T.F. Green Airport Improvement Program - FEIS Chapters - PVD

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationTable 3-6Level 5 Screening Step 3 — Utility Assessment of Runway 5-23 LengthsRunway Extension Runway Extension to Runway Extension Runway Extensionto 9,350 Feet) 8,700 Feet to 8,300 Feet to 8,700 feet(Alternative B1) (Alternative B2) (Alternative B3 South) (Alternative B4)Additional Passengers AccommodatedYear(with runway extension and cargo or passenger payload reductions, if necessary)2015 820,520 0 700,800 756,2802016 822,768 0 702,720 758,3522017 820,520 0 700,800 756,2802018 820,520 0 700,800 756,2802019 820,520 0 700,800 756,2802020 822,768 758,352 702,720 758,3522021 820,520 756,280 700,800 756,2802022 820,520 756,280 700,800 756,2802023 820,520 756,280 700,800 756,2802024 822,768 758,352 702,720 758,3522025 820,520 756,280 700,800 756,280Total 9.0 million 4.5 million 7.7 million 8.3 millionPercent of Maximum 100% 92% 85% 92%Passengers Accommodatedfor West Coast Non-StopService after ImplementationMaximum Additional Annual $202.2 $186.3 $172.7 $186.3Airline Revenue (estimated inmillions) 1Sources: FEIS Appendix E.1, Updated Forecast of Aviation Activity, and DEIS Appendix E, Alternatives Analysis, Supporting Attachment E.A.2b, Supplemental Analysis.Notes: In order to determine the maximum potential for passenger differentials among the alternatives, this analysis assumes a maximum load factor possible given anypotential payload limitations due to runway length available.This table considers a forecast estimate of 16 non-stop West Coast flights per day (with slightly more annually in 2016, 2020, and 2024 due to one additional dayassociated with the leap year). See Section 2.3.2.1, Primary Runway Length of Chapter 2, Purpose and Need.FAA cannot predict how much of a passenger penalty an air carrier would be willing to tolerate while starting non-stop West Coast service; therefore this datadoes not consider an airline decision to not start the non-stop service due to passenger penalties.1 Average U.S. airline system passenger revenue per available seat mile (PRASM) for 2008 ($0.107) and the average distance between T.F. Green and WestCoast markets (2,300 nm) was applied to total passengers accommodated by each runway length. The PRASM data was obtained from the MIT Airline DataProject (www.web.mit.edu/airlinedata/www/Revenue&Related.html), which sources US DOT Form 41 via BTS, Schedule T2 and P12.Comparison of Potential Environmental Impacts and CostsConsideration of any runway length alternative less than 9,350 feet must consider not only the constructioncosts and operational utility benefits provided by each runway length, but also the potential environmentalimpacts associated with each runway length alternative. Based on conceptual design, and as shown in Table 3-7,Alternative B3 South Runway 5-23 extension would result in substantially similar noise impacts, Section 4(f)impacts, historical resources impacts, construction impacts and costs, and identical impacts to wetlands andfloodplains as Alternative B4. Table 3-7 summarizes the impacts and construction costs of Alternatives B4 andB3 South.Chapter 3 – Alternatives Analysis 3-27 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH03_Alternatives_JUL_2011.doc