Land Cover
This chapter provides a brief description of the land cover in the Affected Environment and broader Context Area and identifies the potential conversions as well as acquisitions and/or potential for displacements that would result from the Preferred Alternative. This chapter also includes a review of state and regional plans within the NEC FUTURE Study Area (Study Area) to evaluate the compatibility of the Preferred Alternative with those state and regional efforts.
Land cover is the observed physical cover on the earth's surface. Land cover was divided into nine categories for the Tier 1 Final Environmental Impact Statement (Tier 1 Final EIS) analysis, and is generally discussed as either developed or undeveloped as described below:
The land cover analysis identifies the potential number of acres that would be converted to a transportation use, as well as the potential acreages of acquisitions and the potential for displacements that would be required for the Preferred Alternative; however, those displacements would be quantified only as part of a Tier 2 analysis. See Volume 2, Appendix E.02, for more information on the land cover methodology.
Implementation of the No Action Alternative or Preferred Alternative could result in the conversion or change of an existing land cover type to a different land cover type due to modification of existing rail infrastructure (such as expansion of rail rights-of-way) and/or construction of new rail infrastructure (such as railroad tracks or stations). Within the Study Area, Connecticut and Maryland contain the greatest concentrations of undeveloped land cover. Within the Affected Environment, Connecticut tends to have the largest acreage of the following types of undeveloped land cover: Open Water, Forest/Shrub, and Wetlands; Maryland has the largest acreages of Grassland/Cultivated land cover. This pattern of undeveloped land cover in Connecticut and Maryland is the same for the Preferred Alternative, primarily where the Representative Route includes new off-corridor segments through undeveloped land cover. (See Section 7.2.3. for full details of land cover within the Affected Environment of the Preferred Alternative.)
For the Preferred Alternative, the majority of land conversions would occur in Maryland and Connecticut. These land conversions are a result of two new segments proposed in the Preferred Alternative. Key findings for the analysis of the No Action Alternative's and Preferred Alternative's effects on land cover are listed below:
Table 7.2-1 shows the number of acres of developed and undeveloped land cover within the Affected Environments of the Existing NEC + Hartford/Springfield Line and the Preferred Alternative. The land cover pattern along the Existing NEC is a mix of developed and undeveloped lands. Developed lands are located within major metropolitan areas such as Washington, D.C., Philadelphia, PA, New York City, NY, and Boston, MA. Developed land also typically occurs near major transportation corridors and facilities connecting these major metropolitan areas. Developed land characteristics along the Existing NEC + Hartford/Springfield Line support densely populated areas with varying degrees of development densities. Characteristics of undeveloped land along the Existing NEC + Hartford/Springfield Line are typical of rural areas and include agricultural lands, low-density housing, and natural areas such as parks, forested land, and water bodies. This land cover pattern is consistent for the Preferred Alternative. Large concentrations of undeveloped land occur in the more rural areas associated with the Preferred Alternative where the Representative Route includes a new right-of-way off the Existing NEC + Hartford/Springfield Line.
| Geography | Land Cover | Existing NEC + Hartford/Springfield Line (Acres) |
Preferred Alternative (Acres) |
|---|---|---|---|
| D.C. | Developed | 1,300 | 1,300 |
| Undeveloped | 175 | 175 | |
| MD | Developed | 17,190 | 23,095 |
| Undeveloped | 11,495 | 17,365 | |
| DE | Developed | 5,485 | 6,560 |
| Undeveloped | 1,895 | 2,330 | |
| PA | Developed | 13,945 | 14,275 |
| Undeveloped | 1,580 | 1,770 | |
| NJ | Developed | 13,905 | 14,810 |
| Undeveloped | 4,600 | 4,830 | |
| NY | Developed | 8,735 | 9,985 |
| Undeveloped | 885 | 1,030 | |
| CT | Developed | 36,340 | 42,810 |
| Undeveloped | 17,510 | 22,920 | |
| RI | Developed | 8,795 | 9,425 |
| Undeveloped | 7,240 | 8,835 | |
| MA | Developed | 8,925 | 8,920 |
| Undeveloped | 5,270 | 5,270 | |
| TOTAL | 165,085 | 195,715 | |
Source: NEC FUTURE team, 2016
Of the states within the Affected Environment of the Existing NEC + Hartford/Springfield Line, Connecticut contains the most acreage of both developed and undeveloped land cover. Forest/Shrub land cover is the most prominent undeveloped land cover in Connecticut.
For the Preferred Alternative, Connecticut contains the most acreage of both developed and undeveloped land cover, and Forest/Shrub land cover is the most prominent undeveloped land cover. Within Connecticut, New London County includes the most undeveloped land covers. The Preferred Alternative includes more acres of both developed and undeveloped land cover in New London County due to the Affected Environment of the Old Saybrook-Kenyon new segment.
Table 7.2-2 shows the potential number of acres of developed and undeveloped land cover by state and for Washington, D.C., that would be converted within the Representative Route of the Preferred Alternative. Potential conversions of Forest/Shrub and Wetlands land cover, identified as undeveloped land cover, include Prime Timberland and Prime Farmland soils, as well as environmentally sensitive aquatic and terrestrial habitats. Conversion of these land cover types would potentially result in deforestation, loss of natural areas/habitat or fragmentation of habitat, dredge and fill of Wetlands, and conversion of agricultural lands to nonagricultural uses. The Preferred Alternative is most compatible with developed land cover, which is inclusive of existing transportation use, such as rail tracks, highways, and other transportation infrastructure. Therefore, within areas of existing transportation use, there would be minimal potential for conversion of developed land cover within the Representative Route. The addition of rail service to areas that are not served by rail or that may have limited service today may induce change and influence land development patterns adjacent to the rail and at new station areas.
| Geography | Land Cover | Existing NEC + Hartford/Springfield Line (Acres) |
Preferred Alternative (Acres) |
|---|---|---|---|
| D.C. | Developed | 75 | 75 |
| Undeveloped | 0 | 0 | |
| MD | Developed | 1,285 | 2,365 |
| Undeveloped | 260 | 730 | |
| DE | Developed | 385 | 775 |
| Undeveloped | 35 | 120 | |
| PA | Developed | 855 | 835 |
| Undeveloped | 10 | 20 | |
| NJ | Developed | 910 | 1,270 |
| Undeveloped | 100 | 125 | |
| NY | Developed | 440 | 660 |
| Undeveloped | 30 | 30 | |
| CT | Developed | 2,275 | 2,750 |
| Undeveloped | 755 | 880 | |
| RI | Developed | 540 | 585 |
| Undeveloped | 345 | 515 |
| Geography | Land Cover | Existing NEC + Hartford/Springfield Line (Acres) |
Preferred Alternative (Acres) |
|---|---|---|---|
| MA | Developed | 515 | 540 |
| Undeveloped | 260 | 285 | |
| TOTAL | 9,080 | 12,565 | |
Source: NEC FUTURE team, 2016
* The Preferred
Alternative assumes improvements to the Existing NEC + Hartford/Springfield
Line; therefore, the acres of Potential Conversion presented for the
Preferred Alternative include the improvements to the Existing NEC +
Hartford/Springfield Line and any off-corridor routes associated with
the Preferred Alternative.
Elements South of New York City
Elements North of New York City
Table 7.2-3 shows the potential acquisitions by land cover type for the Preferred Alternative. Potential displacements have not been individually identified and are not quantified for this Tier 1 Final EIS. The FRA calculated potential acquisitions for the Preferred Alternative using the same method as described in Volume 2, Chapter 7.2.
| Geography | Land Cover | Acres |
|---|---|---|
| D.C. | Developed | 0 |
| Undeveloped | 0 | |
| MD | Developed | 1,075 |
| Undeveloped | 480 | |
| DE | Developed | 240 |
| Undeveloped | 75 | |
| PA | Developed | 55 |
| Undeveloped | 5 | |
| NJ | Developed | 335 |
| Undeveloped | 30 | |
| NY | Developed | 180 |
| Undeveloped | 20 | |
| CT | Developed | 585 |
| Undeveloped | 270 | |
| RI | Developed | 50 |
| Undeveloped | 150 | |
| MA | Developed | 10 |
| Undeveloped | 5 | |
| TOTAL | 3,570 | |
Source: NEC FUTURE team, 2016
* The Preferred
Alternative assumes improvements to the Existing NEC + Hartford/Springfield
Line; therefore, the data presented include the Environmental Consequences
inclusive of improvements to the Existing NEC + Hartford/Springfield
Line and any new route option or off-corridor route associated with
the Preferred Alternative.
Elements South of New York City
Elements North of New York City
The Preferred Alternative includes continued service to existing stations along the NEC, modifications to existing stations, which may require an increase in the station footprint, and new stations (Table 7.2-4). This table includes new stations and those stations that may require an increase in the station footprint. Furthermore, this table only identifies those stations that could result in changes in undeveloped land cover. As such, not all stations are included Table 7.2-4, such as Washington Union Station, which would be expanded consistent with the Washington Union Master Plan in the Preferred Alternative, but would not modify the station footprint. Chapter 4, Preferred Alternative, includes a list of all modified or new stations that would be served in the Preferred Alternative.
| State | County | Station ID | Station Type | Station Name |
|---|---|---|---|---|
| MD | Anne Arundel | 5 | Modified | Odenton |
| Baltimore City | 13 | New | Bayview | |
| NJ | Middlesex | 62 | New | North Brunswick |
| Hudson | 76 | Modified | Secaucus | |
| NY | Bronx | 81 | New | Co-op City |
| CT | Fairfield | 101 | Modified | Greens Farms |
| New Haven | 189 | New | Orange | |
| New London | 124 | Mystic / New London H.S. | ||
| Hartford / Springfield Line | ||||
| CT | New Haven | 157 | New | North Haven |
| Hartford | 161 | Newington | ||
| 187 | Enfield | |||
Source: NEC FUTURE team, 2016
There is no potential for conversion of land cover, or acquisition of private or public land at existing stations where no modifications would occur. Potential for land cover conversion or acquisition of private or public land would be minimal at stations where modifications are proposed and there is an increase in the station footprint. The potential for conversion of land cover and acquisition of public or private property is associated with areas where new stations are proposed. Station areas considered for potential conversions and acquisitions could result in future displacements. The numbers of acres of potential acquisition and displacement at station areas are not quantified at this time because part of the station areas are included within the Representative Route and are included in Table 7.2-3. (Appendix EE.02 contains a complete list of all land cover within station footprints by state and county.)
For the Preferred Alternative, the Context Area consists of higher percentages of undeveloped land cover than the Affected Environment. This indicates that should the Representative Route shift, there would be a potential to affect a greater share of undeveloped land cover, which could be incompatible with transportation uses and result in more land cover conversions, acquisitions, and displacements.
The FRA reviewed the existing goals and objectives of land use - related planning documents developed by the states and MPOs within the Study Area to identify compatibility of the Preferred Alternative with these plans. The FRA reviewed planning documents that were current as of 2014; however, the FRA recognizes that planning documents have been updated and approved since that time. As described in Section 7.2.10, subsequent Tier 2 project studies will identify and evaluate compatibility with recent state, regional, MPO, and local planning documents. Planning documents related to specific transportation modes, such as statewide rail or highway plans were not considered in this analysis since they were considered in the development of the Initial, Preliminary, and Action Alternatives.
Consistent with the NEC FUTURE goals (as identified in Volume 2, Chapter 3) related to passenger rail improvements, environmental sustainability, and economic growth, the FRA identified three land cover - related goals and objectives: improved passenger rail transportation, transit-oriented development, and preservation of the built and natural environment.
For each state and MPO planning document, the FRA determined if the Preferred Alternative supports the stated goals and objectives related to improved passenger rail transportation, transit-oriented development, and preservation of the built and natural environment by qualitatively considering the potential for conversion and acquisition of land cover by the Preferred Alternative.
Goals and objectives of state and regional plans within the Study Area that relate to improved passenger rail transportation include those that seek to expand transportation systems that reduce reliance on automobiles; improve passenger rail infrastructure, including stations and vehicles; improve performance and operation of passenger rail; increase accessibility to passenger rail; and expand or improve passenger rail services.
Most, though not all, of the goals and objectives of planning documents considered promote a variety of passenger rail improvements. The state and MPO plans considered overwhelmingly support expanding transportation systems that reduce reliance on automobiles; improving passenger rail infrastructure, including stations and vehicles; improving performance and operation of passenger rail; increasing accessibility to passenger rail; and expanding or improving passenger rail services.
Consistent with the NEC FUTURE Purpose and Need, the Preferred Alternative supports these goals and objectives. The Preferred Alternative improves the Existing NEC + Hartford/Springfield Line and incorporates new segments that, together, expand capacity to grow the role of rail and have the greatest potential for operational benefit. The Preferred Alternative brings the Existing NEC + Hartford/Springfield Line to a state of good repair; maximizes its capacity through alleviation of chokepoints, addition of new tracks and segments at targeted locations; implements service operational efficiencies; removes speed restrictions; reduces trip times; offers frequent metropolitan and enhanced Intercity-Express services; and allows substantial growth for all regional rail markets.
With the Preferred Alternative, the markets served by the Existing NEC + Hartford/Springfield Line expand to include more one-seat ride destinations, new and improved rail-airport connections, fully integrated service to Hartford/Springfield, and increased service to connecting corridors, such as to Richmond, VA, and Harrisburg, PA. The number of trains to NEC markets increases to reasonably accommodate projected future ridership in those areas of the NEC with the greatest demand. The Preferred Alternative includes sufficient capacity to encourage more coordinated and integrated operations across the NEC. Operational efficiencies include better use of scheduled slots for trains and coordinated transfers between different services and operators.
Washington, D.C., to New York City
Nearly all of the land use - related planning documents from states and MPOs in Washington, D.C., Maryland, Delaware, New Jersey, and New York include goals or objectives related to improved passenger rail transportation. Only the statewide land use - related planning documents in Delaware and New Jersey do specifically identify goals or objectives related to improved passenger rail transportation beyond promoting other transportation options. All planning documents from MPOs include goals or objectives related to improved passenger rail transportation. Generally, the goals or objectives seek to expand transportation systems that reduce reliance on automobiles, improve rail connectivity, eliminate gaps in service, increase accessibility, and provide service for future demand.
The Preferred Alternative supports these goals and objectives. Between Washington, D.C., and New York City, the Preferred Alternative expands the Existing NEC + Hartford/Springfield Line with targeted new two-track infrastructure in close proximity to the Existing NEC + Hartford/Springfield Line to avoid speed and environmental constraints in northern Maryland and Delaware, near Philadelphia, and in New York City. In the New York City area, the improvements facilitate Regional rail through-service between New Jersey and Long Island/Westchester and preserve the future option of adding Intercity service through-service to Long Island.
Connecticut, Rhode Island, Massachusetts
Most, but not all, of the land use - related planning documents from states and MPOs in Connecticut, Rhode Island, and Massachusetts include goals or objectives related to improved passenger rail transportation. The Connecticut State Plan of Conservation and Development does not identify specific goals or objectives related to improved passenger rail transportation; however, it does identify growth management principals to concentrate development around major transportation corridors to support transportation options. The land use - related planning documents from MPOs that do not include specific goals or objectives related to improved passenger rail transportation are not located within the area of the Preferred Alternative's Representative Route. As such, all MPOs that do include the Representative Route of the Preferred Alternative identify relevant goals or objectives.
Generally, the goals or objectives seek to maintain and improve existing passenger rail services, provide multimodal transportation network with improved intermodal connections, preserve existing rail right-of-way for future service, and improve passenger rail operations. Some goals and objectives, including those from the Capitol Region Council of Governments and the Central Connecticut Regional Planning Agency, include goals or objectives to improve service on the Hartford/Springfield Line.
The Preferred Alternative supports these goals and objectives. Between New York City and New Haven, the Preferred Alternative strengthens the Existing NEC + Hartford/Springfield Line with new segments close to the Existing NEC + Hartford/Springfield Line that allow for expansion of both Intercity and Regional rail service levels and reduce trip time. Between New Haven and Boston, the Preferred Alternative includes upgrade of the Existing NEC shoreline route with a supplemental new segment between Old Saybrook, CT, and Kenyon, RI, and enhanced electrified service along the Hartford/Springfield Line to Hartford, CT, and Springfield, MA, to strengthen service to Central New England.
Transit-oriented development goals and objectives of state and regional plans within the Study Area are those that place an increased emphasis on passenger rail and transit-supportive land-use decisions; access to existing passenger rail and transit stations; intermodal connections; high-density station area development; and reducing development pressure on important ecological, natural, rural, and open spaces.
Many of the goals and objectives of planning documents considered specifically endorse a variety of transit-oriented development features. The state and MPO plans considered overall seek to develop established neighborhoods with infill development, improve pedestrian access to existing transportation infrastructure, promote multimodal transportation centers, and develop mixed-use communities that can capture future population and employment growth. Several planning documents specifically endorse smart growth strategies like transit-oriented development in the goals or objectives.
The Preferred Alternative includes improvements at existing stations and the development of new stations. This creates intermodal connections by concentrating improvements on urban hub stations well served by transit and by creating convenient airport services with frequent Intercity and regional service. Table 7.2-4 includes a list of all new stations and modifications to existing stations, which may require an increase in the station footprint. Where existing stations are improved in the Preferred Alternative, they increase the number of modal options and rail services clustered at their locations. As such, there is greater potential for station area development in support of transit-oriented development.
The Preferred Alternative supports these transit-oriented development goals and objectives by strengthening urban centers and supporting communities along the Existing NEC + Hartford/Springfield Line with more-frequent, convenient passenger rail service to more places that will be used by more travelers. The Preferred Alternative continues to serve major existing terminals as Hubs and Major Hubs for all passenger rail services, and coordinates schedules to allow for timed transfers at major existing terminals.
Washington, D.C., to New York City
Nearly all of the land use-related planning documents from states and MPOs in Washington, D.C., Maryland, Delaware, New Jersey, and New York include goals or objectives related to transit-oriented development. The Wilmington Metropolitan Area Planning Council 2040 Regional Transportation Plan Update does not identify specific goals or objectives related to transit-oriented development. However, it does identify supporting existing municipalities and communities with greater transportation opportunities and choices, which is relevant to the principals of transit-oriented development. The land use - related planning documents from MPOs that do not include specific transit-oriented development goals also do not include the Representative Route of the Preferred Alternative. As such, all MPOs that do include the Representative Route of the Preferred Alternative identify relevant goals or objectives.
Overall these plans seek to emphasize transit's role in established neighborhoods; develop transit-oriented and mixed-use communities; enhance established communities; invest in transportation systems that support land use; and develop higher-density land uses where transportation service exists or is feasible in the future.
The Preferred Alternative supports these goals and objectives by focusing improvements to existing stations and developing new Local, Hub, and Major Hub stations along the Existing NEC + Hartford/Springfield Line. Between Washington, D.C., and New York City, the Preferred Alternative increases service to existing stations along the Existing NEC + Hartford/Springfield Line, and at new Local, Hub, and Major Hub stations. These station improvements mostly occur in Baltimore City, Harford, and Cecil Counties in Maryland, and in New York, Bronx, and Westchester Counties in New York. In addition, connecting corridors at Washington, D.C., Philadelphia, and New York extend the passenger rail network and support communities with a greater range of transportation options focused at Washington Union Station, Philadelphia 30th Street Station, and Penn Station New York, respectively.
Connecticut, Rhode Island, Massachusetts
Just over half of the planning documents from states and MPOs in Connecticut, Rhode Island, and Massachusetts include goals or objectives related to transit-oriented development. The Lower Connecticut River Valley Council of Governments (Connecticut River Estuary Regional Planning Agency and Midstate Regional Planning Agency) planning documents did not identify goals or objectives related to transit-oriented development. However, all other MPOs that are located in the area that include the Representative Route of the Preferred Alternative identified goals or objectives related to transit-oriented development. Overall, these plans promote concentrating development around transportation nodes and corridors, residential construction that provides transportation options, and developing in a manner that follows the principals of smart growth and transit-oriented development.
The Preferred Alternative supports these goals and objectives by focusing improvements to existing stations and developing new Local, Hub, and Major Hub stations along the Existing NEC + Hartford/Springfield Line. In Connecticut, Rhode Island, and Massachusetts, the Preferred Alternative increases service to existing stations along the Existing NEC + Hartford/Springfield Line, and new Local, Hub, and Major Hub stations. These station improvements occur mostly in Fairfield, New London, New Haven, and Hartford Counties in Connecticut. In addition, the Hartford/Springfield Line extends the passenger rail network and supports communities with a greater range of transportation options focused at Springfield Union Station.
Preservation of the built and natural environment goals and objectives are those that promote preservation of historic and cultural properties, preservation of open space and green spaces, and protection and enhancement of environmental resources (ecological resources, air quality, water quality, etc.).
The Preferred Alternative supports these goals and objectives related to the preservation of the built and natural environment by providing improvements focused on the Existing NEC + Hartford/Springfield Line and at existing stations that result in greater capacity and maximizes capacity through alleviation of chokepoints, addition of new tracks and segments at targeted locations, and implementation of service operational efficiencies. However, the Preferred Alternative may be less supportive of these goals and objectives where the Preferred Alternative includes new segments off the Existing NEC + Hartford/Springfield Line that would potentially affect cultural and historic resources, parklands resources, or undeveloped land covers. Overall, the preservation of the built and natural environment goals and objectives are locally focused on undeveloped land cover or natural and historic resources. As such, this section considers how the Preferred Alternative supports the preservation of the built and natural environment goals and objectives by state to focus on the footprint-based impacts of the Representative Route of the Preferred Alternative.
Washington, D.C.
All planning documents identified goals or objectives related to preservation of the built or natural environment. The goals and objectives of planning documents seek to preserve and protect the unique historic and cultural resources found throughout Washington, D.C.; meet or exceed air, water, and land quality standards; and protect sensitive environmental, cultural, and historic locations from negative development impacts. The Preferred Alternative supports these goals and objectives by locating improvements along the Existing NEC + Hartford/Springfield Line and within the existing Union Station.
Maryland
All planning documents identified goals or objectives related to preservation of the built or natural environment. Overall, the documents' goals or objectives seek to preserve and protect environmentally sensitive and rural areas, wetlands and waterbodies; historic and cultural resources; open space; green space; and wildlife preserves.
The Preferred Alternative supports these goals and objectives in Prince George's and Anne Arundel Counties, where improvements are focused along the exiting NEC and at existing stations. Where the Representative Route includes new two-track infrastructure beginning in Bayview through Baltimore, Harford, and Cecil Counties, several parks would be affected where there are potential land conversion, acquisition, visual, and noise impacts.
Delaware
All planning documents identified goals or objectives related to preservation of the built or natural environment. Generally, these documents include goals and objectives that promote resource protections that preserve open space, farmland, rural landscape, natural, historic, and cultural resources. The Metropolitan Transportation Plan: 2040 Update from the Dover/Kent County MPO includes goals and objectives that specifically endorse managing the existing transportation systems to protect and preserve the built and natural environment.
Where the Representative Route of the Preferred Alternative includes new two-track infrastructure in New Castle County near Wilmington, there is potential for conversion and acquisition of wetlands south of the Existing NEC + Hartford/Springfield Line along the Christina River adjacent to existing freight corridor, and adjacent to I-495. There is minimal potential for conversion or acquisition because the new track is adjacent to existing transportation corridors. Therefore, the Preferred Alternative supports the goals and objectives related to preservation of the built and natural environment.
Pennsylvania
Most, but not all of the planning documents in Pennsylvania include goals or objectives related to preservation of the built or natural environment. However, the planning documents from MPOs that include Delaware, Philadelphia, and Bucks Counties (where the Representative Route of the Preferred Alternative is located), all incorporate goals and objectives relevant to the preservation of the built and natural environment. The planning documents that contain goals and objectives related to the preservation of the built or natural environment seek to protect and preserve historic and cultural resources, agricultural and rural landscapes, and water resources.
The Preferred Alternative supports these goals and objectives in Buck's County where improvements are focused along the Existing NEC + Hartford/Springfield Line and at existing stations. Where the Representative Route of the Preferred Alternative includes new two-track infrastructure near Eddystone in Delaware County through Philadelphia County, several parks would be affected where there are potential land conversion, acquisition, visual, and noise impacts. There are potential visual impacts to the John Bartram House - a National Historic Landmark in Philadelphia County - where the Representative Route includes new two-track infrastructure adjacent to existing SEPTA and freight rail corridors. As such, the Preferred Alternative is less supportive of goals and objectives related to preservation of the built and natural environment in Delaware and Philadelphia Counties. However, because many of the improvements, including construction of new rail infrastructure, in Delaware and Philadelphia Counties would occur adjacent to existing transportation corridors, there is minimal potential for the loss of built or natural environmental resources.
New Jersey
All planning documents identified goals or objectives related to the preservation of the built or natural environment. Generally, these documents include goals or objectives that seek to preserve and protect areas with cultural, historic, scenic, and recreational resources; improve water quality; and locate infrastructure improvements to preserve and enhance built and natural environmental resources. The Preferred Alternative supports these goals and objectives by locating improvements along the Existing NEC + Hartford/Springfield Line and within the existing stations through Mercer, Middlesex, Union, and Essex Counties.
In Hudson County, where the Representative Route includes new two-track infrastructure associated with the Bergen Loop near the Secaucus rail station and NJ TRANSIT's Main Line, there is potential for conversion or acquisition of wetlands adjacent to the Hackensack River. However, there is minimal potential for conversion or acquisition because the improvements are focused within the existing NJ TRANSIT transportation corridor. As such, the Preferred Alternative supports the goals and objectives related to the preservation of the built and natural environment in New Jersey.
New York
All planning documents identified goals or objectives related to the preservation of the built or natural environment. The plans promote preservation and protection of the natural environment, such as open space and wetlands. Many of the plans support transportation projects that enhance the built and natural environment by considering the impacts to environmental and cultural resources.
Overall, the Preferred Alternative supports these goals and objectives by focusing improvements along the Existing NEC + Hartford/Springfield Line and existing commuter rail transportation corridors. Where the Representative Route of the Preferred Alternative shifts approximately 300 feet from the Existing NEC + Hartford/Springfield Line in Bronx County, there would be potential conversion and acquisition impacts to undeveloped land. Station improvements are focused at either existing stations or at planned stations, such as Hunts Point, Parkchester, Morris Park, and Co-op City stations, which are planned consistent with the Penn Station Access project (see Volume 2, Appendix B.1, Related Projects List).
Connecticut
Most planning documents in Connecticut identified goals or objectives related to the preservation of the built or natural environment. However, all MPOs and the State Office of Policy and Management identify goals and objectives related to the preservation of the built or natural environment.
The Preferred Alternative supports these goals and objectives in New Haven, Middlesex, and Hartford Counties, where the Representative Route is focused along the Existing NEC + Hartford/Springfield Line. Where the Representative Route includes new two-track infrastructure through coastal Fairfield County, parallel to I-95, to west of Greens Farms rail station, several parks would be affected where there are potential land conversion, acquisition, visual, and noise impacts. Where the Representative Route of the Preferred Alternative includes new two-track infrastructure through New London County crossing the Connecticut River in tunnel under Old Saybrook and Old Lyme and continuing into Rhode Island, several parks would be affected where there are potential land conversion, acquisition, visual, and noise impacts. The Preferred Alternative is less supportive of the goals and objectives related to the preservation of the built or natural environment in Fairfield and New London Counties.
Rhode Island
All planning documents in Rhode Island identify goals or objectives related to the preservation of the built or natural environment. These planning documents include goals or objectives that seek to protect environmental resources, critical natural resources, and shoreline areas, as well as improve air quality. The Rhode Island Long Range Transportation Plan specifically promotes protecting and enhancing the state's environmental resources through well-designed transportation projects.
Overall, the Preferred Alternative supports these goals and objectives by focusing rail improvements along the Existing NEC + Hartford/Springfield Line. Where the Representative Route includes new two-track infrastructure from New London County, CT, into Washington County, RI, several parks would be affected where there are potential land conversion, acquisition, visual, and noise impacts. Station improvements are focused at either existing stations or at planned stations, such as Pawtucket Station, which is planned consistent with the Rhode Island Department of Transportation station improvements for a new regional rail station at Pawtucket/Central Falls (see Volume 2, Appendix B.1, Related Projects List).
Massachusetts
Planning documents from MPOs in Massachusetts include goals or objectives overwhelmingly related to the preservation of the built and natural environment. Only one MPO planning document, which covers Worcester County, does not identify specific goals or objectives related to preservation. However, this county does not contain the Representative Route of the Preferred Alternative. Overall, the planning documents in Massachusetts seek to encourage redevelopment to preserve environmental, natural, and historic resources; protect cultural, open space, farmland, and water resources; limit fragmentation and development of undeveloped land; and improve air and water quality. The Boston Region MPO, Southeastern Regional Planning and Economic Development District, and Northern Middlesex Council of Governments, and other MPOs specifically include using transportation systems to support and enhance these preservation goals and objectives.
Overall, the Preferred Alternative supports these goals and objectives by focusing improvements along the Existing NEC + Hartford/Springfield Line at existing and planned stations. Where the Representative Route includes new two-track infrastructure beginning near Canton Junction Rail Station in Norfolk County, there are potential land conversion and acquisition impacts to undeveloped land covers.
Overall, the Preferred Alternative has more acres of potential conversion of land cover than Alternative 2 and less than Alternative 3. However, the Preferred Alternative has fewer acres of potential acquisition than Alternative 2.
Potential Conversion
Between Washington, D.C., and New York City, the Preferred Alternative has more acres of potential conversion of land cover than Alternative 2. This is primarily due to the new two-track infrastructure, associated with Alternative 3, beginning in the Bayview section of Baltimore City, MD, and continuing through Harford and Cecil Counties to New Castle County, DE, west of Wilmington. The Representative Route of the Preferred Alternative in this location, similar to Alternative 3, goes off the Existing NEC + Hartford/Springfield Line on a new right-of-way, and has the potential for conversion of land cover. As such, potential conversions of developed and undeveloped land cover are greater in Maryland compared to Alternative 2.
North of New York City, the Preferred Alternative has fewer acres of potential conversion of land cover than Alternative 2. This difference is primarily due to the Preferred Alternative not including the New Haven-Hartford-Providence segment associated with Alternative 2, and less potential for land conversion with the Preferred Alternative elements of the Hartford/Springfield Line and the Old Saybrook-Kenyon segment in Connecticut. The New Haven-Hartford-Providence segment of Alternative 2 includes many acres of conversion in Hartford, Tolland, and Windham Counties, CT. However, the Preferred Alternative includes new two-track infrastructure (as associated with Alternative 1) through New London County, crosses the Connecticut River in tunnel under Old Saybrook and Old Lyme, CT, and continues into Rhode Island. This representative route has greater potential for conversion of land cover in New Haven, Middlesex, and New London Counties, CT, than Alternative 2. On a statewide basis, however, the Preferred Alternative has fewer overall acres of potential conversion of undeveloped land cover in Connecticut as compared to Alternative 2.
Potential Acquisitions
Between Washington, D.C., and New York City, the Preferred Alternative has more acres of potential acquisition of land cover than Alternative 2 because of the new two-track infrastructure associated with Alternative 3 from Bayview to west of Wilmington, DE.
North of New York City, the Preferred Alternative has fewer acres of potential acquisition of land cover than Alternative 2 because the New Haven-Hartford-Providence segment is not included. For the Preferred Alternative, there are potential acquisitions in Connecticut because of the Old Saybrook-Kenyon new segment through New Haven, Middlesex, and New London Counties. The Hartford/Springfield Line includes no potential for acquisition because it is an existing passenger rail line similar to the Existing NEC + Hartford/Springfield Line.
Potential mitigation measures for land cover conversions should include providing buffers or screening between new transportation uses and nearby land cover that may be sensitive to transportation use. Similarly, grade separation of some construction types (e.g., tunnel, aerial structure, and major bridge) will mitigate the conversion of land cover to transportation use by reducing the number of acres of impacts at the surface. Site-specific land cover mitigation measures for loss or fragmentation of habitat, dredge and fill of wetlands, encroachment of floodplains, and conversion of farmland/timberlands are presented in the resource-specific chapters that follow. Site-specific mitigation measures will be determined in consultation with localities during Tier 2 project studies.
Conversion may result in acquisitions or displacements of private or public lands where the Representative Route diverts from the NEC. Developed land cover is more likely to result in displacement, while undeveloped land cover is likely to result in acquisition. Where acquisitions and displacements of developed or undeveloped land cover would occur, mitigation strategies should include providing relocation assistance and compensation, as appropriate, to affected property owners. Specifically, where displacement of households or businesses would occur, mitigation will include implementation of a relocation program in accordance with the federal Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (Uniform Relocation Act) as well as any state regulations. The availability of replacement housing in the Study Area will be compared with the housing needs of displaced households, and measures will be proposed to resolve special relocation needs, if any. A similar evaluation will be conducted for business and employment displacements. Mitigation options for displacements will need to document that the market inventory of housing or other facilities (such as commercial space or properties) will be adequate to relocate displaced activities. Measures to reduce or avoid adverse effects during the construction and operational phases of the project will also be identified, as appropriate.
Subsequent Tier 2 project studies will further define the actual acreage of land cover that would be affected and will address specific effects to properties, zoning regulations, and development. The analysis will further identify and evaluate compatibility with state, regional, MPO, and local planning documents. Tier 2 project analysis will identify acquisitions, temporary easements, and displacements. Furthermore, opportunities to avoid property impacts and the need for acquisition will be further evaluated and include local stakeholder and public involvement. Any required property acquisitions will require compliance with the Uniform Relocation Act.
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