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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluation50 percent. The land acquisition for this program element would remove $233,544 annually from the City ofWarwick property tax base.The construction costs for Fully Relocated Airport Road exceed $50 million, which is 10 percent of the total costsfor Alternative B2. Approximately $17 million would go toward land acquisition of the 66 residential units thatwould need to be acquired for the roadway to be constructed. Under Alternative B2, 99 percent of the totalmandatory acquisition of residential units would be due to Fully Relocated Airport Road. In contrast, theMain Avenue realignment for Alternative B4 would cost approximately $8 million for land acquisition andconstruction, approximately two percent of the total costs for Alternative B4.3.9.3.2 Noise ImpactsAlternatives B2 and B4 would result in significant noise impacts as defined by FAA Order 1050.1E (increase of atleast DNL 1.5 dB at or above DNL 65 dB). (Chapter 4, Affected Environment, Section 4.2.1, Methodology, provides abackground on noise terminology.) Those housing units exposed to significant noise levels would be eligible fornoise mitigation. As shown in Table 3-12, under Alternative B2, in 2020, 74 housing units (an estimated 174 people)between the DNL 65 and 70 dB contour intervals are projected to experience a significant increase in noise levels(increase of at least DNL 1.5 dB at or above DNL 65 dB) and none would experience a slight to moderate increase(DNL 3.0 dB or more between DNL 60 dB and 65 dB noise levels). In 2025, 49 housing units (an estimated115 people) located between the DNL 65 and 70 dB contours are projected to experience a significant increase innoise levels and none would experience a slight to moderate increase under Alternative B2.Under Alternative B4 in 2015, 432 people and 184 housing units are projected to experience a significant increase innoise levels (increase of at least DNL 1.5 dB at or above DNL 65 dB) and none would experience a slight to moderateincrease (DNL 3.0 dB or more between DNL 60 dB and 65 dB noise levels). In 2020, under Alternative B4, 174 housingunits (an estimate of 409 people) within the DNL 65 and 70 dB contour intervals are projected to experience asignificant increase in noise levels (increase of at least DNL 1.5 dB at or above DNL 65 dB) and none wouldexperience a slight to moderate increase (DNL 3.0 dB or more between DNL 60 dB and 65 dB noise levels). In 2025,108 housing units (an estimated 254 people) between DNL 65 to 70 dB contour intervals are projected to experience asignificant increase and none would experience a slight to moderate increase. 139Alternative B4 would expose a greater number of housing units to aircraft noise levels greater than DNL 70 dBthan Alternative B2 (20 units for Alternative B4 and 15 units for Alternative B2) in 2020. 140 Under Alternative B4,69 residential units would be eligible for acquisition through voluntary participation in a FAA-required noisemitigation land acquisition program and 41 residential units would be eligible under Alternative B2. AlternativeB4 would have the greater number of housing units exposed to sound levels greater than DNL 65 dB, for whichsound insulation mitigation would be available (1,050 for Alternative B2 and 1,140 for Alternative B4). Theprimary reason for the greater noise impacts within DNL 65 dB for Alternative B4 is that the Runway 23 EndRPZ would not be cleared. Alternative B2 could result in 100 units within the Runway 23 RPZ being eligible foracquisition. Alternative B2 would expose 50 more housing units to traffic noise than Alternative B4 due to the139 The FAA reanalyzed Alternative B3 South with a Runway 5-23 extension to 8,300 feet under the FEIS forecast conditions and determined that the potentialfor significant noise impacts were substantially the same as Alternative B4. Wetland, floodplain, Section 4(f), and historic resource impacts would be thesame for Alternatives B4 and B3 South. FAA confirmed the dismissal of Alternative B3 South under the FEIS conditions.140 The Current Part 150 VLAP has acquired many properties that would have been impacted by Alternative B2.Chapter 3 – Alternatives Analysis 3-44 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH03_Alternatives_JUL_2011.doc