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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationTable 5-23Alternative B4: 2015 Summary of Traffic Noise Impacts by NeighborhoodTotal Number of Housing Units 1Loudest-hour Leq in dBAExposed to Noise ImpactChangeRelative toBaseline No-Action Alt. B4 Baseline Baseline No-Action Alt. B4Roadway Neighborhood 2004 2015 2015 (dB) 2004 2 2015 2015South side of Main Ave Greenwood: Post to Gertrude 3 48 to 73 48 to 73 51 to 73 0 to 7 16 16 15North side of Main Ave Greenwood: Post to Gertrude 3 49 to 73 49 to 74 48 to 72 -9 to 1 13 13 10North side of Main Ave Greenwood: Industrial to Inman 4 47 to 69 48 to 70 48 to 70 -5 to 1 9 9 3South side of Main Ave Greenwood: Gladys Ct to Buttonwoods 4 49 to 71 49 to 71 54 to 71 -6 to 16 15 15 20South side of Main Ave Greenwood: Graymore to Walnut Glen 4 43 to 52 43 to 52 49 to 70 6 to 18 0 0 5West side of Post Road Hillsgrove: Elkland to Pell 5 49 to 70 49 to 70 50 to 70 -3 to 2 4 5 5East side of Post Road Lincoln Park: Tennessee Ave. 5 50 to 56 51 to 56 51 to 59 1 to 3 0 0 0Total - - - - 57 58 58Source: HMMH, 2009.1 These numbers of housing units take into account the property acquisitions that are required for the roadway improvements and acquisitions for the newly createdRPZ as well as Future Build and Current Part 150 VLAP noise acquisitions.2 For baseline conditions, the number of housing units exposed to “impact” represents those residences for which baseline traffic noise levels approach or exceedthe 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 See Figure A.4-23 in DEIS Noise Supporting Attachment A.11, Supporting Report Graphics.4 See Figure A.4-24 in DEIS Noise Supporting Attachment A.11, Supporting Report Graphics.5 See Figure A.4-22 in DEIS Noise Supporting Attachment A.11, Supporting Report Graphics.Composite Noise – 2015In 2015, the projected DNL values at the composite noise sites indicate that aircraft flight operations woulddominate the noise environment and none of the measurement sites would experience a significant noiseincrease (increase of at least DNL 1.5 dB at or above DNL 65 dB) from composite noise levels. Table F.3-4 inAppendix F.3, Composite Noise, presents a summary of the composite noise exposure (DNL) for Alternative B4 in2015 from all program-related sources of noise.Population and Housing Impacts (Aircraft Noise Exposure) – 2020 and 2025Figure 5-15 shows the noise contours associated with Alternative B4 in 2020 and 2025. Table 5-24 summarizesthe housing units that would be exposed to aircraft noise levels of 60 dB and above under Alternative B4 in 2020and 2025.In 2020, 20 housing units would be exposed to noise levels DNL 70 dB and above due to Alternative B4 and,therefore, these units would be eligible for voluntary participation in a land acquisition program for noisemitigation. For the purposes of this FEIS analysis, it is assumed that these properties would be acquired fornoise mitigation between 2020 and 2025; however, it is RIAC’s intention to begin to acquire residential parcelsas soon as 2012, subject to availability of funding. In 2025, an additional six housing units would be exposed toDNL 70 dB due to Alternative B4 and, therefore, eligible for voluntary participation in a land acquisition program.Future noise mitigation would be determined based on revised noise contours and actual aircraft operations in2025 (a future FAA-approved NEM) and would be implemented according to Part 150 guidelines.Chapter 5 - Environmental Consequences 5-33 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc