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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationTable 5-16Alternative B2: 2015 Summary of Traffic Noise Impacts by NeighborhoodRoadwayNeighborhoodBaseline2004Loudest-hour Leq in dBANo-Action2015Alt.B22015ChangeRelative toBaseline (dB)Total Number of Housing Units 1Exposed to Noise ImpactBaseline2004 2 No-Action2015East side of Post Road Tennessee Ave. to Route 37 47 to 62 47 to 62 49 to 65 0 to 4 0 0 1 3West side of Post Road Kentucky to Delaware Ave. 52 to 66 53 to 66 57 to 68 2 to 11 2 2 9West side of Post Road Haverford to Pell Ave. 44 to 67 44 to 67 50 to 67 -2 to 8 2 2 2Total - - - - 4 4 12Source: HMMH, 2009.1 These numbers of housing units take into account the property acquisitions that are required for the roadway improvements.2 For baseline conditions, the number of housing units exposed to “impact” represents those residences for which baseline traffic noise levels approach or exceed the FHWA NAC for Activity Category B for the loudest hour of the day. For Partially Relocated Airport Road, the number of impacted dwelling units is due to bothtraffic noise levels that approach or exceed the relevant FHWA NAC and that cause a substantial increase over baseline noise levels.3 The only traffic noise impact on the east side of Post Road is located between existing Lincoln and Alabama Avenues. In 2020, under Alternative B2, this propertywould be acquired as a result of Fully Relocated Airport Road.4 See Figure A.4-19 in DEIS Noise Supporting Attachment A.11, Supporting Report Graphics.Alt. B22015Composite Noise Impacts – 2015In 2015, aircraft operations are expected to dominate the noise environment in the vicinity of the Airport underAlternative B2 and none of the measurement sites would experience a significant noise increase (increase of at leastDNL 1.5 dB at or above DNL 65 dB) from composite noise levels. No locations are dominated by traffic noise or cargonoise. In the No-Action Alternative, composite noise levels at seven locations would exceed the FAA-defined residentialland use compatibility level of DNL 65 dB. This number remains at seven locations with Alternative B2 in 2015. Refer toTable F.3-3 in Appendix F.3, Composite Noise, presents summaries of composite noise exposure (DNL) at certainlocations from all three sources of project-related noise. The locations of the prediction sites are shown in Figure 4-2.Population and Housing Impacts (Aircraft Noise Exposure) – 2020 and 2025Figure 5-11 shows the noise contours associated with Alternative B2 in 2020 and 2025. Table 5-17 summarizes thehousing units that would be exposed to aircraft noise levels of 60 dB or more under Alternative B2 in 2020 and 2025.In 2020, Alternative B2 would expose two fewer housing units (an estimated five fewer people) to noise levels greaterthan DNL 65 dB compared to the No-Action Alternative. In 2025, Alternative B2 would expose 64 fewer housingunits (an estimated 150 fewer people) to noise levels greater than DNL 65 dB compared to the No-Action Alternative.This reduction is primarily attributable to homes assumed to be voluntarily acquired to clear the RPZ at theRunway 23 End and not to a reduction in noise levels. No subsidized housing developments will be exposed to noiselevels greater than DNL 65 dB for Alternative B2 in 2020 and 2025 (Table 5-17).In 2020 under Alternative B2, 15 housing units would be exposed to noise levels at or above DNL 70 dB. Theseunits would be eligible for participation in a VLAP for noise mitigation, and would be in addition to the unitsthat would already be acquired under the Current Part 150 VLAP (assumed to be acquired by 2015). For thepurposes of this FEIS, these units are assumed to be acquired between 2020 and 2025; however, it is RIAC’sintention to begin to acquire residential parcels as soon as 2012, subject to availability of funding. In 2025, anadditional 23 housing units would be newly exposed to DNL 70 dB and above due to Alternative B2. FutureBuild noise mitigation for noise impacts in 2025 would be determined based on revised noise contours andactual aircraft operations and would be implemented according to Part 150 guidelines.Chapter 5 - Environmental Consequences 5-26 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc