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

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T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluation5.6 Surface TransportationThis section presents the impact analysis for changes in surface transportation as a result of Alternatives B2 andB4 as compared to the No-Action Alternative. Information in support of the analysis presented in this section,including traffic volume networks, and capacity analysis tables and results are included in Appendix H, SurfaceTransportation.By 2015, Alternative B2 (Figure 5-2) would require the relocation of Delivery Drive from Airport Road toPost Road (U.S. Route 1, intersecting approximately opposite Earlham Way) and a partial relocation ofAirport Road to intersect Post Road at Tennessee Avenue. To accommodate Partially Relocated Airport Road,Post Road would be improved from Airport Road to Route 37; Dewey Avenue and Hallene Road wouldmaintain access with Partially Relocated Airport Road; and Tennessee Avenue would become a dead-endcul-de-sac. By 2020, Airport Road would be fully relocated to the north to connect directly to Route 37. PartiallyRelocated Airport Road would remain open between Post Road and Commerce Drive to serve Airport needs.The reconstruction of the Warwick Ave and Squantum Drive intersection is proposed in order to accommodatethe new Fully Relocated Airport Road segment (refer to Chapter 3, Alternatives Analysis, for further details).Under Alternative B4 (Figure 5-2), there is no full relocation of Airport Road and no direct connection toRoute 37. However, a portion of Airport Road would be partially relocated from Post Road to east of EvergreenAvenue. The Partially Relocated Airport Road would intersect Post Road at Hasbrouck Avenue. To support therelocation, the driveway to the Ann & Hope parcel would be realigned so that it approaches Post Road directlyopposite Partially Relocated Airport Road; Dewey Avenue, Hallene Road, and Evergreen Avenue wouldmaintain access with partially Relocated Airport Road; and Post Road would be improved from TennesseeAvenue to the vicinity of Haverford Road. Delivery Drive would also be relocated from Airport Road toPost Road. Main Avenue would be shifted to the south at the Runway 5 End on Airport land. All Alternative B4roadway infrastructure changes would take place by the end of 2015.5.6.1 Regulatory ContextAll construction and modification affecting the State Highway (Route 37) Right-of-Way will be regulated andcontrolled by RIDOT. Physical Alteration Permits through RIDOT would be required for curb-cuts, new andremoved traffic signals, and new roadway alignments for State Highway Right-of-Way. Additionally, any roadthat will intersect a State Highway Right-of-Way must be approved through application for and issuance of aPhysical Alteration Permit. This includes municipal or other road design, construction, or reconstruction. Trafficimpact studies are required to be submitted to RIDOT when a proposed development or redevelopment willgenerate 100 or more added (new) vehicle trips per hour during the adjacent roadway’s peak hour, or whenchanges are proposed in an area already suffering congestion, at the judgment or discretion of RIDOT, andwhen a traffic signal is warranted due to the additional trips generated.Chapter 5 - Environmental Consequences 5-118 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc
T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluation5.6.2 Significance Thresholds and Additional AnalysesThe surface transportation analysis considers impacts of Alternatives B2 and B4 as defined in the FAA’sthresholds of significance defined under social and socioeconomic impacts, and also conducts other additionaltraffic analyses to gain a full understanding of roadway and airport access conditions.5.6.2.1 Finding: No Significant Surface Transportation ImpactsThe significance threshold for surface transportation (which is listed under the social and socioeconomicsignificance thresholds), in accordance with the FAA Order 1050.1E, is when an action would cause disruption inlocal traffic patterns that would substantially reduce the level of service of roads serving the Airport andsurrounding communities (Table 5-6). Alternative B2 and Alternative B4 would not result in significant surfacetransportation impacts since neither would cause a substantial reduction in the Level of Service (LOS) 357 of roadsserving the airport and its surrounding communities. The results show that there would be no freeway segment,ramp merge and diverge area, or freeway weave segment capacity constraints on the Airport Connector or Route37 and that there would be no locations that would degrade to LOS E or LOS F as a result of Alternative B2. UnderAlternative B2, there would be no substantial reduction in the LOS of roads serving the Airport and itssurrounding communities. Alternative B2 would improve traffic circulation surrounding the Airport, specificallywith the Fully Relocated Airport Road and the Airport gateway improvements on Post Road.For Alternative B4, the results show that there would be no freeway segment or ramp merge and diverge areacapacity constraints on the Airport Connector or Route 37 and that there would be no locations that woulddegrade to LOS E or LOS F as a result of Alternative B4. Under Alternative B4, there would be no substantialreduction in the LOS of roads serving the Airport and its surrounding communities. Alternative B4 also wouldimprove traffic circulation surrounding the Airport, specifically with the proposed improvements toAirport Road and Main Avenue, and the Airport gateway improvements on Post Road (U.S. Route 1).5.6.2.2 Additional AnalysesIn addition to the LOS analysis conducted to identify significant impacts, the surface transportation impactassessment considered parking, public transportation, and bicycle transportation at the Airport and its surroundings.5.6.3 MethodologyThis section summarizes the methods used to assess the No-Action Alternative and Alternatives B2 and B4. Thefollowing regulations and standards were consulted to identify appropriate methodologies for the surfacetransportation analysis:• Federal Highway Administration (FHWA) 55 FR 42670 (October 22, 1990) amended by policy FR Doc. 98-3460(February 11, 1998)• Transportation Engineering Handbook, James Pline (ed.), 5th ed. Institute of Transportation Engineers:Washington, D.C.357 The term “level of service” (LOS) is used to denote the different operating conditions that occur under select traffic volume loads. It is a qualitative measurethat considers a number of factors including traffic demands, roadway geometry, speed, signal operations, travel delay, and freedom to maneuver. Thelevel of service designation is an index ranging from A to F, with LOS A representing the best operating conditions and LOS F representing the worstoperating conditions.Chapter 5 - Environmental Consequences 5-119 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc
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