO-1, which is adjacent to the site, to effectively increase the size of HO-1.

Making the created wetland contiguous with HO- 1 increases the wddlife value ofthe created wetland

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

STAUMENT

PREBLE NY

over what would be realized if the created wetland were an isolated unit. The connection of the created wetland to HO-1 increases the diversity of wetland habitat associated with HO-1, allows wildlife free movement between the different habitats, provides a ready source of species to colonize the newly created wetland habitat, and allows species that prefer larger expanses of wetland habitat to benefit from the relatively small created wetland.

Wildlife species that can be expected to benefit from the created wetland include most of those

identified as potentially using the proposed site for the travel plaza. Since the created wetland will

consist of a mix of vegetation types, grading from relatively wet marsh grasses, sedges, and rushes,

to grasses and forbs preferring somewhat drier conditions, to open hedgerow, a relatively wide

variety of wfldlife habitats will be created. Many of the bird and small ecies that will lose

habitat at the site due to elimination of hayfield and shrub-scrub wetland will be atTorded habitat by

the created wetland. The open marsh/meadow habitat wdl provide good foraging areas for flycatcher,

hawks, and bats. Small mammals, such as mice, voles, and shrews will be afforded high-quality

grassland habitat. This in tum will benefit predators such as foxes, coyotes, and hawks that feed on

small mammals. The open hedgerow border will provide tree and shrub "edge' and cover for birds,

white-tailed deer, woodchuck, eastem cottontail, and other species, as well as providing a bufFer to

highway traffic and other human activity on nearby lands.

In addition to the wetland creation plan for 3.5 acres of this 8-acre site, it is the intent of Flying J to protect the entire eight acres for naturW resource purposes through deed restriction. The 4.5 acres of land not slated for wetland mitigation are part of NYSDEC wetland HO-1. It is envisioned that the deed restriction would be forward-looking, in that,- it would allow for potential incorporation of the parcel into a larger protected property for natural resource protection.

Efforts wfll be made to mitigate short-tenn impacts to wfldlife during construction of the travel plaza by tffi * *zl*nR the duration of construction activities and the extent of habitat disturbance. The site plan provideifor maintaining a vegetated border ofvarying width in those areas ofthe site containing habitat of most value to wildfife (i.e., the areas ofwetlands along the south and east sides ofthe site). This border wifi rninimize disturbance to wfldiife og-site and provide some shelter and a movetnent conidor for wildlife during the construction phase.

2.05 TRANSPORTATION

A. Environmental Setting

A Traffic Study was completed in March 2000, which evaluated the traffic impacts associated with this development in accordance with the guidelines established by the Institute of Transportation Engineer's and the New York State Department of Transportation. The condition and capacity of the current infrastructure was evaluated to deternfine potential impacts associated with constructing the Flying J Travel Plaza. As specified by the scoping document, the intersections of NY Route

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FLYING j TRAVEL 11AZA DRAFT ENVIRONMENTAL 1A4PACT

STATEMENT

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28 I/Interstate 8 1, NY Route 28 1/Song Lake Road, and NY Route 28 1/Site Access Points were evaluated. The following discussion is a summary of the technical report> which may be found in Appendix T.

1. Rogdway Svstem, Condition and Cao

NY Route 281 traverses north-south and is considered a rural major collector as documented in

New

York State's 1997 Highwa c tings. The interchange of NY Route 281 and Interstate

y SufficiMy Ra -

81 is unsignafized at both the 1-81 northbound and 1-81 southbound off rwnps to NY Route 28 1.

As

recorded in the 1998 Traffic VoLuffle Re shed by the New York State Department of

- j2 publi

Transportation, NY Route 281 carries approximately 3,550 vehicles per day. In the vicinity of the site, NY Route 281 consists of one travel lane in each direction with shoulders, no on-street parking, and no sidewalks on either side ofthe road. The posted speed Enfit is 5 5 mph. The pavement surface along NY Route 281 exhibits minor longitudinal and transverse cracking. The pavement surface is considered to be in good to fair condition.

Interstate 8 1 traverses north-south and is considered a rural principal arterial interstate as docuniented in New York State's 1997 Highwav Sufficiengy. Ratings. As documented in the.1 99 8 Traffic Volume & published by the New York State Department of Transportation, 1-81 carries approximately 24,000 vehicles per day. The directional split is 50/50 with 23 percent of the volume being trucks. In the vicinity of the site, 1-81 consists of two travel lanes in each direction. The posted speed hmit is 65 mph. The pavement surface on the off ramps from Interstate 81 exhibits minor alligator cracking with longitudinal and transverse cracks. The pavement surface is considered to be in fair condition.

Song Lake Road is a north-south County road (CR 104). At the intersection ofNY Route 28 1, Song Lake Road consists of one travel lane in each direction. There are no sidewalks or on- street parking along either side of the road. The speed limit is 55 mph. The pavement surface along Song Lake Road exhibits longitudinal cracking. The pavement surface is considered to be in fair condition.

A capacity analysis is necesswy to detennine the ability of a roadway to accorrimodate traffic under various levels of service (LOS). Level of Service is a qualitative measure that describes motorist's satisfaction with various factors influencing the degree oftraffic congestion. Levels of Service range from A to F, with A describing free flow traffic operations with fittle or no delay. Level of Service for unsignafized intersections is expressed in terms of average total delay experienced per vehicle. The table found in the report presents a summary of the weekday moming, weekday evening, and Sawrday nlidday peak hour unsignalized intersection capacity analysis results for existing, background, and future traffic conditions at the NY Route 28 1 /Song Lake Road, NY Route 281/181 Interchange, and NY Route 28 1 /Site Access Drives.

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FLYING j TRAVEL PIAZA DRAFT ENVIRONMENTAL IMPACT

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As shown, during the weekday morning, weekday evening, and Saturday midday peak hours, each of the intersections is projected to operate at a Level of Service "C", or better for all conditions studied. None of the critical traffic movements currently experience or are anticipated to experience significant delays.

2. Current Traffic Control

The interchange of NY Route 281/Interstate 81 at both the 1-81 northbound and 1-81 southbound ofiF rwnps to NY Route 281 and the NY Route 28 1/Song Lake Road intersection are currently unsignalized and are controfied by stop signs. The intersections ofNY Route 281 with the site drives will be un ..ize and controlled by stop signs.

3. Sight Distances

The sight distance along the NY Route 281 corfidor is somewhat limited as a result of the existing horizontal and vertical alignment. In the vicinity of the site, NY Route 281 traverses a sweeping horizontal eurve just west of a steep crest vertical curve over 1-8 1. Based upon field observations, the stopping sight distance on the NY Route 281 bridge over 1-81 is less than the 450 feet minimum requirement.

__`1

As shown in the sight distance table found in the report, the existing 1-81 NB and 1-81 SB OffRamps, the proposed Car Site Drive and Truck Exit Drive do not meet each ofthe horizontal sight distances required by the NYSDOT.

4. Current Qgo_metr S

.y of Roadway

Interstate 81 traverses north-south and consists oftwo travel lanes in each direction with shoulders. Interstate 81 is relatively flat near the NY Route 281 interchange. NY Route 281 traverses northsouth and consists of one travel lane in each direction with shoulders near the vicinity ofthe proposed site. NY Route 281 is relatively flat, except for the crest vertical curve over 1-81 that is required to meet the * * vertical clearances along the 1-81 arterial. Song Lake Road traverses north-south and consists of one travel lane in each direction with shoulders. Song Lake Road is relatively flat near the intersection with NY Route 28 1.

5. Site lnWss/Eggess

Three site access points are proposed. Access by passenger vehicle and RV is proposed by one full access driveway on NY Route 28 1, approxianately 625 feet west ofthe southbound entrance to 1-81.

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL JAIPACT

STATEMENT

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Truck access is proposed separate from passenger vehicle access and consists of entrance only and exit only drives. The truck driveways into the Flying J Travel Plaza are proposed to be 19cated approximately 200 feet and 375 feet west of the passenger vehicle driveway.

6. Park Fa

Currently, there is no information published in the Institute of Transportafion Engineer's P

Generation that docutnents the passenger and truck parking demands for this type of facifity. Therefore, counts were conducted by Flint, Allen, Vdfite & Radley at the existing Flying J Travel Plaza located m* Pembroke, New York to document parking demands for a similar type of facility. The truck usage at the proposed facifity in Preble is anticipated to be similar to that of the facility in Pembroke.

As shown in the Passenger and Truck Parking Demand table (in the report), the maximum number of parked cars at the Pembroke facility was 37 and the maximum number of parked trucks at the facility was 96. There are stalls at this location for 150 trucks to park. The site plan for the proposed facility located in Preble, New York shows parking stalls for 130 trucks, 117 passenger vehicles (including 5 handicapped parking stalls), and 7 RV's. Therefore, the available parking at the proposed facility in Preble is anticipated to meet the required demands.

7. Pedestrian Use

Existing pedestrian accommodations wore evaluated along NY Route 28 1. Based upon field observations, there is currently a minimal amount of pedestrian traffic along NY Route 2 8 1. This

condition is anticipated to remain relatively unchanged for future conditions. The width of the existing shoulder is approximately 7 feet on both sides of NY Route 28 1. Therefore, pedestrian accommodations are anticipated to be met for the future condition. At this location, pedestrians are permitted to use the highway shoulder in accordance with the Vehicle and Traffic Law, bicycle section 1234(b).

8. Traffic Movements of Local F@M Eciuipment and Ru_blic Transportgtion (School B

To evaluate potential confficts between truck/vehicle traffic and fann machinery on NY Route 28 1, two local fanners (John Curde, Jr. and Peter Knapp) who work the land adjacent to the proposed site were interviewed to determine the type and frequency of their trips.

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FLYING j TRAVEL PIAZA DRAFT ENVIRONA4ENTAL IMPACT

STATEMENT

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In general, after talking with the local fanners who observe traffic pattems near the proposed site everyday, it is anticipated that the potential conflicts between truck/vehicle traffic and fann machinery on NY Route 281 will be very * *

To evaluate potential conflicts between truck/vehicle traffic and public transportation (school buses) on NY Route 28 1, the Homer and Tully school districts were contacted to determine ifthey have any bus routes near the proposed site. Neither of the school districts have routes along the NY Route 281 site frontage east of Song Lake Road. The farthest north that the Homer school district's buses travel is Song Lake Road. The farthest south that the Tully school district's buses travel is from Song Lake Road to Preble Road.

9. Accidents/Sgfgy Da-t-a

Available accident data for the most recent three-year period from July 1, 1996 through June 30, 1999 was obtained from the Records Access Office at the New York State Department of Transportation. During this period, a total of 14 accidents occurred within the study corridor but only 9 accidents occurred at the 3 intersections included in the traffic study. The following table summarizes the type of accident that occurred at each intersection.

Type of Accident by Year

Property

Damage

Intersection PC Fatal

NY Route 281/

Song Lake Road 711196-6130197 0 1 0

7/1197-6/30/98 0 0 0

7/1198-6130/99 0 0 1

NY Route 28 11

1-81 On/011-Ramp (SB) 7/1196-6/30/97 0 0 1

7/1197-6130198 0 1 0

711/9"130199 0 1 2

NY Route 28 11

1.81 On/off-Ramp (NB) 7/1/96-6130/97 0 0 1

7/1/97-6130/98 0 1 0

7/1/98-6/30/99 0 0 0

0% 44% 56%

As provided in the above table 1, 44 percent of the accidents resulted in injury, 56 percent of the accidents resulted

in

-- only and 0 percent of the accidents r~ted in death.

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FLYING j TRAVEL PLAZA DRAFT ENVIRONA4ENTAL IMPACT

STATEMENT

LE NY

Accidents were reported along NY Route 281 at Song Lake Road and the 1-81 Interchange. For the

three-year period analyzed, the average accident rate was calculated for each and

compared to the statewide accident rates. A summary is provided in the fofiowing table.

Accident Rate Summary

Intersection Calculated Rate Statewide Avera Rate

NY Route 28 11 0.47/mcv 0.20/mev

Song Lake Road

NY Route28 11 0.97/mev 0,20/mcv

1-81 (WOff-Ramp (SB)

NY Route2 8 11 0.46/mev 0.20/mev

1-81 On/Off-Ramp (NB)

As shown in the above table, the calculated accident rate at the unsignafized intersections of NY Route 281 with Song Lake Road and the on/off-rwnps at the 1-81 Interchange is higher than the statewide average rate for similar intersections. Due to low traflic volume on NY Route 28 1, the calculated accident rate is ampfified with respect to the rates reported by the NYSDOT.

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FLYING j TRAVEL PIAZA DRAFT ENVIRONMENTAL IMPACT

STATEMENT

PREBLE NY

Further review of the 9 reportable accidents is summarized in the following table.

Description of Accident by Year

Type of

Ae 7/96-6/97 7/97-6/98 7/98-6/99 Total Percentage

Right Turn 0 1 0 1 11%

Right Angle 2 0 1 3 34%

Left Turn 1 0 1 2 22%

Rear End 0 0 1 1 11%

Fixed Object 0 0 0 0 0%

Sideswipe 0 0 0 0 0%

Overtaking 0 1 0 1 11%

Overturning 0 0 0 0 0%

Pedestrian 0 0 0 0 0%

Animal 0 0 1 1 11%

No accident clusters were noted, however, two right-angle collisions were noted at the intersection ofNY Route 281 with 1-81 On/Off-Ramp (SB). Based on the accident data, these accidents occurred as a result of driver's inattention to stopped vehicles and failure to yield the right ofway. According to the NYSDOT, there are no SDL's (Safety Deficient Locations) on NY Route 281 within the area of this analysis.

Refer to Appendix W for the accident rate calculations, cluster diagrams and a summary sheet.

10. Aldi's truck traffic

The Aldi's Distribution Facility located on NY Route 281 northeast ofthe proposed site is currently operating at 60 percent of its maximum capacity. The full build condition of Aldis is anticipated to be complete in 5-10 years. Once complete, this facility will generate approximately 55 more trips during the average weekday. Aldils trips wore added to existing traffic volumes to determine background traflic volumes.

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FLYING j TRAVEL FIAZA DRAFT ENVIRONMENTAL IWACT

STATEMENT

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B. Potentially Signiricant Impacts

Vafious potential transportation impacts associated with this facility have been identified. For each of these items noted below. a brief discussion provid*ing pertinent information, has been included.

1 . Increased. TLaffic Congestion on the EI.Isting loadways

The Flying J Travel Plaza is anticipated to generate approximately 275 trip ends for the weekday morning peak hour, 395 trip ends for the weekday evening peak hour, and 362 trip ends for the Saturday midday peak hour.

As stated previously, the critical movements at the intersections studied. are projected to operate at Level of Service "C' or better and very little additional delay is anticipated on the adjacent roadway network as a result of this development.

2. Increased ]Cru creational Vehiclg/Car Ir on and Construction

The traffic generated by the proposed Flying J Travel Plaza was estimated based upon 24-hour traffic counts perfonned by Fehr & Peers Associates, Inc. at a similar Flying J Travel Plaza located in Ripon, California. The average daily traffic (ADT) ofthe frontage road at the site in Ripon is approximately the same as the ADT of NY Route 281 at the proposed site. Traffic demands are anticipated to be, similar between these two establishments.

At the full build condition of the Flying J Travel Plaza, it is anticipated that the weekday moming peak hour will generate 96 truck trips and 179 RV/cat trips (275 total); the weekday evening peak hour wffi generate 139 truck trips and 256 RWcar trips (395 total); and the Saturday nfidday peak hour will generate 72 truck trips and 290 RWcar trips (362 Total). Truck typicafly makes up 35 percent of the total traffic, volume on weekdays and 20 percent of the total volumes on weekends.

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FLYING j TRAVEL PIAZA DRAFT ENVIRONA4ENTAL IA4PACT

STATEMENT

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-_`1

The projected trips to be generated by the proposed development were assigned to the adjacent transportation system based on existing traflic pattems. In general, approximately 43 percent ofthe site-generated traffic is anticipated to originate from the nortk 44 percent from the south, 5 percent from the east, and 8 percent from the west. A majority of this traffic is anticipated to come from Interstate 8 1.

Construction vehicles will have a temporary impact on the adjacent roadway network. Thedisruption to the adjacent roadway network should be minimized when possible and all work conducted off right-of-way. Parking for construction personnel should be kept on site at least 30 feet from the adjacent highway boundary. Stabifized construction entrances are recommended with Maintenance and Protection ofTraffic schemes that accommodate each phase ofconstruction. NYSDOT approval wfll be required for access and all work within the State right-of-way.

3. Ability-for Trucks to Safely Maneuver On and OfiFNY Roqtg 281

Separate truck entrance and truck exit drives are proposed into and out of the site. As discussed in the mitigation section, left-tum lanes into the site are proposed. With the separate driveways and the left-tum lanes, it is anticipated that trucks will be able to adequately vaaneuver on and offNY Route 281.

4. Farm Equiment, and Traflic S

As discussed previously, fann machinery along NY Route 281 is seasonal with trips lim. ited to the planting and growing seasons. The development is not anticipated to have a significant impact on farming operations along the NY Route 281 corridor.

B. Mitigation Measures to Minimize Impacts

De~l~ AdNuate and Safe Access Points to Handle Pr * eted Traffic Flows

Pi -

Three site access points are proposed. Access by passenger vehicle and RV is proposed by one full access driveway on NY Route 28 1, approximately 625 feet west of the southbound entrance ramp to 1-81. Truck access is proposed separate from passenger vehicle access and consists of entrance only and exit only drives. The truck driveways into the Flying J Travel Plaza are proposed to be located approximately 200 fee"t and 3 75 feet west of the passenger vehicle and RV driveway. Tum lanes are proposed into the site and discussed in detail below.

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

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2. Lf-Required, Install Adeguate Traffic Control Devices

The proposed site driveways are recommended to be unsignalized and controlled by stop signs.. The NY Route 28 1/Song Lake Road, NY Route 28 1/P81 SB OfFRamp, and NY Route 28 1/P81 NB Off Ramp are currently controlled by stop signs and are reco - ~i i ~ iended to remain unsignalized.

3. if RtQu--ir.-ed, Degin and Install Addition Lanes for Turning Moyemegts

The nfitigation measures proposed for this project were based on field observation and capacity analysis. To maintain or in some instances improve traffic operations within the study corridor, the fofiowing improvements are proposed:

(a) Sight distance is lirnited from the 1-81 og ramps to NY Route 28 1, especially to the,

west at the northbound off ramp. Horizontal sight distances are also limited to the

east at the Flying J's driveways but only as a result of the existing bridge over 1-8 1.

The topography in the area is very flat. The crest vertical curve on NY Route 281 is

required to meet the minimum vertical clearances over the 1-8 1 arterial. The only way

to physically improve the sight distance at this location is to either raise NY Route

281 at both approaches to meet the NYSDOT's requirements or lower the bridge and

1-8 1. Neither of the alternatives is feasible as a result of significant impacts to

adjacent land owners (such bprovements may require extensive earthwork operations

along NY Route 281 which extend onto adjacent private property and require land

acquisition) and the enonnous cost associated with this work. Therefore, to improve

sight distance and reduce the potential for accidents we recoitutiend the following:

Clearing and grubbing shall be done where applicable (a minimal amount is necessary). The sight distance field measured, and the right of way cleared where practicable to achieve the maximum horizontal sight distance possible.

Sight distance at the NY Route 281 bridge over 1-81 wiU continue to be a problem and with increased traffic, the probability for accidents to occur at this location may increase. We recornmend that the accident pattems along the corridor be monitored annually by the NYSDOT to detemfine accident pattems. If the number of accidents at the 1-81 off ramps increases, traffic signals may be required at these locations as specified in the Manual of Uniform Traffic Control Devices (MUTCD).

11

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

S`17ATMUNT

PREBLE NY

Flying J supports reducing the speed fimit along NY Route 281 between

the Hamlet and 1-81 from 55 mph to 45 mph, but understands that the

decision is ultimately up to the NYSDOT. This is based on the following:

(a) The site's proximity to the Hamlet and it's 45 mph speed limit.

(b) Inadequate design and sight distance.

(c) The addition of commercial development along the corddor.

Reducing the speed limit along NY Route 281 to meet the available sight distance was considered but not typically recommended. It has been statistically demonstrated time and time again that drivers typically ignore changes in speed fimits and drive the previously posted speed. Even with enforcement, vehicles tend to ignore the new posted speed unless continuously monitored.

(b) As per AAS O's A Pohpy on. GeoneAric Design of ni* s and Streets. Table

IX- 15,1 a left-tum lane is warranted at the site entrances. Therefore, a westbound left

tum lane into the site is proposed for both the car access and the truck access. As a

result of installing the left-tum lane, the passing zone along this section ofNY Route

281 will be eliminated. The queue was predicted for the site driveways for each of

the peak hours. The largest queue at the car driveway is predicted to be

approximately 200 feet, and this occurs during the Saturday rnidday peak hour. The

largest queue at the truck entrance is predicted to be approximately 450 feet, and this

occurs during the weekday eveninie veak hour. The. left-tum lane should be

continuous between driveways and the driveways separated as far apart as practicable.

(c) The shoulder on the south side of NY Route 281 should be constructed 10 feet in

width and 100 feet in length, and the section should be full-depth pavement to

accommodate vehicles tuming right into the site driveways.

(d) The NY Route 281 corridor should be posted with signs specifying En-fited sight

distance (W 1 - 1 8D) as specified in MUTCD, and supplemented with the appropriate

advisory speed sign (W9- 1). Where these signs are used, a no-pass*ing zone shall be

marked until the sight distance is deemed adequate.

4. If R stall ate Deceleration/Acceleration

nuired, Desigg gad Adogu

No acceleration lane is proposed. Since a majority ofthe traffic is anticipated to utilize Interstate 8 1, which is approximately 65 0 from the site, reaching speeds of 5 5 mph will not be required or practical.

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

STATEWNT

PMLE NY

5. 0 e Use of P@ddpg Areas

Passenger and truck parking demands were counted at the existing Flying J Travel Plaza located in Pembroke, New York. The maximum number of parked cars at the facility was 3 7 and the maximum number of parked trucks at the facility was 96. The site plan for the proposed facility located in Preble, New York shows parking stalls for 13 0 trucks, 117 passenger vehicles (including 5 handicapped parking stalls), and 7 RV's. Therefore, the available parking at the proposed facility is anticipated to meet the required demands.

2.06 IE[UMAN RESOURCES

A. Environmental Setting

Within the broad category of Human Resources, we have defineated four distinct areas to be addressed. They are the following: (1) noise, (2) light, (3) visual and (4) health and safety. In keeping with the format ofthis document, we will first present the existinle conditions associated with each and then address the potential impacts and finally the mitigative measures to be incorporated.

1 .

In an attempt to define both the existing and possible future noise levels associated with this proposed project, a full noise study was conducted by Fisher Associates of Clyde, New York (See Appendix X for the complete study). This study systematically evaluated the following:

a Determining the existing land use of the area

5 Measuring the existing noise levels in the area

m Predicting the future noise levels based on actual noise conditions at a comparable

Flying J facility

m Comparing the predicted future noise levels with the existing levels

a Evaluating the likely impact of the predicted change

The land use in the area is predominated by either vacant agricultural property or the presence of

Interstate 81 and NYS Route 281. There are a few nearby residences as well. In measuring the

existing noise levels at the project property, five monitoring sites were selected. Two of the sites

selected represent the two clos 1 est residences in two distinct directions. One being the, house

opposite

the southwest comer of the site and the other is the house due north and adjacent to the

southbound

off-ramp. The other three sites are along the south property line, the center ofthe site and opposite

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the proposed entry drives. The noise study at the existing Pembroke, New York facility monitored three conditions: (1) idling trucks, (2) the truck entry/exit area and (3) the truck entry/exit area with idling trucks.

Once all of the data was collected, a combination of both computer modefing and noise contouring was employed to evaluate the conditions and predict likely changes. The result of this analysis was that at the three most susceptible noise receptor locations, the changes were not significant. At the house opposite the southwest property comer, the predicted increase is estimated at 1 dBA (decibel); at the house by 1-81 at the end of Currie Road, there would be no increase; and at the open field opposite the proposed entra-nces, the increase is estimated at 3 dBA. In attempting to interpret these values, the NYS Department of Transportation`Noise Analysis Policy" was referenced. The policy establishes that a noise impact will occur when a substantial noise increase is expected to occur. Substantial is defined as a 6 dBA increase or more between existing and future noise levels.

2.

During the dayfight hours, the existing light conditions in the area ofthe proposed project and overall general vicinity are very typical and not particularly unique. At the project site itself, being undeveloped, there are no fight sources. After nightfall, however, several very specific fighting conditions do appear through the area. The fofiowing discussion will describe each of these and in some instances, provide additional details as to the visibility of these lights from particular locations.

The most significant features that are noticeably lit in the general vicinity and can be seen from different area vantage points are as follows.

a. The fufiy fit billboard signs just cast and north of the Preble hamlet, located east of

1-81. The lighting is directed upward onto the signs.

b. The outdoor security lighting on the Paul Bunyan Wood Products building.

C. The telecommunications tower located on Preble Road, east of the 1-81 overpass.

d. The headlights and vehicle identification fights associated with the traffic on 1-8 1 -

The fighted billboards can be seen very directly from any ofthe properties located along Preble Road, east of Interstate 8 1. The signs are, in part, also visible from some of the homes along Route 28 1, south of the proposed project site,' as weft as a portion of Preble Road, east of Route 281. The outdoor lighting at Paul Bunyan is primadly visible frotn the Song Lake Road vicinity between Currie Road and an area south ofthe Song Lake Road- Route 281 intersection. The lights on the tower can be seen from almost any location in the general vicinity.. Similarly, the light associated with the 1-81 traffic is also visible from most locations along Route 281 and east.

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3. Y1w

The visual conditions of the area are sinlilar in nature to that of the lighting described above. In general, the overall view of and from the site is your typical rural agricultural scene along a major interstate highway. The surrounding area is a mix of both the rural setting interspersed with manmade features and coiinilercial development. From within the site ' the major visual elernents are as follows: (1) the two highways immediately adjacent to the site, i.e., Interstate 81 and Route 281, (2) the occasional residence located on Route 28 1, Song Lake Road and Currie Road, (3) the open agricultural fields and adjacent wooded hillsides and (4) the old Sunoco sign along Route 281 and the telecommunications tower on Preble Road. The balance of this discussion will focus primarily on the existing visual conditions associated with various vantage points in and around the project site vicinity. For each location noted below, the visible features, other than the open land and hillsides, are fisted.

a. From the homes on Song Lake Road and Currie Road: project site, traflic on both 1

81 and Route 28 1, telecommunications tower, Sunoco sign, and partial to full view

of back of Paul Bunyan building with stacks of wood.

b. From the first 2 homes on Route 281 just south of Song Lake Road also being the

North boundary of Elmwood Cemetery: project site, traffic on both 1-81 and Route

t

28 1, teleco ".,--,ca ions tower and Sunoco sign.

C. From the home on Route 281 opposite cemetery entrance: partial of project site,

traffic on both 1-81 and Route 281 and Sunoco sign.

d. From within Ehnwood Cemetery: minimal of project site and other features due to

monuments and vegetation, however, once in clear space of property to north and

east, traffic, tower, project site and Sunoco sign become visible.

e. From Preble Road (W. of 1-81 & E. of 28 1): fitnited and very distant partial views of

site due to vegetation and buildings on north side of Preble Road, site most visible

fromjust west of 1-81 sm*ce open area, traffic on 1-8 1, telecommunications tower and

partial and distant view of both the Sunoco sign and billboard signs.

From Proble Road (E. of 1-81 within hamlet area): no visibility of site, 1-81 traffic, teleco 11 11-cations tower, full and partial views of large billboard signs for McDonalds, EconoLodge and Ramada to the north and partial view of large Beck Equipment sign (unlit) on side of buflding. This sign is also highly visible from 1-81 travefing north.

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4. Health---and Safety

For the purposes of this document, the category of health and safety will encompass the following issues/subject matter: (1) accidental spills, hazardous material incidents or other emergencies, (2) cdminal activity and (3) traffic accidents. In attempting to describe the existing environmental setting surrounding these issues, this subsection wifi identify the existing private and pubbc services within the arealregion that are related to such issues. As a general comment, it is important to reafize that there is already in place a comprehensive conununications network estabhshed at the Cortland County Emergency Communications Center (911), which fufiy coordinates and initiates the immediate response to anv emergency situation. With this system available, any uncertainty of who and where to call is conipletely eliminated.

As it relates to fire fighting, the Town ofPreble does have its own volunteer Fire Department which has capabifities to fijzht normal/typical fire situations. They are not equipped and trained for fighting gasoline type fires. They do have a lin-fited supply of absorbent material for the clean-up of a small spill, but do not have any foam that would be applied to a fire generated by a spill. The standard `Mutual Aid" agreements are applicable when fighting fires, which would likely call in both the Homer and Tully Fire Departments. Depending on the magnitude of the incident, additional assistance would be brought in via the 911 system. Concerning police, the Town does not have its own force so that the County Sheriffs Department and NYS Pohce have jurisdiction. For medical related incidents, the TLC Ambulance company is the assigned emergency response medical team. From the private sector perspective, there are numerous emergency response contractors in the central New York region with the closest firms being in Syracuse, approximately 20 miles north of the site. Several are identified in the mitigation sub-section (2.06.C.4), of this report.

Based on discussions with both the County SheriTs Department and the NYS Department of Environmental Conservation, there have not been any recent spills or criminal activity in the vicinity of Preble. There is, however, an on-go*ing spffi monitoring program underway at the abandoned Sunoco gas station since the Fall of 1998 as a result of a leaking underground tank which was then removed. There does not appear to be any iinpact beyond the Enfits of the property itself.

Concerning the transportation of hazardous materials through the area. the New York State Department ofTransportation was contacted and they stated that they have no junsdiction or control over the routes that are followed by nuclear waste transporters as they travel through New York State. In a related matter, information from the Cortland County Health Department revealed that even though the 'No Nuke Zone" designation for Cortland County did apply to transportation, that portion of the law is considered unenforceable. Additional research into this issue did locate

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definitive data as to the safety record for low-level radioactive transport in New York State. As described in the 1997 Low-Level Radioactive Waste Transportation Report prepared by the NYS Department of Enviromnental Conservation, there have been only 17 transportation events during the period of 1971 to 1997, none of which involved the release of any radioactivity. Of these 17 events, 6 were accidents and 11 - were minor contamination of empty shipping casks.

B. Potential Signiricant Impacts

1. Noise

The key potential impact from this project is the possible increase in wnbient noise levels in the area. The various possible sources ofthis potential increased noise include the following: trucks exiting and entering Interstate 8 1, trucks exiting and entering the travel plaza, trucks idling in the facility parking lot, the outdoor speaker system and any nighttime snow removal that may take place. The key issue is the potential impact any increased noise may have at critical locations i.e., nearby homes.

2. Lig!Lt

The potential impacts associated with light at the site consists of three components. First is the possibility of Iight trespass", which has to do with light from the project site hining onto adjacent properties. The second concems the upward projection of light which creates a glow in the night sky and which may impact the Syracuse Astrononfical Society's (S. A. S.) observatory located on Strong Road, west of Tully. (The straight line distance from the observatory to the project site is approximately 5 n-files. See Appendix Y). The third potential impact surrounds the possibility of future additional light sources due to this project.

3. Visual

There are two potential impacts surrounding visual issues. First is simply the modified view of the project site as a result of the proposed facility. This would include all of the visible site features including the main building, fuel area canopies, signs, parking lots with cars and trucks, above ground storage tanks, truck scale and all other miscellaneous items (light poles, landscaping, curbs and sidewalks, etc). The second potential impact surrounds the possibility of future additional visible items resulting from this project. This potential impact has two possible sources. First would be a possible modification to the project site by adding additional services and or structures that may alter the vi e-w. The second would be the development ofa new business, residence or other facility on the remammg available commercial property directly opposite the site.

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4. He

As mentioned earlier.' this subject area will encompass three distinct issues, each of which represent a potential impact. The potential health and safety risks are a result of these three possible events: (1) an accidental spill, hazardous material incident or other emergency conditioll, (2) an increased level of crime, be it on or olf-site and (3) an increased number of traffic accidents.

C. Mitigation Measures To Minimize Impacts

1 . Noise

Upon review of the Noise Study Report found in Appendix X, there will be a minor increase in the noise levels at various locations adjacent to the site as a result of this project. To summarize that report, the basic approach was to document the existing no*ise conditions at several locations in and around the project site, document the existing noise conditions at the existing Flying J Travel Plaza in Pembroke, N.Y., and then combine the data to evaluate the impact that the new 1 site will have at the proposed site. The net result of the analysis is as follows. At the Kogut residence, just west of the site, wift experience, a 1 dBA (decibel) increase from 57 to 58 dBA and at peak, 62 to 63 dBA. At the house at the Currie Road deadend turnaround, there wffi be no increase due to its already close proximity to 1-8 1. The noise level wffi remain at 68 dBA. In the vacant field directly opposite the proposed facility entrance, the noise level will increase the most, from 63 dBA to 66 dBA. Utifizing the New York State Department ofTransportation (WSDOT) policy guidelines for what constitutes an impact (an increase of 6 dBA or more), each of these increases are significantly below that differential. For the detailed data, please refer to the attached report found in Appendix X.

This proposed project will employ several different mitigative measures that will aid in mini any anticipated noise irnpacts. First is the site design itselfwhich will provide a maximum separation of the main activity areas from the nearby residential and vacant properties, As shown, the m *

building, fueling areas, truck scale, and storage tanks are afl located in the "core" area which is nearly centered within the site. In addition, the site design also calls for selected perimeter bufFering that will again reduce any noise impacts. This is indicated by the natural 100 foot buffer zone along the southem boundary and the proposed tree plantings along the property lines in the southwest comer of the site. These plantings are being proposed specifically to provide additional buffering to the closest house, just southwest ofthe project site. Two other measures, both operational in nature, wiH also be instituted. First, the outdoor loudspeaker system will be kept at a reasonable volume level and between 10 PM and 7 Alt the volume wffi be reduced even further. The final mitigative measure concems the clearing and removal of snow at the facility. Realizing that in this climate it is essential that snow plowing of a site must be done on an "as needed" basis (day or night), it is difficult to limit

or restrict the actual plowing and still maintam* a safe and functional facility. However. as a means

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of minimizing the noise that may be generated during snow handling operations, the following is proposed. If, due to excessive amounts of stockpiled snow there is a need for loading and hauling the snow off---site, this removal process will only be conducted during normal daylight hours, 7 AM to 6 PM.

2. L

The first potential impact of "light trespass"' is frequently the major concem raised during the review of a new project. In addressing this concom, several approaches will be taken to insure that any potential impact is significantly * * ed. First is the design and location ofthe proposed permanent lighting fixtures. The outdoor lighting for this facility will utilize the standard "shoe bo)e' style fixture which directs the light downward only. (See Appendix Z for more detailed fixture information). In conjunction with this type of light, it is equally important to locate these fixtures at suitable positions such that they wift not'-'spilr' fight onto adjacent properties. The combined result ofthese two design features allows for the generation ofwhat is called a photometric analysis ofthe site fighting. Simply stated, this computer generated analysis indicates on a drawing the exact amount of light (in foot candles - fc.), that wifi be projected to the ground on a 20 foot grid spacing.

As shown on the Lighting Analysis Plan found in Appendix AA, the most highly concentrated lighting is located at the two fueling canopies which peak at a maximum of approximately 50 fc. As indicated, and due to the down directed type offixtures being used, these highly lit areas irnmediately drop off in intensity within 40 feet, to an approximate 5 f. c. level. For the car parking area, the range of light is generally from approximately 2 f. c. to 12 f. c. In the truck parking lot, the range typically spans from 1 £ c. to 6 £ c., with the bulk of the area being between 1. 5 f. c. and 3. 0 £ c. The other iniportant information on the analysis plan is the intensity values along the pefimeter of

the property. Along the Route 281 frontage, the intensity drops, for the most part, to 0. 1 f c. The entire eastem boundary as well as the southwest comer of the property are tho least impacted with the light level diminisifing to zero. The southem boundary is similar and fluctuates between 0 and 0. 1 f c. Based on this data, any potential '.'light.trespass" will be fufiy mitigated,

The second potential impact concems up-lighting, the potential "glow" that may result from this facifity, and its potential impact on the S. A. S. Observatory on Strong Road. As mentioned in the previous paragraph, the proposed outdoor lighting system incorporates the use of only downward projecting fixtures. There are no up-lit features or signs anywhere on the site. Providing the lighting scheme as described will significantly * * *ze any potential impact. For additional discussions and infonnation, see Appendix Z which more fully addresses the issue of light pollution.

The third potential impact can be addressed as two distinct issues. First is the question of whether additional light sources could be added on the site itself and secondly, any additional off-site light.

For the on-site situation, the mitigative measure is built in through the inherent max*lrnum space

usage

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already proposed for the property. By fully utilizing the available land as shown, there is essentially no areas available for new features that may require lights. Concerning off-site, the potential impact of any proposed new facilities cannot be addressed herein simply because Flying J has no input or control over what may be proposed sometime in the future. Any proposed new development must address that issue at the time of its review. What Flying J can and will do, however, is to set the standard for the proper type of lighting that should be utifized in the future at any new facility.

In the course of sonie ofthe early public meetings on this project, Mr. John McMahon brought to our attention the recent consideration of proposed New York State legislation which would address outdoor lighting issues. Known as NYS Bill A06357, this bill provides for the management of outdoor night lighting to conserve energy and to protect the nighttime environment. Even though not yet implemented, the guidance provided parallels the fighting plan and fixtures proposed for this facility. Additional infonnation on this bill is provided in Appendix BB.

3. Visu

The development of this property, or any other cotnmercially zoned parcel, wifi inherently bring a visual change to the site. The n-fitigation of this visible change is best addressed from two perspectives. The first concems the actual appearance of the overag facility. The most effective niitigative measure that can be employed is to simply construct a facility that is pleasant and attractive to look at. Flying J prides itself on their efforts to desigri, construct and maintain attractive facifities. It begins with a main building that combines an attractive appearance with building materials and colors that compliment its look. A second major component is the landscaping and vegetation that will be incorporated into the project. The green spaces in and around the building will be fially landscaped with a combination of perennial flowers, shrubs and small attractive trees that draw interest to the user hke a weeping cherry, etc. Some ofthe large shrubs may include vibumums and elders. All of the planting beds are fully mulched and routinely maintained. A local landscaping contractor will be hired to cut the grass, prune and trim shrubs and overall be responsible for the healthy maintenance ofall on-site vegetation. As shown in the photographs of other Flying J facilities contained in Appendix 00, each site has a distinct and attractive landscaping plan that utilizes plant species suitabie for that location. Tree massings are generally in the vicinity of the building. Other green space areas further out from the building will generally include a combination of trees and grass. A complete and detailed Landscaping Plan will be developed prior to the construction of the facility. A third key element is the use of attractive signs and lighting fixtures. As shown in Appendix CC, the proposed signs are designed with an awareness to the value of an aesthetic look. Also included, within Appendix CC is the full Resolution from the Town of Preble Board of Zoning Appeals which definitively describe* s the final perrnitted signage following a lengthy review process dudng the fall of 1999. The, final design package has yet to be prepared but the descriptions within

the resolution provide wnple information. A final component is the overall quality of the pavement

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and curbing that cover such a large portion of the site. The "built to last" design approach and use of both concrete pavement at the entries and fueling areas, in conjunction with asphalt pavement elsewhere, provides a durable, varied and more interesting look.

Imperative to any visual mitigative measure is the appropriate and consistent maintenance of those same features which have been constructed/incorporated into the site design. As mentioned earlier, all of the landscape maintenance is completed by a local contractor who will routinely keep the site vegetation and planted areas looking good. Concerning litter and overall site appearance, Flying J has an established program of maintaining a very clean site. M of the on~site trash receptacles are checked at least two times per shift and emptied as needed. All of the gasoline and diesel fueling islands are checked once eveiy hour with a log being kept for each one. (See Appendix PP for the Fuel Island Inspection form). During any and all of these routine surveillance procedures, any fitter or other debris is immediately picked up for disposal.

The second initigative approach is to provide an attractive landscaped buffer, where possible, that can provide additional screening for nearby homes and the Ehnwood Cemetery, further to the south. This mitigation can most egectively be accomplished by planting a combination ofevergreen an deciduous trees along both the southwestern and southem boundaries in the southwest comer ofthe site. This mix of trees will provide a good blend of screening by having deciduous trees such as red oak, sweet gum, hackberry and sugar maple which all have large canopies, combined with the evergreens such as arborvitac, Colorado spruce and Canadian hernlocks which provide better screening lower to the ground. Concerning the extent of the planting along the southern boundary, there is no need to extend the new trees finther to the east than as shown since the wooded wetland area in that vicinity wdl remain and provide the screem*ng discussed. (See the Site Plan in Appendix C,).

Conceming any additional visual features which may emerge in the future either on-site or oIT-Site, as previously discussed in the subsection above, the only mitigative measure within Flying Js control is to establish the standard for aesthetics and landscaping against which future commercial developments can be measured. There is essentially no room on the site that could be used to develop any new structures and/or new features of any significance. Off-site, the only remamng available commercial property in the immediate vicinity west of 1-81 is the agricultural field opposite the site. The fature use of this parcel is unknown and not within the control of Flying J.

One final important note that should be considered in evaluating this facifity's potential visual impacts and their mitigation. The magnitude ofthe potential impact must also be weighed nainst the existing visual conditions in and around the site. As noted in subsection 2.06.A.3 above, there are several significant coixuiiercial features/strijctures that already exist in the area and are clearly visible from many of the swne receptors that will see the proposed project. As would be expected, the 1-81

corridor has already brought signage and commercial/industrial facilities into the area. The most

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prormnent of these items are the three billboards just east of 1-8 1, the telecommunications tower on Preble Road, the Sunoeo sign, the back ofthe Paul Bunyan facility and the already existing traffic on Interstate 8 1.

4. Health and S

The mitigation of health and safety issues is a particularly unique item in that the vast majority of the potential impacts stem from the actions of others. The importance ofthis fact is that Flying J can only control certain factors through the design and operation of their facility. What they cannot control, however, is whether people using the facility will act responsibly, be honest and trustworthy, and will comply with the law and any applicable regulations. Despite this lin-fitation, Flying J realizes the importance of developing and operating a safe facility. As a successful national company, Flying J prides itself on providing a safe and comfortable environment for both the general public as well as the professional drivers. Their continued success is predicated on that premise. There are several specific mitigative measures that will be incorporated into the design and operation that wffi help reduce the hkelihood of any incidents and provide a greater degree of assurance that any emergency condition will be responded to as quickly as possible. They are as follows:

1 To insure that the proper response to any emergency condition and/or accident is

inimediately taken, the entire supervisory staff of the facility will be properly trained

and provided with a written response protocol. This tra'i*ni*ng will emphasize the

importance of taking actions quickly and understanding the nature of the types of

emergencies that could occur so that the first response is the appropriate one.

2) In the event a minor spill were to occur, the facility will be equipped with an

emergency response kit. Known as the Spill Response Cart, it includes the basic items

that would be used during a spill such as absorbent pads, absorbent socks, tank plug

sealants and hazardous waste bags and labels. A more complete list of the items in

a typical cart can be found in Appendix K.

3) For larger spill incidents or accidents, additional mitigative measures will be in place

to insure the most immediate response as is possible. With the Cortland County 911

system available., proper notification of any incident wifi be done immediately. At the

saine time, in addition to the County's initiating a response team that would likely

include the Broome County HazMat teani, Flying J will also be notifying selected

private spill response contractors that will already be under contract for such an event.

An example of several such firms are Op-Tech Environmental Services, Inc., AAA

Environmental, Inc., both of Syracuse, and G-ary Dyer, Inc. from Binghamton.

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4) A key design feature at the plaza is the inclusion of a under canopy fire suppression

system at the car/RV gasoline island. Under the New York State Building Code, such

a system is required at gasoline dispensing islands. They are not required at the diesel

islands due to the lower flanunability of that product, which consequently results in

a lower fisk. As a result, for the proposed project, the complete car/RV canopy area

will be fully equipped with the required suppression system. As more fully detailed

in Appendix RR, the system simply consists of pressurized cylinders filled with

potassium bicarbonate, a network of piping and nozzles, a thennal detector, a

pneurnatic release mechanism, and the associated switching and electrical

components. The basic operafion is such that in the event of a fire condition, the heat

generated wifi be detected by the thermal detector which will trigger the pneumatic

release to begin the application ofthe dry chemical. Simultaneously a pressure switch

wfll immediately be actuated to shutdown the pumps.

5) A integral part ofthe training mentioned in Item 4 1 is having the complete and proper

information and resources available to the personnel at the facility. To insure that this

infomation is properly generated, available and used, Flying J has developed both the

Hazard Communication Progrwn Manual and Flying J - EPA Manual. These

documents include a wide variety of information and enable Flying J to accurately

account for all critical on-site activities. The Hazard Communication Progrwn

Manual addresses such items as emergency responses, spill prevention,

communications and comprehensive information on Material Safety Data Sheets

(MSDS). The EPA Manual focuses primarily on the operation and maintenance

aspects of all storage tanks, dispensing equipment, oil/water separators, propane

tanks, etc. A copy of the typical table of contents for each of these documents, as

well as Chapters 1, 2 and 3 ofthe Communications Manual and representative fonns

and infonnation from the EPA Manual can be found in Appendix DD. By having this

type of comprehensive guidance and documentation manuals utflized at the facility,

the potential likelihood and magnitude of any incident is significantly reduced.

6) One of the true advantages of having this facility operate 24 hours per day is the fact

that at all tines Flying J personnel wfll be on-site and available to respond to any

incident that may occur. This coupled with the fact that the entire facifity will be

suitably fit, thus deterring any attempts at illegal activities, wffl only help to meet

Flying S's objective of providing and operating a safe and welcome environment.

The final mitigative measure is one that occurs initially during the development and design stage of the proj'ect, and then continues for the life of the operation. This element enco'mpasses the design and construction of a safe site that will rninimize the risk of any accidents. Exwnples of such site design features are the segregated ddveways for the trucks and cars, and the traffic circulation pattem for each through the site itself

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2.07 GROW AND C RACTER OF COMMUNITY

A. Environmental Setting

Simflar to the issues associated with Human Resources addressed in the previous section, the discussion surrounding the growth and character ofthe local community encompasses two main subcategories. The first concems items related to the land use and historic resources of the conununity and the second is associated with the various conununity services both locally and regionally available.

1 . Land Use and ffistoric Re-sources

As with most of the region, the land use history of the project site and the surrounding area has been

primardy agricultural and dairy farrffing. This was not the case when Preble was first organized as

a Town in 1808. At various times during its history, a wide range ofbusinesses had flourished in the

area, from saw mills to tanneries to wagon shops. The dairy farming and associated businesses

started around the 1860's, as pioneer families drove their cattle from the eastem parts of New York

State. For a more cornplete history ofPreble, see Appendix EE which contains the 175' anniversary

publication booklet "Celebrating 175 Years", issued in 1983. Also ofinterest is the NYS Education

Department historic marker located just west ofthe Route 28 1 /Preble Road intersection.

Itnotesthat

at that site Wifliam VanDenburg had erected a log cabin in 1802 and that the first frame house was

built in 1806 and used as a hotel In conjunction with this historical perspective, a Stage 1 Cultural

Resource Survey was also conducted by Flying J to assess whether the project site contained any

archaeological or cultural resources of significance. The study was completed by Pratt and Pratt

Archaeological Consultants, Inc. ofCazenovia, New York, and concluded that no significant cultural

resources were found in the area and that a determination of*' 'no effect" be assigned to the project.

Appendix FF contains additional infonnation, including the subsequent response from the NYS

Office

of Parks, Recreation and Historic Preservation. Also, Section 1.02 (Location, Access, Zoning and

Land Use), contains a more in depth discuss*lon of the present land use of the area.

Conceming both the land use and zoning ofthe area, each issue has been addressed recently with the adoption ofboth the Land Use Plan (1995), and the present Zoning Ordinance and Map (1997) For all of the maps mentioned in this discussion, see Appendix GG. Froni a chronological perspective, the initial mapping which reflected the pl development intentions ofthe Town was the Zoning Map of 197 1. This map, essentiafiy indicates that as far back as 197 1, the 1-81 interchange area was being viewed as an area suitable for commercial development. The project site, as well as other areas both east and west of the Interstate are shown co , ierciafly zoned. In addition, a commercial zone was indicated further north along Route 281 and a significant area both north ofPreble Road and east of 1-8 1 was designated for industrial use. South ofthe hamlet, most ofthe area along Route 281 was zoned residenfial with two minor industrial areas. In 1986 a Land Use Plan was adopted by the Town

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which contrachcted the Zoning Map in several locations. At the 1-81 interchange, for example, the land west ofthe highway (including the project site), was indicated for Agricultural Use. This Land Use map did include the land east of 1-81 as being suitable for Commercial/Industrial (C/1) use and along Preble Road, relocated the C/I usage to the south side of the road, both east and west of the railroad crossing. In 1995 this Land Use Plan was modified and a new map was adopted. This map reverted back to the 1971 concept of designating commercial development on both the east and west sides of the interchange. In addition, industrial uses were denoted for the land just north of the interchange and lying between 1-81 and Route 28 1. One other change was the addition of a significant area designated for coiiiiiiercial use just south of the hamlet and between Route 281 and 1-8 1. Two years later, 1997, the town adopted its present Zoning

Ordinance and Map. This new map essentially dupficates the Land Use Plan with concentrations of commercial and industrial zones at the 1-81 interchange, and a significant commercial areajust south ofthe hamlet along Route 28 1. Included in this document is a complete copy ofthe Proble Land Use Plan as well as selected sections (Commercial and Industrial Districts) ofthe Zoning Ordinance. (See Appendix MM).

The Cortland County Cooperative Extension and the County Planning Department were contacted regarding an assessment of the agricultural lands on the site, and to see if any County Farmland Protection Plan has been established. There is no doubt that the Palmyra and Phelps soils dominating the project site are designated as Class I soils and are to be considered as some of the best sofis for agricultural purposes found in Cortland County. The less prevalent Homer soil on the property is not considered to be as important agriculturally. It should be noted, however, that the property has not been actively planted to any row crops for the past several years. According to the 1997 Census of Agdculture for Cortland County, only 52,736 acres (78%) of the total 66,864 acres of available cropland in the County were planted and harvested that year, meaning that 22% of the cropland in the County was left idle. The 16 acre portion of this site that could potentially be used for row crops equates to just over .02% (two one hundredths of a percent) of Cortland County's total cropland.

Cortland County does have a County Agricultural and Farmland Protection Board (AFPB), which is dedicated to the advancement of agficulture and preservation of farmland throughout the County. A formal Agricultural and Farmland Protection Plan was prepared in 1998, but many of the key plan elements (mapping of the most valuable farmland to protect in each community and/or the development of a Land Evaluation and Site Assessment progrwn in the County) have not yet been implemented. Consequently, specffic detailed infonnation for any given area of the County is not presently available.

Related to this issue of local growth and character is the traffic conditions associated with Interstate 81 and their relationship to the proposed facility. As shown in Appendix LL, a wide range of traffic

volumes can be associated with the siting of a Flying J Travel Plaza. As indicated by the M-9 (size

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being proposed for Preble) notation in the margin, a facfiity of this size is most appropriate for the 24,000 vehicles per day that pass this location.

Ofparticular interest has been the proximity and possible impact on the Ehnwood Cemetery, located approximately 1000 feet south of the southern boundary of the project site. The cemetery was created in 1867 on land donated by the VanHoesen family, and subsequently expand ' ed with the addition of a piece ofproperty on the north side from the lands ofRobert Knapp. The center portion of the cemetery is well vegetated with the outer areas being open and generally vacant oftrees and/or headstones.

Another item related to the growth and character ofthe community is the economic conditions within the area. There are three particular elements within this category that wifi be examined. They are: (1) local tax base, (2) local tax revenues and (3) employment conditions. Concerning the tax base within the Town of Preble., there are several sets of infonnation available from the Cortland County Real Property Tax Department. To be the most meaningful, and not too confusing, two will be provided, First, the grand total assessed value of all ofthe land within the Town ofPreble is presently $59,646,252. This total is for all the land, including wholly exempt, franchises, utifities, etc., many of which are not taxable. The second set of data is strictly limited to the tax base which is truly taxable, a category into which the proposed Flying J facility wdl be included. The values within this taxable category are broken into three segments, depending on which tax is being applied. They are: County Tax - $48,906,781, Town Tax - $48,506,443 and School Tax (after STAR exemptions) -$42,732,925.

Related to this whole issue oftax' base, growth and character are the recent growth trends within the Town, if any, as indicated by the number ofBuilding Permits being issued during the past five years. A summary of this data is as follows.

Year of Building. Etmu HomeL/Ma*or Remodels

~ts New -_j

1995 20 3

1996 36 5

1997 30 2

1998 19 2

1999 26 1

2000 12 1

(Thru 6/23/00)

All ofthe other permits assoc-iated with the numbers above are generally for minor additions, garages, sheds, pool decks and the occasional commercial addition and/or improvement. A quick review of this data does not-indicate any particular trend other than since the "peak7'year of 1996, new homes and other minor projects have been relatively steady, if not slightly dechning. Zoning request

-"S,

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information is not tracked routinely, and consequently good historical data is not readily available. The Town did, however. tabulate the number of zoning variance apphcations since Septernber 1998. The results are as follows. From September 1998 through December 1998, 3 requests were made. For afl of 1999, a total of 8 applications were submitted. From January through June of 2000, 4 requests have been made. Based on the dates and numbers noted, it appears that an average of 8 requests are made each year, with no trend indicated.

Concerning the local tax revenues, based on infonnation from the Cortland County Treasurers Office, Cortland County received a total of $18,074,144 in sales tax revenue in 1999. Based on the distribution formulas presently in place, the total revenue forwarded to the Town of Preble in 1999 equaled $278,723, essentially 1.542% of the grand total.

The last item is the employment conditions within the area. In attempting to retrieve accurate and meaningful data, the NYS Department of Labor Research and Statistics Division was contacted. Based on their data for February 2000, which is broken down by county, the Cortland County unemployment rate is calculated at 8.4%. The present unemployment rate for the entire United States is noted at 4.4% and the overall New York State rate *is 5.3%. Looldng at all of the contiguous counties surrounding Cortland, their statistics are as follows: Onondaga - 4. 1%, Madison - 6.15%, Chenango - 7.7%, Broome - 4.7%, Tioga - 5.0%, Tompkins - 3.3% and Cayuga - 6.7%. As demonstrated by this infomiation, Cortland County is well above both the national and statewide averages and has the highest unemployment rate for this general rogion of New York State. See Appendix HH for the fufi breakdown of the Labor Department statistics.

2. Conununity -Services

Any impact on the growth and character of a community is also related to the various services available within the area. A brief description of the present services in and around the Preble area follows.

• Police Protection - The Town ofPreble and the hamlet itself does not have their own

police force. Serving this are : a would be a combination of both the County SheritT s

Department and the New York State Police.

• Fire Protection - The volunteer Preble Fire Department was first organized in 1930

and continues to serve and protect the cominunity. As with all fire departments, in

the event of needing assistance, other nearby departments are typically brought in to

provide the needed equipment and manpower. This `Mutual AiE policy enables the

local department to be adequately assisted in the event of an emergency. The two

closest departments would be from Tully and Homer. The present Preble Department

has a listed roster of approximately 59 persons, many of which are not directly

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involved in responding to ernergencies. Over the recent years, the average number of participants responding to a call is less than 10 individuals per call. There are five trucks including a tanker/pumper, rescue truck and Class A engine. The Department has no foam or capability to be able to fight a Class B fire (gasohne). They can assist in a smd spill clean~up with absorbent materials. Both Homer and Cortland City have some capabifity utilizing foaxn. -

a Spill Response - The local Fire Department has limited capabdities to respond to a

significant spifi incident. This is nothing out of the ordinary, and even at the County

level, there is no specific response tewn capabfiity. However, Cortland County does

have a contract with Broome County to be able to utilize their HazMat (hazardous

materials) Response Team. Cortland County is also working on creating such a team

within the County and hopes to do so sometime during the year 200 1. In addition,

private (24 hour) response contractors are available from both the Syracuse and

Binghwnton areas.

m Utilities - Within both the project area and hamlet itself, electrical power is certainly

available but there is no public accessibility to natural gas.

• Water Supply - As discussed earher, there are several small water supplies within the

hamlet area that are regulated by the Health Department and classifiedas public water

supphes. However, the majority of the residences and buildings within the area are

sitnply served by on-site wells. There is not public water supply available to serve the

proposed facifity.

• Solid Waste Disposal - Cortland County owns and operates the County Landfill

.outside ofMcGraw, to which any solid waste generated at the proposed facility would

be taken for disposal. Nunierous private haulers operate within the County.

• Sewage Treatment - At this fime, there is no public sewage collection and/or

treatment facilities within the Town of Preble. All existing homes and businesses are

handling their sewage with typical on-site systems which dispose of the treated

effluent into a subsurface disposal field/bed or drywell.

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B. Potential Signifi*cant Impacts

For this issue there are several potential * acts which have been identified. They are as follows:

imp

1 The potential alteration of the existing character of the community, including other

potential future commercial development as a result of the Flying J project.

2. The potential incompatibility with the surrounding land uses and applicable land use

plans.

3. The potential loss of open space.

4. The potential disturbance of the areas historic heritage and character.

5. The potential for new jobs, increased tax revenues, broader tax base and the

availability of additional services and shopping opportunities.

6. The potential of future growth within Preble using the maximum development

possible based on the current Zoning Ordinance and similarly the growth impact on

the Route 281 corridor between Preble and Tully.

Concerning the potential growth impact mentioned in Item#6 above, additional discussion is needed. This project is not anticipated to have a significant influence on the growth potential along NY Route 281 between Preble and Tully. The Flying J Travel Plaza is a speci ed use which is a serviceoriented business developed to attract motorists from the arterial highway system, i.e., Interstate 8 1. Growth along this corridor as a result of this type of development is projected to be lin-fited to additional service type facifities such as a gas station, convenience store and/or a fast food restaurant.

A cursory review of future growth potential within Preble was examined primarily for Commercial and Industrial uses. From data obtained from current zoning maps, and based on its vacant/abandoned status, there is approximately 37 acres of commercially zoned land (35 acres opposite the project site, 2 acres at the abandoned Sunoco Station), and 25 acres of industrial zoned land (between Paul Bunyan and Saulsbury), located north of the Hamlet in the vicinity of the Interstate 81 Interchange. South of the Hamlet there is approximately 74 acres of available land zoned commercial and located between Route 281 and 1-81.

The uses dlowed within the industrial and commercial zoning vary significantly. Based upon

. d uses within this type of zoning is typical. For the industrial zoned land, it was

expenence, nuxe

assumed that the land would be developed into office space and warehouse. For the commercially

zoned land,. it was assumed the land would consist of a mix of oftice space, retail space and

restaurants. It is typical for office type space to be used to buffer adjacent agricultural and residential

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uses from heavy commercial uses. This analysis assumes that there is infrastructure available to accommodate this type of development. It also assumes that this development all occurs at once when realistically, it may take at least 20 to 3 0 years, if at afl.

NY Route 281 currently carries approximately 3,550 vehicles per day. With the projected max*nnum development along this corridor, traffic may increase to 24,944 vehicles per. day. The primary source of traffic is anticipated to originate from Interstate 81 and Song Lake Road. For planni*ng purposes, the capacity of a two-lane highway 'is approximately 20,000 vehicles per day. As such, with the addition ofthis development, NY Route 281 would require at minimum of four travel lanes with tum lanes at the major intersections. Again this is a cursory review of the zoning and a best guess approach of the difiFerent types of uses allowed within the current zoning.

C- Mitigation Measures to Minimize Impacts

1. Land Uses and Historic Resources

In consideration of the potential impacts noted above, one of the most cl-fective mitigative measures that will be implemented is the design itself of the proposed facifity. This design element is actually threefold in its approach. First is the design and look ofthe main building. Since this structure is the focal point of the facility, it should and will be an attractive building and use exterior materials that are compatible with the surroundings. Second *is the design of the overall facility in that it should be functional and visually appealing such that it will set the standard and precedent for other future commercial facilities that may locate in the area. The third element is the design and implementation of the landscaping plan. By providing a sensible blend and mix of vadous landscape features, such as small benns, vafied tree specimens, strategic fene*ing and planting beds, an aesthetic final look with suitable buffering can be achieved. In conjunction with this landscaping/buffering issue, it is

ortant to remember that every effort has been made to leave the greatest amount possible of the existing wetlands. By doing so, the project perimeteralong the southem and eastem boundaries will maintain a more natural transition from the project site into the adjacent property.

Since there are no historic elements immediately adjacent to the project site, and with the nearest homes and the Elmwood Cemetery located both to the west and south of the proposed facility, it is proposed that the southwestem portion ofthe site perimeter be landscaped with a line oftrees so that both the houses and cemetery can benefit from additional screening. With the existing businesses already located within the area (Paul Bunyan, Beck Equipment, Saulsbury, etc.), the signs of an evolving community have already been planted, mimicking a land use plan and zoning map that includes both continued residential growth in conjunction with commercial/industrial development.

Based on both the present zoning map and land use plan for the Town of Preble, the construction of

a commercial facifity at this location is fully compatible with the intended use ofthis land. The reason

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that the conversion ofthis land from agricultural practices to a commercial use is happening is simply a result of the existing commercial zoning, its proxirffity to the interchange, the traffic volumes on the highway and it's size and availabifity. As mentioned earlier, the design and construction will be conipleted with close attention to aesthetics and quality. Conceming the loss of open space, this impact is viewed as minimal due to the extensive rema1*m*ng open lands in the area and the fact that this property has been specifically designated for commercial development. This is particularly true in fight ofthe fact that the adjacent farmland to the south (Paul & Maureen Knapp), has recently been designated for agricultural use forever, meaning it will always remain open and undeveloped.

Concerningthe growth potential within Preble described above, the key mitigative measure

that can be ogered is to provide an awareness to the Town that if there is additional growth and

development on the designated remammg coviii ~i - -alfindustrial parcels, the impacts should be

closely

scrutinized, similar to this project. If this trend for growth continues, the Town and County should

conduct a*Corridor Study" or something similar, ofthe Route 281 vicinity. This study should focus

on assessing and developing a definitive Master Plan for both conunercial and other development

plans in the area.

In general, the potential impact on any of the existing co ' iiunity seMces wfll be very hmited, if at all., since the facility itself wfll be essentially self sufficient in this regard. With the on-site water supply, wastewater collection and treatment, propane gas supply,. power connection to the local utility, and ptivate contract for 'Solid waste disposal, many typicafly community based services will not be needed. Even though these utifity type elements are independent ofthe local community, the proposed facility is conscious ofthe need and importance of conserving resources and energy. In that regard, Flying J will fully comply with all required energy saying and water conservation measures so as to e the consumption.of both.

The one area, however, that could interplay with the community are the services associated with police, fire and spill responsiveness. In the event there is the need for such assistance, certain measures will be incorporated in to the facility that will help mininfize any impacts and in fact likely improve the conditions surrounding the response and assistance required. One ofthe simplest means to accomplish this is to have an established alarm and security system which will facifitate as immediate a response as possible. One of the keys to preventing an incident from becoming a major emergency is the timefiness ofthe initial response. Within Cortland County, there is Communications Center (911), which serves as the focal point of imrnediately coordinating and contacting all of the proper authorities and agencies. Having established the 911 system has significantly reduced the possibility ofmistakes and misinformation. In conjunction with this 911 system, the facility personnel will be fully trained to immediately notify the county so as to respond to an incident without delay.

One additional mitigative measure, which was discussed in Section 2.06.C.4, is the design and

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operation of a safe facility which is well fit and continuously-supervised. This form ofeonstant on-

site

management will inherently any potential for an incident to occur.

In assess'lng any additional impacts this facility may have on the local services, an evaluation ofthese potential impacts was conducted by obtaining the calls and response data from the nearby Flying J Plaza located in Pembroke, just off the Thruway in westem New York State. In the 2 1/2 year existence of the Pembroke facfiity, the Genesce County SheritTs Department has been called to the site a total of 61 times. The majority ofthe calls are related to traffic accidents and injufies while the others include lockouts, disorderly conduct, suspicious character, petit larceny and trespass. During this same 3 0 month period, there were a total of 7 calls associated with fire and/or EMS type services. The New York State Police barracks in Batavia was also contacted for similar information and input. They, however, do not have any kind of computerized logging of each response to the site. In discussion with personnel at the barracks, it was estimated that during the peak season ofthe sunimer, they can average 3-4 calls to the facfiity per week. The peak season, in this case, is very unique in that the Pembroke facifity is located at the exit for Darien Lake Amusement Park. As such, there is a tremendously increased volume of traffic and consequently a greater number of traflic accidents, etc. The State Police did say that the number of calls and nature of the incidents had no impact on their ability to provide service as normal.

With the data obtained from the Penibroke facility, the appropriate Cortland County Departments (Sheriffs and Fire Coordinator) and.the Cortland barracks of the State Police were contacted to discuss the potential impact of providing their respective services to the proposed facifity based on a similar number of calls. Both.of the County agencies were definitive in that the number of calls described would have no impact and that they could clearly respond as needed. The State Police, through their Zone Commander in Ithaca who is most farniliar with the Cortland station, also concluded that the nature and frequency of the calls that would occur will not significantly impact their present capability to respond. Recently, in fact, the Cortland barracks has changed to 12 hour shifts which apparently provide greater coverage. It was agreed that the State Pohce would likely be the more frequently called agency due to the high number of gas drive-offs and their agency's better abifity to catch those ofiFenders once they reenter 1-81 and possibly cross either County and/or State fines.

Due to the limited, if any, impact on the local services noted above, it is anticipated that the substantial tax revenues, more fully described below, that will be generated by Flying J and received by the local Preble Fire District, Cortland County itself and the State ofNew York, will well exceed any required modifications to the present community services in-place.

One of the'positive impacts for the I'Ocal Preble Fire Department is that the proposed Flying J facility will have an on-site water storage tank to aid in fighting any normal on-site fires. In addition, Flying J will make this same water available to the Fire Department to refdl their tanker trucks during a fire emergency elsewhere in the hamlet.

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1- -

The final mitigative measure associated with this facility that wdl * * *ze its potential impact is the positive implications associated with the increased local tax base, sales tax revenues and employment.

Based on anticipated construction costs in the amount of approximately $6.5 mifflon dollars, the . mpact ofthis project on the Town ofPreble's tax base is significant. The only anticipated exemption the applicant will seek for this project is the business investment exemption provided for in Real Property Tax Law 485-b. This statutory exemption provides that real property constructed or d subsequent to July, 1976 for the purpose of commercial business or industrial activity shall be exempt from taxation and special ad valorem levies, except for the special ad valorem levies for fire district, fire protection district and fire alarm district purposes. As provided in the statute, the property in this case would be eligible for an exemption for a period of one(l) year to the extent

of 50% ofthe increase in assessed value thereof attributable to such construction or improvement and for an additional period on nine (9) years provided, however, that the extent of such exemption shall be decreased by 5% each year during such additional period of nine (9) years. Flying J will be eligible for this exemption as it applies to the County of Cortland taxes and the Town of Preble taxes only. The TuUy Central School District has opted out of the statutory exemption, therefore, Flying J will not be eligible for any relief from the school taxes assessed and, as the statute provides, is not eligible for relief from the Town of Preble Fire Department assessment. In tenns of actual dollar amounts, and as shown on the chart in Appendix H, the projected tax bill for the Flying J project will generate y an additional $3 5,065. 00 in the first year and up to a total of $68,13 0. 00 ultimately to the County of Cortland. The Town of Preble will receive approxiinately $3,057.00 the first year and approximately $6114.00 by the end of the exemption period. With no apphcable exemption, the Preble Fire Department will receive approximately $11,144.00 every year. In addition, the project will provide approximately $94,341.00 in additional school tax revenue annuWly. For both the County and the Town taxes, the long term additional $6.5 rffillion dollars added to the existing $48 migion dollar real property tax revenue translates into an increase of greater than 13%. For the school district, it is an increase of more than 15%.

Concerning sales tax revenues (see Appendix H), with estimated amual sales in excess of $17 nlilhon, the impact is very significant. The additional annual revenue to Cortland County is estimated to be $690,000 and to the Town of Preble, an additional $10,640. Each of these figures represent an nunediate revenue increase of nearly 4%.

Hand in hand with this economic impact is the increased employment opportunity that wdl be afforded to the local community. With Cortland County having the highest unemployment rate of any of the neighboring counties, the addition of 75 new jobs is clearly needed. These 75 new job opportunities will range in their level of responsibility, pay scale and degree of difficulty. The employee hierarchy at the propose'd facility is established such that there is one overall General

Manager and then the balance of the staff is structured within two distinct divisions, one for the

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Convenience Store and one for the Restaurant. Noted below are the job titles within each of these

divisions, each of which is self explanatory. As with any busi-ness, the managerial/supervisory positions are fiall-time while the other categories tend to also include part~time work.

General Manager

Convenience Store, Division Restaurant Division

Fuel/C-Store Manager Restaurant Manager

Maintenance Supervisor Assistant Restaurant Manager

Fuel Desk Supervisor Lead Server

Accounting Manager Kitchen Manager

Shift Supervisor In-Store Dining Room Trainer

Maintenance Person Buffet Attendant/Carver

Cashier Line Cook

Bookkeeper Prep Cook

Store Merchandiser Cashier/Greeter

Deli Cashier/Supervisor Server

Utility Worker

Busperson

As demonstrated by the above fist, a wide range ofresponsible positions will be filled once the facility is ready to begin operating. The local community will clearly benefit from these numerous job opportunities.

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3.01 ADVERSE ENVIRONMENTAL IEMPACTS THAT CANNOT BE AVOIDED

The development of the proposed Flying J Travel Plaza will have an impact that can be viewed as both positive and negative. Certainly the economic impacts of a boost in the tax base, the significant sales taxes revenues that win be generated and the additional job opportunities are all welcome and needed. The services provided will also be a welcome conveni*ence for the local community.

The adverse ofnegative impacts associated with the project have been the focus ofthis document and were identified and discussed in detail in Section 2. It is inevitable with any project that despite the mitigative efforts identified, there will be some impacts that will remain unavoidable. They are as follows:

1 The use and development of this property for the proposed project will eliminate the

possibility of having the land remain as it was, or be developed for other commercial

purposes. This impact will remain true for the duration of the Travel Plaza's

operating life.

2. The proposed Flying J Travel Plaza will bring an increased volume of traffic onto

Route 281 between the 1-81 interchange and the facility itself Despite the proposed

improvements to address both safety and road durability, the fact remains that more

vehicles wfil be using this portion of the roadway system.

3. As with any new project, the development and operation ofthe facility will require the

additional consumption of energy. During construction this wffi primarily be in the

form of fuels for construction machinery and electrical power utilized in the

construction of the buflding. Once operating, the primary energy consumed will be

in the fonn of electrical power and either propane or natural gas.

4. There will be some impacts to wildlife that cannot be avoided if the project is

implemented. The most notable of these iinpacts is the loss of about 15.6 acres of

hayfield habitat. Although some of the impact of this loss will be mitigated for by

creation of high-quality grassland habitat associated with the created wetland east of

1-8 1, there wffi be an overall loss in the total acreage of grassland habitat at the site.

As stated previously, wildlife use of the existing hayfield habitat is likely relatively

low, since this cover type is significantly influenced by human activity, in this case

periodic mowing. In addition, this habitat is regionally abundant, and loss of the

acreage at the site would not notably allect the overall availab*llity of such habitat in

the area overan.

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__*11

Short-term impacts to wildlife use of the site and areas immediately adjac.ent to the site will also occur to some degree regardless of proposed mitigation efforts. Noise and activity associated with construction cannot be completely avoided. These factors will likely reduce the abundance and kinds of wildlife using the site and immediately adjacent areas while construction is underway. However, these impacts will be short-term and should disappear shortly after construction is completed.

5. The unique, yet temporary, impacts associated with any major construction project

will also be unavoidable. Some of these include: (1) dusty conditions that mitigative

measures may not always completely suppress, (2) large, heavy-duty machinery

operating in open view and (3) the noise from the operation of that machinery and

other construction equipment on-site.

In summary, a quick review of the above four item leads to the conclusion that these unavoidable impacts are relatively minor in comparison to the purpose, service and benefits to be yielded by the development of this project.

3.02 HWVERSILBLE AND ~TRIEVABLE COMMITMIENT OF RESOURCES

---1.1

The development of this project will also require the commitment of certain resources that simply cannot be retrieved. One of these elements is committed as the project is initiated, while the second resource is continuously expended for as long as the facility operates. The two are described below:

1 . The proposed facility is a significant construction project and as such will require a

substantial amount of building, materials. All of the concrete, wood, metal, plastic,

glass, asphalt, equipment materials, etc. that wdl be incorporated into the construction

of the Travel Plaza will be irretrievably committed to the project.

2. The energy required to both construct and operate this facility is similarly

irretrievable. This energy would no only include fuel sources (electricity, diesel,

gasoline, natural gas, etc.), but also the manpower associated with the work required.

The land upon which a proposed project is to be located is sometimes viewed as an irretrievable resource. By strict definition, the comnfitment of this land is only irretrievable for as long as the Travel Plaza continues to operate. Once the facility were to close, there is no reason why the site could not be utilized for other purp'oses.

The two irretrievable resources noted above appear to be of minor significance when compared to the overall impacts and benefits this project will bring to the Town of Preble and Cortland County.

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3.03 GROWTH INDUCING ASPECTS

The proposed Fling J Travel Plaza project is an "all in one" service center for both the traveling pubhc and trucking industry. It's focus and target market is the traffic traveling along Interstate 8 1. As such, it is essentially a stand alone facility that does not rely on the development of other ancillary services or commercial enterprises. It may, however, spark the interest of other commercial developers to bring other services to the immediate interchange. At the interchange itself, the Town presently has in place a zoning designation which plans for additional commercial development on both the large open parcel directly north and across Route 28 1, as well as the small parcel where the abandoned Sunoco station is located. Just north of the Sunoco station, the area is designated for industrial use and at present houses both the Paul Bunyan and Saulsbury facifities.

It is possible that there may be an interest in developing on either of these commercially zoned properties. Conceming the nature of these possible developments, it would appear likely that if in fact they are in direct response to the Flying J project, that they too are oriented to the traveling public and trucks on 1-8 1. The importance of this c'omment is that any growth inducement directly related to the development of the proposed project will be limited to other commercial enterpnses at the interchange and not an overall change to the community and area.

3-3

One of the required components of a Draft Environmental Impact Statement is a discussion of the various altematives associated with the proposed project. In the following sections, each of the key altemative issues are discussed which will assist in providing a greater understanding of the overall project and why it is being proposed in it's present form.

4.01 ALTERNATIVE SITES

One of the initial steps in the evolution of this project is the process of seeking an appropriate site. Once the overall commitment was made by Flying J to expand their service area into the northeastem United States, a comprehensive evaluation of routes, traffic volumes, existing services, etc. was conducted. As a general plan was developed for the region, in this case central New York, more specific locations were investigated. Based on the planning for the north-south corridor along Interstate 81, and its proximity to the east-west corridor associated with the New York State Thruway, the general vicinity of the area between Syracuse and Binghamton was targeted for specific sites.

In the course of seeking sites, typically there are four basic criteria that become a first priority in evaluating the potential of any one given location. These key elements are as follows:

1. The site should be located immediately adjacent to the interstate highway it will

serve so as provide convenient access for travelers, limited impact on other existing

facilities and uses in the area, and direct visibility from the highway.

2. The site is available for purchase.

3. The site is properly zoned for it's use as a travel plaza.

4. The site is of sufficient size and configuration so as accommodate the facility.

The proposed project site in Preble met each of these criteria and was the only site to do so in the targeted area. As such, no other altemative sites were available that would meet the needs of the project sponsor, Flying J. Please see Appendix JJ for the letter from Mr. Pasqualino reiterating the above criteria and rationale for selecting this site. Mr. Pasqualino was the Director.of Real Estate -Acquisitions East Coast for Flying J, at the time of the selection.

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

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PREBLE NY

4.02 ALTERNATIVE TECHNOLOGY

Being the renowned national leader in developing and operating these types of travel plazas has kept Flying J at the forefront of awareness as to what works and what doesn't. Achieving that position is very directly related to Flying J's commitment to improvement. Through their vast experience with operating facilities throughout the United States, Flying J has continuously incorporated the latest and most appropriate new technology in conjunction with technology that is tried and true. Essential to the use of these technologies is their compliance with all applicable regulations and standards. There are no known feasible and reasonable alternatives technologies to be considered.

4.03 ALTERNATIVE SIZE

At this point in time, Flying J has established three facility size variations that are used at project sites. The utilization of either the small (10,000 SF building), medium (14,076 SF building) or large (18,000 SF building) facility is based on two primary criteria. They are as follows: (1) the traffic volumes along the adjacent interstate, and (2) the physical limitations of the property itself. As part of the siting process, consideration is given to a combination of both of these items. At the Preble location, the "best match" of these two criteria resulted in the selection of the medium sized facility. To a limited degree, both the smaller and larger facility sizes are considered alternatives but neither choice serves both criteria as well.

4.04 ALTERNATIVE DESIGNS

As was discussed in Section 4.02 above, Flying J is continuously examining the physical condition and operation of all of their existing facilities so as to improve upon the designs used to date. The development of this design is the result of a great deal of consideration to possible altemates. Some of the more important considerations included in this process are: (1) the inherent site conditions of on-site wetlands, a generally triangular shape, limited vertical separation depth to groundwater, a long road frontage and limited vertical relief and (2) the required site design elements of traffic separation and circulation, locating and accessing various activities within the site, and the miscellaneous engineering issues associated with providing sewage treatment, potable water and effective storm water management. As testament to this evolving process, the site has been modified since first proposed last Spring as a result of the incorporation of the 100 foot buffer zone along the southem boundary and other changes associated with minimizing the impact to the existing wetland and an improved parking scheme for the RV's. However, the basic layout remains unchanged and incorporates all of the features that most effectively serve both the needs of Flying J and those who come to use the facility. While recognizing the possibility that some additional design changes may occur as a result of the overall SEQR process, there are no other viable altemative designs that would fit this site and meet all of the basic criteria of a typical Flying J Travel Plaza.

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FLYING j TRAVEL PLAZA DRAFT ENVIRONMENTAL IMPACT

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PREBLE NY

4.05 ALTERNATIVE TIMING

Once the corporate decision was made by Flying J to expand into the northeast, all of whe'els were put into motion to move forward in achieving that goal. As such, the proposed project is simply part of that process and is in-line with the overall objective of serving the travel industry in this part of New York State. No altemative timing is feasible.

4.06 ALTERNATIVE LAND USE

As `mentioned earlier. this property is vacant with no structures and has been used for agricultural purposes for many years. If the proposed project had not been initiated, the site would likely remain in agriculture for the immediate future. However, based on both its Commercial zoning and location adjacent to 1-81. it is very likely that in the future it would again been targeted for development. For Flying J as project sponsor, the proposed use is in compliance with the local zoning, and there is no altemative land use that would still meet their objective of constructing and operating a travel plaza.

4.07 NO ACTION ALTERNATIVE

As required by SEQR, the No Action alternative must be addressed. This altemative is not a viable or feasible one for Flying J for one very basic reason. As a private enterprise, the No Action altemative does not allow them to meet their business goals and objectives for developing and operating travel plazas in this region of New York State.

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