Rural Preservation League for Wyoming County
The Rural Preservation League believes an informed public makes intelligent decisions. That is why we have attended all of the Rte. 63 Corridor Study Focus Groups conducted by the NYS Dept. of Transportation. Below is a list of all the Focus Groups, including the RPL’s own meeting with NYSDOT on April 12, 2002, in the Village of Wyoming. Just click on the Focus Group and you can view the RPL’s minutes from those meetings.
Rural Preservation League Focus Group Minutes
5:00 p.m. Friday, April 12, 2002
Wyoming Village Hall, Wyoming NY
Present: Chuck Davenport, Gail Mortimer, Karen
McCulley, Bob Kelley, Art Klein, Deb Hagen, all of RPL. Bob Traver, Dan
McCusker, of NYSDOT, and John Walsh of Sear-Brown. Joan DuPont of NYSDOT joined
the meeting late.
The meeting came to order at 5:00 p.m. with
approximately 85 observers from the community in attendance.
Current Roadway conditions
1. What is the RPL’s position concerning the current
functioning of Route 63?
Chuck: The road was not built for this kind of
traffic. It cant' handle the
out-of-area truck traffic which is estimated at one thru-truck per minute, but
works great for local deliveries, farmers.
Signage and shoulder areas need fixing.
Karen: NYSDOT’s data on trucks shows that 40% of Rt.
63 traffic is trucks. NYSDOT’s
Origin/Destination survey shows that almost 50% of these have no business in
corridor. Time is not an issue for the
truckers– there is a negligible difference in time spent traveling Rt. 63 vs.
390-Thruway. However, savings in tolls
are approximately $15/truck. Trucking
companies often instruct their drivers which route to take. We need to get this
non-local traffic off our road, but not by building a new highway for them. Local auto, truck, and farm traffic is important
to our local communities and their economies.
Deb: There
is relatively little local traffic on Rt. 63.
People have been forced off the road and nearly killed by trucks. Pavilion and York school students are in
real peril. There is NO PROBLEM with
traffic on Rt. 63 except the trucks.
These non-local trucks are ruining our roads. Getting passed on both the left and right hand side by trucks. They won't obey traffic laws. There are alternate routes to most places in
the corridor, but you’re pretty much stuck on Rt. 63 from Pavilion to
Batavia. There aren't any traffic jams.
Art: He doesn't travel 63 much, but wants to see the
trucks obey the laws.
Bob K: Driving 55 mph from Pavilion to Batavia is
not possible, with other vehicles on your bumper. They force you to travel at
their speed. Covington only has 3-4
miles of 63 in its town. Town of
Covington did an informal study on traffic tickets issued to vehicles from
‘93-‘96. This study revealed a 6-7%
increase in tickets, and the study group assumes a commensurate increase in
traffic, each year, until we now have 50% more traffic than in ‘93.
2. Does
roadway adequately support traffic?
Chuck: Want to remind people that there are two
issues here - traffic and safety on Rt. 63 is one. The second issue is the potential for construction of a new
highway as a solution to the first issue.
If you eliminate through traffic, the road can
support local traffic. Dairy farmers
say they are able to get their goods to market. Peoria curve is a problem.
Karen: Yes,
local traffic is supported by the road as is.
It is only the non-local traffic that causes concern. Has a 16-year old
child in Pavilion school with a driver’s permit. Is deeply concerned with the safety of student drivers. The 35-mph zone starts right at new parking
lot entrance. It should be moved back
up the hill toward Geneseo so traffic will be driving at a safe speed before
they reach the entrances. There are
several inexpensive and non-invasive traffic calming measures that would help.
Deb: There are areas on 63 that are two lanes –
driving and turning lanes. Trucks take
up both lanes. At Texaco Town the
turning lane is helpful and the second climbing lane going south on 63 at this
intersection is helpful also.
Increasing 63 to a 4-lane won't help – it will only make it more
dangerous.
Art: Yes the
road is adequate. But it cannot handle
trucks speeding on it. They should
remain on I-390 to Thruway.
Bob K: Trucks have a great impact on the condition
of roads and wear them down. The damage
caused by one truck is estimated at the damage caused by 1,000 cars or
more. We bear the maintenance and
enforcement costs without reimbursement from the thru-truckers. Already have roads that do the same job –
keep the trucks on properly designed and maintained roads, i.e. 390 and the
Thruway.
Bob T: NYSDOT is struggling with its budget to
maintain roads already in existence.
3. Trucks a problem?
Yes, yes, yes, yes, yes.
4. Specfic
concerns regarding safety.
Chuck:
Peoria curve, York and Pavilion schools, intersection of 63 & 36;
Intersection of 19 & 63, parking lots and speed limits. Intersection of 246
& 63. Suicide corners. Not familiar with Corfu, Darien. Alexander is a problem. York students did a
study of cargo truckers are hauling.
The potential for a devastating accident exists where volatile materials
are being transported. Concerned about having the wrong stuff at the wrong
place (schools).
Karen: Past E.
Bethany at 63 and Little Canada Road where crosses and flowers are placed to
indicate the loss of life. Of course,
246 and 63, and the Pavilion and York school entrances.
Chuck: Ray's
Grocery Store is at 19 & 63. The shoulder in front of this store is less
than width of one truck. Trucks are
running yellow and red lights here.
Davis’ Farm Market was hit by a truck.
Deb: She was
once forced off road at Ray's by trucker making right hand turn. Geneseo just past bridge-Chandler Road they
go left or right to go around you.
Drove to University of Buffalo using 63, 20 & 77. Stopped using 77 because there was no room
for trucks to turn - cars have to back up. Noise and pollution is another
problem caused by trucks. Lives at
Peoria Curve-hears the trucks tip over, squealing tires, brakes, crashes and
sirens.
Bob K: Mentioned farmer Ron Lowe’s cow that was sent
airborne by a truck and died.
5. Any suggestions to correct problem:
Chuck:
Don't build new highway -- get the trucks off the existing road. Enforce speed limit, install weigh stations,
enforce weight limits, install traffic lights, straighten Peoria curve. Extend 19
& 63 village speed limits out farther.
Karen: No highway.
Bridge at Court St. in Geneseo - widen it – slow moving ag equipment
can't utilize bridge safely. Or change
the weight limits there and at the Pavilion and Mt Morris (Genesee River)
bridges. Change speed limit at Peoria
curve. NYSDOT can make weight and speed adjustments if they are in response to
a safety issue. Living Co. Sheriff said
that in Mt. Morris, enforcing speed limit caused the number of trucks to
decrease. It costs the truckers more to
pay the fines than the tolls. They told
us they'd stay on the Thruway for safety reasons if the tolls were reduced or
eliminated. Increase funding for
enforcement, possibly get the 3 counties to cooperate on an enforcement effort
that is unpredictable, so truckers can't get around speed and weight traps
using the CB. Pavilion school - change
speed limit zone. Install a light at
246 & 63 traffic light. It might be
an inconvenience for everyone, but it would work to keep speeds down.
Deb: Peoria curve – install a traffic light.
Legislate for local traffic only on Rt. 63.
Art: We shouldn't reward truckers for violating the
law by building them a 4 lane. Remove tolls on the thruway and
enforce the local laws with heavy fines.
Karen: Thruway and DOT are separate entities. Tolls on Thruway governed by
legislature. Certain groups, such as
disabled American vets can ride for free with a special registration. Let’s get the legislature to ‘fee exempt’
the trucks for a 3-month trial period to see what effect it has on local
traffic problems. Assemblyman Tedisco
put forth a bill to suspend tolls the day before, of, and after a holiday. Did it pass? We propose a trial period of removing tolls for trucks for three
months. Truckers have stated if there
are no tolls on Thruway, they would take it.
It is safer. Will it take off
all the trucks on Route 63, who knows?
Future Roadway Conditions:
1) Do you feel that Rt. 63 (as is or with minor
modifications) can support increases in general and commercial traffic in the
future?
NO. We've
already addressed that issue.
2) If not, what are the specific areas or problems that
cause this to be the case?
Chuck: One proposal has the expressway
starting in Mt. Morris and going up through Leicester, Perry, S. of Wyoming
etc. We have 150 years of history in
the dairy industry. In Dairy we are the
#1 County in the state. Will a
superhighway be good for business and attract industry? I can't see it. And where will the exits be?
Milk won't move any faster. If you cut up the farm fields, equipment
can't move as efficiently. Family farms
are an industry. Looked at LeRoy-Bergen
area, it was supposed to have industrial park, but there is no
development. The 'new industry' that is
desired is not congruent with our way of life. A highway would increase tourism
only to Letchworth and Darien Lake. We
aren't here to save tourists time on their trips and truckers money on their
tolls.
Karen:
Facts: Dairy in 1997 had a market value $135 million - 10% of Wy. Co's
economy. 2,000 people [or 10 % of our
work force] make their living in Ag and ag related businesses. NY is the 3rd state in the US in dairy, and
50% of NY's dairy production comes from Wyoming Co. In Maple Syrup production: NYS is 3rd in Country. NYS has $5
million in maple revenue, and Wy. Co's producers make $500,000 or 10% of this. Since the 1940's, our county has lost one
third of its open land. 120,000 acres
have been lost. Between 92-97 we lost
another 10% (21,000 acres). Open land
is NOT a renewable resource, once gone it's gone. We need to contact our elected officials and keep their feet to
the fire on this. They were elected to
represent us.
On behalf of Dave Shearing and Bill Zuber: The Farm
Bureau is polling its members on this issue - results will be available later
this summer. Splitting family farms will cause them to go out of business. Cutting up fields into smaller, irregular
parcels makes it difficult for farmers to be efficient with their big
equipment.
Deb: In
industry, manufacturing is on the decline.
Service related industries are the wave of the future. We have been successful in encouraging call
centers that don't require a by-pass or trucking. Noise, pollution, historical needs to be explored. Underground RR? Already have scenic routes to Rochester and Buffalo. Would this highway interfere with regional
tourist projects like an Underground RR trail or the Greenway?
Gail:
Expressways are built for people to get on and go. They don't take stops for small towns. How many malls and McDonalds do we need? How do we get fire, ambulance, health care
across the expressway? Creating more roads
creates urban sprawl. There are
creative ways to deal with traffic and economic development that don't require
expressways.
Art: Chooses
to live here because there is no 4 lane.
Every County around us has one, and it takes very little time to get to
existing 4 lanes. On the Thruway, from
Buffalo to Syracuse, all land that was undeveloped used to be farms, now farms
are gone because of the Thruway.
Bob K: Our heritage is agriculture. We are blessed
with the best land, climate, and topography that is conducive to a prosperous
farming industry. It is not necessarily
good for other types of commerce,
manufacturing, industry. Let's stick
with what we do best.
Bob T. This
study is in the early phases, should be completed by Spring 2003. We need your comments and input. Sign up your name and we'll put you on our
mailing list. We want to remind you
that there are no solutions being proposed right now… We've had 11 meetings to
date - today is number 12. We've been
collecting data at intersections, problem curves, engineering factors, thruway
positions, legislative issues.
Karen: There
are 29 people on the Study Advisory Committee, and only five from Wyoming
County. Town of Middlebury is not
represented on committee. We want RPL to become a Study Advisory Committee
(S.A.C) member. [DOT said the issue could be discussed later]
Chuck: All
of the representatives on the SAC from Wyoming County are active supporters of
the Wyoming County Chamber of Commerce’s proposal to build a highway through Wyoming
County. In fact, those on the SAC who are from Wyoming County were the same
people who successfully lobbied Albany to get the $1 million needed to fund the
study. No farmers are represented on the SAC. Only businesses and economic
development people who have already said they want a highway are represented on
the SAC
.
[DOT then shut down this discussion saying they'd
talk with RPL about it later.]
Comments from the floor:
Charles:
Looked at the RPL website and wanted to know who picked people for SAC
and why the decision of the SAC carries more weight.
Bob Traver: SAC doesn't make
decisions Their job is to take the
information out to the public and back.
This information is being used to guide the study and keep us on the
correct path. We are getting better at
incorporating public input.
Joan Dupont joins in: In the
three counties there are something like
46 Villages, 14 Towns, etc. We
approached Agriculture, Schools, Emergency Medical Services in Focus Groups. SAC goes across the board and represent the
geographics of the area. We'll be doing so many meetings because we're
involving the public so heavily. We
will certainly have another meeting with this group and we'll bring our data
back to you.
Bob T: Public input is weighted just as
much.
Joan: The ultimate decision is made by DOT. We
work for you. We'll be here years from
now. We will look for a consensus
where everybody understands the decision being made and why we are doing what
we are doing.
Diane: Where
are our elected officials? Why aren't
they here? They can't afford to maintain roads now, why build new ones? Why not
put tolls on our LOCAL roads so the trucks will stay off of them?
From floor: Will
SAC have access to information that we don't have? The SAC and Rt. 63 Task Force seem to be pushing a 4-lane.
Bob T: Our study will be looking for simple things that we can do within
our Region 4 budget, that don't require outside funding.
Joan: A 4-lane is being
considered as other solutions are, but to talk about a 4-lane highway is
premature with money matters as they are.
Mike Swearingen: Make 63 & 20 toll roads. If you are a resident of the corridor, or
have trucking business within the corridor, you don't have to pay.
From floor: 30-50% of these trucks are coming out of
Canada. Make these local roads tolls
roads and have pull-offs with check stations.
DOT: Our
next meeting will be a public forum where we'll have some answers from the
Thruway (and legislature?)
Dave Prevost: His estimate is that it will cost $200 million to put in 4 lane -- doesn't see
it happening. He is a business owner in
Leicester, and is against the highway.
Bob Highbush -As he sees it, it is an issue of
coexistence. He is a trucker, pays road tax, fuel tax $516 for license,
quarterly taxes, and believes he has a right to Rt. 63. They put 4-lanes in PA, and the towns along
them are drying up. Where is Law
enforcement? Go after everybody on the road fairly and fine them each according
to their infraction. He drives 1000,000
miles/year. Most accidents occurred in
his home area. Farm equipment is slow
moving, leaves clods on the road, and takes up to much room. BUT he wants to
scrap the idea of a 4 lane- use what we have.
Deb Smith- why are we even having this study? Use common sense - a highway will cause
years of fights with environmental groups, Native American groups, etc. Eliminate tolls on the Thruway, and the
money that would be spent on the highway can be used to make up that revenue
loss. Cost of building anything will increase because of fighting.
Bill Guthrie -Peoria Curve (tractors tipping over)
was helped by a simple solution. Town
of Covington put yard light up on the corner and it helped. Used to be a
farmer, but now fixes trucks that haul chemicals and hazardous materials. Certain chemicals can't be on Rte. 63, like
empty propane tanks. Where is
enforcement? Enforce speed zones, extension of speed zones and improvements
needed. What is the cost of the
proposed road? What is the value of the Real Estate that would be taken off the
tax rolls? How long will it take to recover that value with this 'supposed'
industry the 4 lane would bring in?
Barb Weckworth: Lived in Batavia, now lives in
Geneseo and works in Mt. Morris. She
saw a truck stopping at a sign… couldn't believe that a truck obeyed a stop
sign. After all this time, she had thought
it was a yield because the trucks never stop. Keep the thru trucks on 390 and
be mindful of the Native American interests in the land here.
Dan McCusker:
The RPL's goals are a little different from our (NYSDOT's) goals.
From floor: We need to inform the Wy. Co. Chamber of
Commerce about what we think about what THEY are supporting.
Scott Nichols- Business owner, resident of
Middlebury, and member of Chamber of Commerce.
He has been on steering committees before, and knows how influential
they are. Would like to see a cross
section of representation on SAC - these fine people belong there to represent
us. How much input can NYSDOT expect if
no on seems to know about the meetings being held?
Joan DuPont: This is specifically NOT a 'steering
committee', it has a cross section of representation.
From floor: Warsaw has a restricted highway to
trucks over a certain weight because of repeated serious truck accidents. Since 9-11, many restrictions have been
changed on traffic in many ways and in many areas. So these modifications CAN be made for safety's sake.
From floor: a wide collection of complaints on
NYSDOT's poor PR about public meetings.
[DOT vowed to take our names and keep us informed by
mail.]
Respectfully submitted,
K. McCulley
G. Mortimer
C. L. Smith
Emergency Services Focus Group Minutes
4:00 p.m. Wednesday, March 20, 2002
Pavilion Town Hall, Pavilion NY
Present: Chuck Huffine, Sear-Brown; Bob Traver, NYSDOT; Joan DuPont, NYSDOT; Dan McCusker, NYSDOT; John Walsh, Sear Brown; Gordon Dibble, Genesee County Sheriff's Dept.; Robert Westacott, Supt. Pavilion Schools (Ret.) and Town Justice; Frank Broderick, NYS Police; Jim Reger, Wy. Co. Fire Coordinator, Richard White, Geneseo Village Police Chief; Jack York, Liv. Co. Sheriff; Gary Maha, Genesee Co. Sheriff; Ron Miedes, Darien Fire Dept. & Gen. Co. Sheriff; John Johnson, E. Pembroke Fire Dept.; Doug Kelly Jr., Perry Center Fire Dept.; John Hagelberger, Darien Fire Dept.; Gail Mortimer, RPL; Karen McCulley, RPL.
Bob Traver opened the meeting to comments and concerns about the study area. Several attendees spoke up about the traffic issues at Darien Lake Six Flags, but Chuck Huffine told them that was only an incidental focus of the study.
Jack York spoke up about the deplorable conditions of the access roads around the 390 exits 6 & 7, which are both in Liv. Co. He has been on a Rt. 63 by-pass Committee since the early 1970's, and he appreciates the effort everyone has gone to, but we should just keep the trucks on 390 and off our local roads. In the 'new economy' trucks say they can't afford to pay tolls, and JY doesn't like it, and neither do a lot of citizens in Liv Co. The problem runs past our York, Pavilion, and Batavia schools. There are a lot of drivers from Canada that are not of American descent and citizens worry about any hazardous materials they might be carrying past through our communities. The trucks also pass by Atofina Chemical plant in Piffard, which is a highly volatile location. There is significant local traffic for the park, the Geneseo air show, and the College, making the increased truck traffic all the more intolerable. Also, the new salt mine has made Exit 7 a major truck route now.
Gary Maha (?) suggested that the tolls be removed from a section of the Thruway to keep truck on the toll road. He asked would that change?
Bob Traver divulged the details of a letter sent to him by Russ DeVeso, the vice-chairman of the NYS Trucking (NYSTA) (and a member of the Study Advisory Committee) about the financial impact on trucks of taking the toll road. According to DeVeso, tolls are about 1/3 of the total cost of these miles. Other costs are fuel, time, use taxes, etc. NYSTA estimates it costs $17.00 per trip to take the Thruway. For a business with five trucks each taking this route five times a week, it could add up to $21,000 savings per year. The letter further discussed the competitive nature of the trucking industry now in our economic downturn. The difference of pennies can determine if one wins or loses a bid. It's cutthroat which is why the truckers are looking for every advantage they can take.
G. Maha asked again about lowering the tolls. R. Traver replied that in 1988, an independent study was undertaken to study lifting of the tools, which were scheduled to be lifted in 1996. According to Traver the numbers were "staggering". $430M per year (over $1m per day). 30-40% were out of state users. The legislature voted to keep tolls. He believes this is covered in a Thruway 2000 Act (?) Traver offered to share literature on this. Joan indicated again that it would take an act of the state legislature to change the tolls. It would have "a considerable impact on state finances" and "if every community asks for their little piece, what a mess that would be". She "can't say it won't happen, but that it is under the control of the legislature."
C. Huffine said" The cost of building a new facility is a drop in the bucket compared to the lost toll revenue."
J.York mentioned the insurance industry. Wouldn't they be interested in the number of deaths in this corridor, and the costs to the industry of those accidents and deaths?
Darien FD discussed the intersection of Rt. 77 and 20. Not suitable for trucks. There aren't many truck-related accidents, but they have trouble turning. This is a problem for response time, as there is not enough room on the side of the road for trucks to pull over so emergency vehicles can get through. When trucks take alternate routes, the FD can't respond using those routes, either.
Maha asked what kind of accidents are shown on the map in yellow clusters: RT said they included nay kind of vehicle accident, including car-deer accidents, single and multiple car accidents, all kinds of accidents in a three-year period.
Different kinds of signage were discussed, such as flashing variable message signs saying "concert in progress - use alternate route". Darien said this is only necessary when concerts let out or the part closes for the day at 10:00. Then there is a rush of traffic. Otherwise it 'trickles' in.
Joan DuPont - the toll both at Pembroke won't handle the traffic associated with a big concert like Dave Matthews.
Someone mentioned increasing traffic from the Thruway north to the reservation, people getting truckloads of cigarettes and barrels of gasoline - rolling BOMBS!
York - in the early 70's he started attending Rt. 63 meetings. He has drawers full of stuff from these meetings.
Maha - There will be public outcry if you try to put 44 miles of highway into this corridor. You'll have a problem buying farmers land.
York - What is the timeline? RT - study should be done in one year (JD "That's an ambitious schedule") York- Is there a proposed route? NYSDOT in chorus: No, we're careful NOT to jump to conclusions. The danger with these studies is to reach a conclusion too quickly. We intend to let the problems define the solutions.
JD - The Pembroke-Wmsville pp have a study showing the
impact of thruway traffic on surrounding roads. They will share with NYSDOT (Can we get a copy of this?)
York - the real answer is to keep trucks on 390. There has been a decrease in trucks getting off at Exit 6 (Sonyea) because they have to travel through the village of Mt. Morris, and their local cops are doing an excellent job of enforcement. If you're going 32 mph, they nail you. Exit 7, the same, but not such a decrease. Enforcement is the answer - give the trucks pressure from the villages, and the decision-makers should be given pressure from the villages, as well.
Westacott: Thanks NYSDOT for the underpass at Pavilion School. The grade on the hill going north toward 20 is too steep, trouble with black ice there.
RT - School safety is an issue, plus kids driving to and from schools.
NYSDOT- not one solution to fix the problem, could be a series of solutions. Could be a short stretch of bypass around a village.
JD estimates cost of a 4-lane in Corning at $10M per mile.
JY: Keep the trucks on 390 -- solves all the problems with the least amount of work.
NYSDOT: Truckers save Highway Use Tax if they take the Thruway, in addition to the toll savings.
Reger: What about the time savings? RT - there is a negligible minor timesaving - not enough to concern themselves with.
York: How is it that we prohibit trucks in come areas and not in others? RT: Highway law regulates those issues. NYSDOT can restrict a road for structural or safety issues.
CH: The local economy relies on truck traffic
JY: Enforcement is the only way then. The traffic is intolerable
JD: Canadian truckers - it's hard to get our hands on them. We'll try to get some info from our counterpart in Ontario.
CH: Fisher
associates (doing truck study) found that in the Rt. 63 corridor, CH will be
sharing this info. (but with whom? Ed.)
44% is external to external
13% starts within corridor; ends without
13% starts without corridor; ends within
28% is traffic that remains within the corridor
Trooper: USDOT keeps tabs on HAZMAT; all truckers that ship in US must provide an annual update on what was carried and by whom, include drivers working for them and drivers that have applied, who has been working there less than three years; Any trucker with a HAZMAT endorsement is getting a background check at the border US/CAN.
JD - The Niagara Mid-Peninsula Study is looking at volumes crossing the border at the two Niagara area bridges.
The QEW is looking at a parallel highway from Hamilton to the Peace Bridge. The fruit land limits width expansion. This would bring a lot more traffic to our region. If 219 gets built, it should ease the pressure somewhat. (??)
Jack York requested a map with the yellow clusters; NYSDOT can provide, although they don't want anyone sharing the accident info with the insurance companies.
Rt. 390 was completed in the 1980's.
Respectfully Submitted,
Karen McCulley
Agricultural Representatives Focus Group Minutes
1:00 p.m. Tuesday, April 2, 2002
Livingston Co. USDA Offices, Leicester, NY
Present: Dean Pendergast, Livingston County Soil & Water Conservation District; Bob Traver, NYSDOT; Dan McCusker, NYSDOT; John Walsh, Sear-Brown; Chuck Huffine, Sear-Brown; Karen McCulley, RPL; Bruce Tillinghast, Wy. Co. Cornell Coop Ext.
Bob Traver opened the meeting, even though only one invited guest was present. He described the situation resulting from increased truck traffic, blaming it in NAFTA and suggestion it will probably continue to increase. He mentioned that Wyoming County Economic development officials were instrumental in obtaining the funds to conduct this study.
Chuck Huffine said he "wants to hear about issues and concerns this group has in the study area. The agricultural community was specifically chosen as a study group, because NYSDOT needs special insight into their concerns. There is a need for access and a need for trucks to help agriculture prosper, as pitched against the desire to preserve the rural nature of the land and to minimize impact. We want to shed light on these and other issues. Let us run some ideas past you. We'll talk about what's been put on the table. The expressway is one big idea. We want to discuss whether this is a help or a hindrance to you."
Dan McCusker reminded us that "nothing has been decided. People have proposed ideas, but we're not in the decision-making mode… we want to run these ideas past you to trigger your thinking."
CH: How do these routes factor into your industry? Are they doing good, or are they presenting barriers?
DP: Farmers will become more dependent on Rt. 63 in Livingston County in the future. The Mt. Morris food processing plant will no longer be processing local sweet corn, so lots of trucks will be using 63 to 19, to get to the Bergen plant, or 63 to 98 to get to the Oakfield plant. This increase in traffic will be carrying locally grown commodities. In the fall, the root crops will come in from Genesee & Orleans County, so the traffic increases will be both ways.
DP: Many producers do business with Agway in Batavia. Lots of wheat went to Buffalo, but they're losing mills, and not sure what will happen to the wheat traffic. For a number of producers, 63 to 20 is a main route to transport commodities.
CH: Trucks are using 63 as a cut-through. Are they in conflict with your business? Are they a barrier to farmers?
DP: Yes, due to increased truck traffic, and to the increased size of farming equipment, it's getting harder to transport the equipment, particularly at certain times of year when equipment is being moved from field to field. Tractor trailer trucks take up a lot of room. Producers have trouble when roadblocks are set up for the thru-traffic. Sometimes their loads are perishable, and if the trucks are held up, the produce arrives at the processing plant in less than premium condition, causing an economic hardship for the producer. Farmers have said, "if we didn’t have all this tractor trailer (TT) traffic, they'd (enforcement officers) probably leave us alone." Everything is timing. You're either spreading fertilizer or seed or harvesting. The trucks need to arrive and depart on time -- to get to the processing plant, etc.
CH: "That's the beauty of this. Some people are telling us they want more inspection stations; more enforcement. But you're giving us the other side."
DP: Farmers used to spread a lot of anhydrous ammonia as fertilizer on their fields. The (TT) traffic made it unsafe to travel with this load to the fields. Now farmers use granulated urea and broadcast this instead. It's more expensive, but the safety issue on the road was a problem. 12000 acres less of sweet corn will be grown in Livingston Co. because Seneca isn't doing sweet corn any more. Potatoes will be coming in from Wayne County.
Bruce Tillinghast joined the meeting at this point. He said TT's on the highway are one reason farmers are not using anhydrous ammonia any more, but the other reason is that they are spreading manure. They need to use their own organic wastes on their farm to comply with regulations. Let's also remember there is timber/lumber trucking taking place in the corridor. From my perspective, not having a main arterial is a barrier to ag industry.
CH: Let's talk about trends overall. Is there going to be growth in the ag industry?
BT: The multi-family larger farms are a trend, with new milk prices suggested in the farm bill, this will continue to happen.
DP: Dairy will continue to grow. Cash crop farmers will work closely with dairy to complement each other, and this is how they will prosper.
BT: There are 3-4 major dog food and grain distributors: Blue Seal, Reisdorf, Agway in Batavia and Sure Fine.
DM: Have there been any cooperative efforts by farmers or producers at looking for solutions (needs or plans) to the transportation issues facing the ag industry?
BT: I have a hunch some of that is beginning to happen. But many people in the ag community aren't seeing the future clearly, in my opinion. The CRC in Caledonia (Commodity Resource Corp) will be receiving grain by rail for processing. Liv. Co. rail system will connect with this. The grain will be processed and blended, and shipped out to the grain distributors for delivery to the end user.
BT: Is it true that
when a major highway is introduced, that all feeder roads eventually are
upgraded too?
RT: Yes, this is known as the hierarchy
of roads.
BT: Overall I see a highway as a help. But people in the area will become barriers because they are resistant to C-H-A-N-G-E. There's a group of people in the Covington area… they've been in the paper, one of their members works for the DEC… They're concerned with how a highway will impact the land.
RT: Karen is with that group. Karen?
KM: Yes, I'm with that group.
BT: Certain sections of the road present problems. The intersection of 36/63. The trucks have a long grade down to a stoplight. The same in Piffard. These trucks are dangerous to farmers with equipment. We have to continue to live with it. The bridge in Geneseo at Court St. is a problem, because you can't move off to the shoulder - there is no shoulder. The 20A "S" curves at Byrncliff are a problem. [At this point, Tillinghast showed his plan for a highway route. He's been 'thinking about this for a long time".
CH: Remember, nothing is 'on the table'. We are examining all potential options. We're going to draw lines on a map and we'll see what happens.
DP: I don't see a highway as an asset to the Ag business in Liv. Co. the trucks are driving through, not fueling. The salt mine will create more truck traffic, but at least it's not Canadian. Most of those drivers are not "Canadian" and they're not the best drivers on the road, either."
BT: Why isn't Rt. 219 used?
RT: Well, there's nowhere in PA to go. PA has put all its $$ into Rt. I86/Rt 15. What about trucks travelling North & West?
BT: Milk goes to Buffalo, Batavia, some to Cuba Cheese, some to Polly-O in Campbell, NY. The small producers are going to have to commingle their milk to satisfy the processors who want big loads coming in for efficiency.
DP: Ethanol plant is on the table again. Liv. Co. is the center point for grain growing in the region. There's talk that the Miller Brewing co in Syracuse could become a plant, some of the infrastructure is there already. But Liv Co. is the center point, and we have rail access. The NY Corn Growers Ass'n might have more info.
BT: There are 3500 acres of potatoes in Warsaw, Gainesville, Castile area, going to PA for chipping.
CH: We'll be forecasting traffic growth in the next phase of the study.
BT: The economic analysis in Wy Co. points to a highway.
RT: Of course, whatever the outcome of our study, funding will be an issue.
BT: There are a few of us who feel that farmers might be willing to pay more in taxes if those taxes were spent on projects that were conducive to the growth of the ag industry.
BT: Did you talk to any producers or commodity haulers?
RT: We had a meeting last week with the Chambers and IDA's, and what they said was right in line with what you are saying.
CH: We're talking to a lot of people; we want to reach consensus. "We want to gather as much input as possible so we can arrive at the best conclusion." We might arrive at different 'ends', though, because we can't satisfy everyone.
Respectfully submitted,
Karen McCulley
Trucker/Shippers Focus Group Minutes
4:00 p.m. Friday, March 22, 2002
Genesee County Building #2, Batavia, NY
Present: Joe Severino, Chapin Mfg., Batavia; Mark Hendrick, Hanson, Pavilion; Bob Traver, NYSDOT; Joan DuPont, NYSDOT; John Walsh, Sear-Brown; Gail Mortimer, RPL; Chuck Davenrport, RPL; Karen McCulley, RPL
Bob Traver opened the meeting. He first paraphrased someone named Buchholz, who used to be a trooper and now works for KJ Transport.
Buchholz says there is a 20-25 miles saving by choosing Rt. 63 over the Thruway. To a trucker, even pennies can make a difference in getting a job or not. Shoulders are narrow in the corridor, and it is hard to make repairs to trucks on the side of the road. Sight distance and curves are a problem.
Russ DeVeso of NSYTA interviewed his truckers, the majority of which are travelling to and from Canada and the Southern states and eastern seaboard. The trucking industry is suffering; a victim of bankruptcy and consolidation. Profit margin are often between 0-1%. Pennies can be monumental. It is clear why trucks are trying to economize. Thruway tolls, fuel cost, Highway Mileage cost added up mean a typical trip through the corridor from end to end costs $14-17 more by taking the 390-Thruway.
JS: Our inbound trucks from Philadelphia use the corridor to Batavia. Outbound we go intermodal. There is a big imbalance of inbound to outbound freight in WNY. It's hard for truckers to get a load out. Adds cost to their trip if they go out empty. We get a reduced rate for our business now - between 40-50 cents less per mile to ship OUT of WNY. ($1.05-1.10 per mile) Elsewhere, mfg's are charged $1.60/mile.
John Walsh offers the question: The $1.50-$1.75 range is more typical and Severino says yes. Lots of refrigerated equipment coming into the area is willing to go back with dry goods at a lesser rate instead of running empty. Carriers need loads both ways to stay in business.
The truckers seem to prefer taking the corridor. They ask my dispatcher, "it is OK? Do I have enough clearance?" And we tell them what's what.
Mark Hendrick said, "Most of our trucks travel within a 30-mile radius of our locations. Otherwise, it costs too much to haul our goods. There are plenty of suppliers around the area. We have a little competition with portland and asphalt cement coming from Roch & Bflo. Our main problem is congestion caused by other traffic. Getting through Batavia is just terrible. Our trucks take alternate, more jagged routes.
JD: It's a city, and we can't make that go away.
It doesn’t cause a problem except in Pavilion -- we have buildings on both side of the road. We have to often wait a few minutes before we can cross safely.
JD: Do your drivers have any complaints about traveling in the area?
JS: My trucking guys would know, not me. We contract with a firm out of LeRoy. Gallagher and Rocelli.
RT: Is congestion an issue? Poor sight distance? Hills? Intersections that are problematic?
At 20/63 cars are trying to pass trucks. They are at a dead stop at the light and have trouble getting moving up the grade. Suicide Corner East Rd. & 20. Poor sight distance.
Six Flags seems to have no impact on either company.
JD said highway law determines who pays for improvements when businesses expand.
JS: No problem getting trucks in or out.
RT: We'll have to reach out to truckers in a different fashion. Truck stop surveys, individual interviews, talking with long-haul drivers.
JS: The legal limit on Rt. 63 is 1000# for every foot of trailer space. For a 52' trailer, we usually run 48,000#.
RT: Contact Steve Hotus at NYSDOT - knowledgeable about weight and height limits.
JD: We CAN post lower weights on bridges, but this corridor has few bridges.
Oatka Milk ships 700 containers of product to Puerto Rico a year. They're getting milk from as far away as Canada and Pennsylvania.
JD: Metropolitan Planning Organization (7 counties) - meets every two years to select candidate projects. This fall they'll call a meeting, submit projects for the 4th and 5th years out. They have a structured ranking process: infrastructure (maintain what you have before building new); safety, traffic volumes, impact on mfg, econ development.
Respectfully submitted,
Karen McCulley
Economic Development Focus Group
Wednesday, March 27,
2002 at the Genesee County IDA in Batavia
Focus Group Members Present:
Jim Pierce (Exec. Dir., Wyoming County Chamber of Commerce; Rick Henry, Chair, WyCo Chamber Rte. 63 By-Pass Taskforce; Tom Skoglund, Planner, Wyoming County Planning & Development; Ray SanFratello, Exec. Dir., Genesee County Chamber of Commerce; Matt Balling, Genesee County Planning; Heather Hogarty (?), Livingston County Planning; Rich Perrin, Genesee Transportation Council; Bob Traver, NYSDOT; Dan McCusker, NYSDOT; John Walsh, Sear-Brown; Chuck Huffine, Sear-Brown.
Also Present: Chuck Davenport, RPL.
Traver opened the meeting by noting that the Rte. 63 Corridor Study was initiated by the Rte. 63 By-Pass Taskforce which contacted local legislators who arranged funding for the study.
Discussion Topics:
Current Development,
Short Term Future Development, Long Term Future Development, Related Issues
I. Current Development
NYSDOT: “What impact or role does Rte. 77/20/63 have on economic development in your county currently? If the impact is negative, what remedies would you propose?”
Genesee County:.
SanFratello noted problem areas as congestion from increased Darien Lake traffic, increased truck traffic, and safety issues in Pavilion (school buses, hills, etc.) – all of which has resulted in lots of accidents. In Batavia, people like the commercial traffic. He noted the Regional Planning Council has an overall plan.
Balling said 85% of land in the corridor is ag. Truck traffic makes it difficult for farmers to move livestock, produce, etc. There is no land within the corridor left to zone for commercial/industrial. There are plans to expand Pavilion commercial zoning. County has a Smart Growth Plan, Ag/Farmland Protection Plan, and is working on a Comprehensive Plan
Livingston County:
Hogarty said 92% of land in Livingston within
the corridor is ag. Ag will continue to be predominant use. Problems include:
no shoulder on Rte. 63 in Griegsville near York Central Schools; Mt. Morris is
negatively impacted by truck traffic coming off I-390 Exit 7 and onto 408. She
also noted: Most of the development at Rte. 63 roadside is residential; Geneseo
by-pass alleviates truck traffic problems there; no problems in Leicester; most
commercial development is on Rte. 20A; salt mine generates truck traffic, but
widening Rte. 63 at the mine helped. Expect more trucks as the salt mine goes
into full-swing. Most of the truck traffic comes from I-390 Exit 7 and onto
408 into Mt. Morris.
Wyoming County:
Pierce said Wyoming County is faced with more challenges than anyone else with trying to get goods in and out because there is no access to a highway, making it difficult to attract new businesses and keep existing businesses running. Noted the County Supervisors approved Target Tomorrow which addresses desires of supervisors to have a highway. Chamber has 400 members. Rte. 63 Taskforce reports to Chamber, who then reports to Supervisors. Chamber has made a 4-lane expressway their top priority. Asked by Traver to describe the proposed expressway route, Pierce noted it would travel northwest from Mt. Morris, north of Perry & Warsaw, south of Wyoming, between Attica/Alexander onto Pembroke.
Skoglund said it would be interesting to see alternatives as to where the expressway could go. “It’s not so much a loss of land that is the issue as it is where you put the exits.” Biggest hallenge in Wyoming is to improve transportation while protecting ag land. Loss of land to an expressway causes concern because of a loss of dairy land, and Wyoming is the #1 dairy county in the state (3-4% increase in milk production annually). Says the area from Covington to Castile is highest milk producing area in the county and he expects more ag development there. County has no Ag/Farmland Protection Plan but would like one. Zoning maps are available from Regional Planning Council. Most commercial growth is in Warsaw.
Henry said “Our problem isn’t that Livingston County or Genesee County has trucks. Our problem is that we don’t have any.” He noted the proposed expressway plan and the taskforce was begun by Bruce Tehan. “We didn’t look at geography. We just drew a line and said this looks good.” Cited example of 25 miles from Warsaw to nearest 4-lane highway adding an hour to a roundtrip truck trip. Lack of access is a big negative for businesses and a few big farms. County is losing manufacturing jobs.
II. Short Term Future Development
NYSDOT: “What short term (1-3 years) development applications are pending within the study area? Will this involve substantial truck traffic? How do you see Rte. 77/20/63 supporting this development?”
Genesee County
Balling said Darien Lake adds a new ride every year, but impact on traffic is unknown. All Six Flags needs to add new ride is a building permit (no site review/environmental impact study). Six Flags uses 250,000 gal of water/day and is expected to use 500,000 gal/day. 6 Flags has big impact on Attica\Corfu.
SanFratello noted Six Flags draws 1.6 to 1.8 million visitors per year. It is a destination with 3-4 day visits. Visitors also go to Letchworth and Niagara. Williamsville toll area will probably move to Erie County. Genesee County will see increase in targeted commercial/industrial development, as well as more residential. Expect increases tourism from racetrack (VLT, races, exhibits).
Livingston County
Hogarty said Liv. County will adopt an Ag/Farmland Protection Plan within 3 years, focusing on protecting ag business rather than open spaces. No comprehensive county plan in place. The only increase in truck traffic will come from the salt mine. Land along 408 from I-390 into Mt. Morris is in ag use but is zoned commercial. County wants to ad commercial, but ag businesses are fighting against the county.
Wyoming County
Pierce said Warsaw has 25-acre ind. park expected to be used by local businesses. Perry has proposed 50-acre industrial park. Pioneer is building 20-40,000 square ft of office space, 550 employees, in Perry resulting in increased traffic. Champion facility is occupied by distribution company and American Classic Outfitters (30 employees). Attica is redeveloping the Westinghouse facility. Arcade is the fastest growing municipality in the county for commercial development.
III. Long Term Future Development
NYSDOT: “What are the County’s long term development plans/goals within the study area? Specific developments? What role will 77/20/63 play in supporting this development?
Genesee County
SanFratello said most development in Genesee County is along I-90. LeRoy has lots of industrial space available. Oakfield is losing trucking businesses. Ag will remain, tourism will grow, residential will grow.
Balling said “I don’t blame Wyoming County for wanting a highway. They’re quite a blessing.” Ag land north of Batavia will be rezoned to Light Industrial/Commercial. More and more people are commuting to Buffalo from Pembroke and Corfu (Pavilion somewhat). Big problem is deadly accidents on Rte. 20 caused by truckers heading into or from Canada and falling asleep at the wheel.
Livingston County
Hogarty said most development will be outside Mt. Morris along 408 to I-390, some toward Leicester.
Wyoming County
Pierce said the Chamber’s 3-year plan to attract new business points to expected growth in food production, dairy production, industrial growth – all in Perry. Also points to commercial/retail growth in Warsaw and Arcade. Sees no growth in Attica.
Skoglund said a big problem is rural residential development. It is not where the county wants it to go (i.e. in villages) because it breaks up the ag land. Most residential growth is on west side of county.
IV. Related Issues
NYSDOT: “Do you see the lack of an expressway through this region as limiting your development potential? An expressway would also remove car traffic from the villages: Do you see this as a significant issue? How has NAFTA impacted the economy in your region?”
Walsh noted that we were running out of time and that the first two questions about the expressway had been previously addressed.
Genesee County
Balling said that if a by-pass goes around the towns in Genesee County it would not do them any good because it diverts traffic away from the villages/hamlets. “A by-pass is not a part of our coherent vision for the hamlets and villages. I don’t know whether a 4-lane expressway would bring people out here at all. They would just pass through.” He suggested towns do truck inspections to generate revenue.
(Henry noted that the four major villages in
Wyoming County “are already dying. Any kind of limited access highway in
Wyoming would be a good thing.”)
SanFratello said the three counties need to find solutions that are good for the region. “We’re probably one of the weakest regions in the country.” Even though an expressway might be good for Wyoming, it needs to be evaluated by how it benefits the entire region. He noted that Batavia has a lot of distribution centers and that Oatka Milk is one of the top two businesses in Batavia (perhaps the entire county).
Livingston County
Hogarty “I don’t think an additional expressway would help us at all. We already have access to I-390.”
Wyoming County
Pierce commented that NAFTA killed Champion and forced them to move out of Perry.
Respectfully submitted,
Chuck Davenport
School Representatives Focus Group Minutes
4:00 p.m. Wednesday, May 1, 2002
York Central Schools, Griegsville, NY
Present: Bob McIntosh, Superintendent, Wyoming Central Schools; Linda Powell, Transportation Supervisor, York Central Schools; Philip D’Angelo, Superintendent, Warsaw Public Schools; Unknown, Warsaw Public Schools; Kelly Bissell, Elementary School Principal, Attica Public Schools; Michelle Widdel, School Business Officer, Perry Central Schools; W. J. McDonald, University Police, SUNY Geneseo; Gary Girard, SUNY Geneseo; Thomas Manko, Superintendent, York Central Schools; Bob Traver, NYSDOT; Dan McCusker, NYSDOT; Chuck Huffine, Sear-Brown; John Walsh, Sear-Brown; Bob Kelley, RPL; Chuck Davenport, RPL.
Invited (but not present): Mt. Morris Central Schools, Pembroke Central Schools, Pavilion Central Schools, Batavia School District, Geneseo Central Schools, Alexander Central Schools.
Bob Traver opened the meeting by saying that several options are being considered to resolve the safety concerns in the Rte. 63 Corridor and that “everything is on the table.” He said NYSDOT is gathering data and that NYSDOT and Sear-Brown are letting the problems identify themselves. Among the solutions being considered are small “specific by-passes” around some of the more troublesome areas, “one large by-pass”, and adding passing lanes in the Rte. 63 Corridor.
Michelle Widdel (Perry) said there are no pedestrian problems. “I really don’t know anything about this study at all.”
Kelly Bissell (Attica) – School is on Main Street (Rte. 238), and there are pedestrian problems because it is a heavily traveled route. Buses waiting for traffic, not many trucks, parents pick up kids across the street and there are near misses as kids cross the street.
Bob McIntosh (Wyoming) – Biggest concern in Rte. 19, which is being used as a cut-off to Allegheny County. Using flashing beacons in front of the school has slowed traffic down significantly. “It was amazing how well they worked.” If the Wyoming County Chamber of Commerce’s route were used it would be a big problem because it would cut through a lot of district land and break up the school district. I wouldn’t even want to be at those meetings. If a new highway is built, I hope I’m in North Carolina by then.” McIntosh also said he lives in Pavilion on York Road and that he understands why some would want to build a highway just to get rid of the noise on Rte. 63.
McIntosh suggested that NYSDOT consider the truck traffic that uses Rte. 19 to get to I-86.
[John Walsh (Sear-Brown) interjected that there are two types of truck traffic – thru traffic and local business.]
Philip D’Angelo (Warsaw) – School buildings shake when trucks drive past the school.
Linda Powell (York) – Noted that York Schools are at the intersection of Rte. 36 and Rte 63. Stated that Rte. 33 should be added to the study area. She said no matter what is done to “crack down” on the overweight and speeding trucks, they’ll find a way to find new routes. “I’ve come to the conclusion you’ll never get rid of the trucks.” Said she has been writing letters to NYSDOT for more than 20 years expressing her concerns over safety and that she has yet to receive a response. Wanted to know if it was going to take a disaster with children getting killed to open up NYSDOT’s eyes to the safety hazards on Rte. 63. York students are not allowed to cross Rte. 63. Buses have been rear-ended by tractor trailers. Most of the local truck companies drive safely because they know the schools are out there. “It’s the trucks going to and from Canada that just drive right through like nothing. They dare you to stop in front of them.”
[Bob Traver (NYSDOT) interjected “It’s everywhere across the country because of NAFTA.”]
Powell continued by saying that trucks regularly run the red light at the intersection of Rte. 36 and Rte. 63. Through trucks have no consideration for the safety of local residents.
[D’Angelo of Warsaw interjected that the same situation exists near the BOCES School in Leicester. “With the Leicester School, it’s worse.”]
Powell added: “I’ll admit I’m a little bitter about it. Why attend a meeting if nothing is going to be done?”
W. J. McDonald (SUNY Geneseo) said NYSDOT should keep the truck traffic on the 4-lane highways where it belongs. He noted that from Dansville to Corfu there is not place for trucks to perform maintenance or do safety checks. “Hazardous materials, so far, is just a fear and not a reality.”
[Chuck Huffine (Sear-Brown) interjected by saying the “whole process of focus groups has been very helpful and has provided invaluable information.”]
Philip D’Angelo (Warsaw) added that if a highway is built, then it should be built on land that is the “least productive.” He would not want to shift traffic away from York and Pavilion and move it to Attica, Wyoming, and Warsaw.
[Traver (NYSDOT) interjected by noting that NYSDOT met with the Thruway Authority and asked why tolls were not removed in 1996. He said he was told that a study was done in 1991 by a task force created in 1988. It was decided that with so much out of state traffic on the Thruway that “tolls were the way to go,” because it means that those who use the road the most pay for the road. Otherwise, he added, state taxpayers would be paying for a road they don’t use.
Huffine (Sear-Brown) added that, based on a review of expenses incurred by commercial thru trucks within the Rte. 63 Corridor and on the Thruway, removing the tolls would not change current truck traffic patterns, meaning that trucks using Rte. 63 Corridor would continue to use it. He added: “We will not just look at the expensive solutions. We will look at less expensive things like reduced tolls as well.” Huffine noted that 43 percent of the daily truck traffic is thru traffic doing no local business.]
Powell (York) asked “Has the state actually said they’d fund whatever is proposed?”
Powell (York) told NYSDOT that she hopes a new highway is not built because it would destroy farm land, divide communities, “kill the local economy,” and break up school districts. She concluded by saying “We’re all farmers.” All focus group members around the table nodded their heads, with some saying “That’s true.”
[Traver (NYSDOT) responded by saying that small things, like improvements to Peoria Curve on Rte. 63 will be proposed along with widening the intersection at Rte. 19 and Rte. 63. Most improvements of this type, which do not destroy land and alter boundaries, are paid for by the NYSDOT Region 4 annual budget. In regard to building a new highway, Traver (NYSDOT) noted that it would cost “at least $400 million to build an expressway.” Funds for a major project like this would come through the legislative process, with 80 percent from Federal funds, and 20 percent from the state.
However, Traver (NYSDOT) also noted that funds are probably available because constructing a new highway could be a priority since the Rte. 63 Corridor is at the heart of what is called the Continental One Trade Corridor. This future corridor connects high priority corridors and provides a link between Miami, FL, and Toronto, Ontario (Canada).
Huffine (Sear-Brown) added that the Continental One Corridor is something to consider and that the Rte. 63 Corridor study is looking at what is happening with Rte. 219, which NYSDOT intends to connect to the new I-86. He added it is likely that a new highway will be one of the proposals coming out of the Rte. 63 Corridor Study.
Dan McCusker (NYSDOT) said we should not automatically assume that a new highway will be the proposed solution that comes from the Rte. 63 Corridor Study. In all likelihood there will be more than one proposed solution, including specific by-passes, road improvements, a combination of specific by-passes and road improvements, and the construction of a new highway. Whichever solutions it is decided will be implemented will ultimately be determined by the availability of funds through the federal and state funding sources.
Meeting Closed
Respectfully Submitted,
Charles H. Davenport