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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluationcorresponding direct jobs. The direct output (i.e., business sales) comes from the dollars of spending for eachindustry. Finally, the multipliers for jobs, income, and output were applied to their respective direct measuresby industry to achieve total economic impacts—including direct, indirect, and induced impacts. The resultingimpacts for Rhode Island are generally slightly higher than those for Warwick since there is leakage outside ofthe city that is captured in the state.Cumulative Impact MethodologyCumulative social impacts consider the historical and current land use changes and development, predictedfuture land use changes, and Alternatives B2 and B4 direct and indirect social impacts – all of which wereassessed for the Study Area. Economic impacts include employment trends analysis and an assessment of thetax benefits or losses for Warwick over the years. Historical data on local employment and tax revenue trends(according to the Rhode Island Department of Labor and Training (RIDLT) and Rhode Island EconomicDevelopment Corporation) were documented. Future projects (including approximately 1.5 million square feetof mixed use development surrounding InterLink as part of the WSRD) and projected impacts on employmentand taxes were also considered. Finally, the direct and indirect social and economic impacts of Alternatives B2and B4 were considered in order to identify cumulative impacts.5.5.3.2 Environmental Justice and Children’s Health and Safety Risk MethodologyEnvironmental justice and children’s health and safety risks assessments include consideration of directproject-related impacts and cumulative impacts to resources such as air quality and noise that may affectenvironmental justice populations and children’s health and safety. Effects of Alternatives B2 and B4 on fish, wildlife,and plants, wetlands, floodplains, hazardous materials, and endangered and threatened species would mostly occuron-Airport and would not impact environmental justice populations and children’s health and safety. Additionally,no significant coastal zone, water quality, and air quality impacts would occur as a result of Alternatives B2 and B4,and would similarly not affect environmental justice populations and children’s health and safety.Environmental Justice populations affected by land acquisition were considered and then excluded from theidentification of potential environmental justice populations affected by significant increases in noise. Inaccordance with the Airport’s ongoing Part 150 program, the compatible land use analysis identifies residentialland (in parcels and acres) within the DNL 70 dB contour that are eligible for acquisition 339 and residenceslocated between the DNL 65 dB and 69 dB contours would be eligible for sound insulation. The compatible landuse analysis also considers mandatory land acquisition related to construction and RPZ clearing forAlternatives B2 and B4.The analysis evaluates environmental justice populations within areas of mandatory land acquisition forconstruction and areas that would be eligible for acquisition under a Future Build VLAP (areas affected by noiselevels at or above DNL 70 dB and neighboring properties included in the Future Build VLAP). 340339 Residential properties that are not directly impacted by Project-related noise levels at or above the DNL 70 dB, but are indirectly affected are in certaincircumstances also eligible for voluntary land acquisition. At the discretion of the FAA, these residential properties were identified in order to maintainneighborhood cohesion and limit community disruption340 Under the Build Alternatives, the future noise mitigation program would be based on a 2020 Noise Exposure Map for Alternative B2 and 2015/2020 NoiseExposure Map for Alternative B4.Chapter 5 - Environmental Consequences 5-83 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc