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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationBaseline Condition, which would result in a loss in indirect jobs, income, and business sales for the City ofWarwick and Rhode Island. In 2020 and 2025, there would be additional passengers (despite decreasingoperations, as discussed above) under the No-Action Alternative when compared to the Baseline Condition.Table 5-51 presents the total indirect impacts (jobs, wages, and business sales) for the City of Warwick andRhode Island under the No-Action Alternative in 2015, 2020, and 2025.Table 5-51No-Action Alternative: Aviation Activity-Related Indirect Impacts from Off-Airport VisitorSpending and Jobs and Wages (Gains)WarwickRhode IslandTotal Impact 1 Jobs Wages Business Sales Jobs Wages Business Sales2015 -115 -$2,921,000 -$7,560,000 -655 -$17,946,000 -$47,326,0002020 29 $744,000 $1,925,000 167 $4,569,000 $12,051,0002025 190 $4,845,000 $12,538,000 1,087 $29,762,000 $78,489,000Sources: Rhode Island Airport Economic Impact Study, Wilbur Smith Associates, June 2006; IMPLAN, RIDLT; EDR Group.1 Total impacts include indirect impacts added to direct impacts.Overall, when considering indirect impacts, in 2015, the decline in aviation-related activities associated with theNo-Action Alternative is expected to result in an annual loss in state taxes (taxable income and sales) of$1.5 million in 2015, followed by gains of $144,000 in 2020, and $3.7 million in 2025 when compared to theBaseline Condition (Table 5-51). The bulk of these tax revenues projected for 2020 and 2025 would be generatedby new visitors (which occur because the number of passengers is projected to increase, despite the projecteddecline in aircraft operations, as discussed above) to Rhode Island.Social and Housing ImpactsThe Completed Part 150 VLAP was completed in 2009 and the Current Part 150 VLAP, initiated in early 2010 asa continuation of RIAC’s Part 150 NCP, is scheduled to be completed by 2015. Figure 5-8 shows the CompletedPart 150 VLAP areas. At the time of this FEIS filing, the Completed Part 150 VLAP has completed all sevenphases. The Completed Part 150 VLAP identified 285 residential parcels (280 housing units) located in sevennoise impacted areas in close proximity to the Airport, most of which were acquired by 2009. There are severalproperty owners that have elected not to participate in the Completed Part 150 VLAP; however, RIAC willconsider reinstating them under a future phase, contingent on funding availability.Direct Impacts to HousingUnder the No-Action Alternative, RIAC would continue the Current Part 150 VLAP as part of itsPart 150 NCP. Figures 5-19 and 5-20 show the parcels included in the Current Part 150 VLAP. The Current Part150 VLAP would result in acquisition of 59 residential parcels (55 housing units) at the Runway 5 End and56 residential parcels (80 housing units, including multi-family units) at the Runway 23 End for a total of115 parcels (135 housing units). 341 It is assumed that all eligible parcels would be acquired by 2015. No subsidizedlow- and moderate-income housing units would be acquired under Alternative B2 (refer toSection 5.5.6, Affordable Housing Analysis).341 Of the 135 housing units, 127 units are defined as affordable. Of the affordable units, there are 101 single-family units and 26 multi-family units.Chapter 5 - Environmental Consequences 5-87 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc