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) EvaluationThis section summarizes the direct impacts under the No-Action Alternative. Indirect impacts are notanticipated because the No-Action Alternative would not independently induce a significant amount of newdevelopment. No short-term impacts due to temporary construction activities would exist for the No-ActionAlternative as these projects are on-Airport.Vehicular Traffic ImpactsThe No-Action Alternative assumes planned or on-going physical and operational changes that would occur to theroadways and intersections serving the Airport in 2015, 2020, and 2025. The off-Airport changes that are notassociated with the No-Action Alternative include construction of InterLink, planned and approved roadways, signaltiming, and other safety enhancements, and planned and speculative land developments in the Study Area(Table 5-5).Effects on Daily TrafficWeekday daily traffic volumes for key roadway segments under the No-Action Alternative are compared to theBaseline Condition. Traffic volumes are expected to remain constant or increase along all segments consideredbetween the Baseline Condition (2004) and in 2015, 2020, and 2025, with the highest increases on the AirportConnector. These increases are attributable to expected changes in regional traffic as a result of planneddevelopments, changes in the surface transportation infrastructure, forecasted changes in Airport activity(enplanements, deplanements, and employment) not associated with the Improvement Program, and forecastedchanges in employment and population in the area.Key findings related to traffic growth under the No-Action Alternative through 2025 include:• Route 37 – Daily traffic on Route 37 between I-95 and Post Road would increase by 3.2 percent (0.1 percentannually) by the year 2025;• Airport Road – Traffic on Airport Road between Post Road and Commerce Drive would increase by3.4 percent (0.2 percent annually);• Post Road (U.S. Route 1) – Traffic increases on Post Road vary by location:2.5 percent (0.1 percent annually) between Pell Avenue and Connecticut Avenue;2.7 percent (0.1percent annually) between Coronado Road and Haverford Road; and5.9 percent (0.3 percent annually) between the Airport Connector and Coronado Road;• Jefferson Boulevard – Traffic on Jefferson Boulevard between Airport Connector and Coronado Road wouldincrease by 3.0 percent (0.1 percent annually);• Airport Connector – Between Jefferson Boulevard and Post Road, traffic would increase by 11.3 percent(0.5percent annually) and between I-95 and Jefferson Boulevard, traffic would increase by 10.7 percent(0.5 percent annually); and• Main Avenue – Traffic on Main Avenue between Post Road and Industrial Drive would increase by3.0 percent (0.1 percent annually).Chapter 5 - Environmental Consequences 5-122 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) EvaluationEffects on VMT and VHTThis section documents the effects of the No-Action Alternative on vehicle trip lengths and durations. Adecrease in VMT indicates shorter trip lengths, more direct routes of travel, or less traffic demand through thearea. A decrease in VHT indicates shorter trip durations, travel on less congested routes, or less traffic demand.Assuming traffic demands are held constant, it is possible to show increases in VMT with correspondingdecreases in VHT if drivers choose longer trips that bypass congested roadways. Similarly, if drivers choosemore congested roadways that are more direct over longer ones that are uncongested then there would be anincrease in VHT and a decrease in VMT.Changes in VMT and VHT were determined using the Statewide Model for the model’s traffic analysis zones(TAZs) that generally comprise the Study Area. VMT is predicted to increase by 8.5 percent by 2015,11.4 percent by 2020, and 17.2 percent by 2025 under the No-Action Alternative when compared to the BaselineCondition. VHT is expected to increase by 11.4 percent by 2015, 18.1 percent by 2020, and 28.4 percent by 2025under the No-Action Alternative when compared to the Baseline Condition. These increases in VMT and VHTare attributable to more vehicle trips on the roadway network traveling on more congested routes.Effects on Peak Hour Traffic Flow (Level of Service)This section documents the No-Action Alternative morning and evening peak hour traffic flow. At twolocations, existing LOS E or LOS F capacity constraints would be exacerbated by increased traffic under theNo-Action Alternative:• Post Road (U.S. Route 1) at Lincoln Avenue – During the evening peak hour, the overall intersection woulddegrade from LOS E to LOS F under the No-Action Alternative in 2015, 2020, and 2025. This is primarily theresult of a heavy eastbound left-turn volume (410 to 440 vehicles, depending on the year) fromLincoln Avenue onto Post Road that is not provided a protected traffic signal phase.• Airport Road at Warwick Avenue – During the evening peak hour, the overall intersection would continueto operate at LOS E under the No-Action Alternatives in 2015 and 2020. Under the No-Action Alternative in2025, the intersection would degrade from LOS E to LOS F. This is primarily the result of heavy volumes onall approaches where the signal is operating near capacity.The No-Action Alternative (2015, 2020, and 2025) would result in LOS E or LOS F conditions at seven locations:• Post Road (U.S. Route 1) at Airport Road – During the evening peak hour, the overall intersection woulddegrade from LOS D to LOS E under the No-Action Alternative in 2025.• Airport Road at Commerce Drive – The added traffic from planned development off Commerce Drivewould result in LOS F operations from LOS B in the evening peak hour in 2015, 2020, and 2025.• Airport Road at Warwick Avenue – During the morning peak hour, the overall intersection would degradefrom LOS D to LOS E under the No-Action Alternative in 2015, 2020, and 2025. In the evening peak, theintersection would continue to operate at LOS E under the No-Action Alternatives in 2015 and 2020. Underthe No-Action Alternative in 2025, the intersection would degrade to LOS F during the evening peak hour.Chapter 5 - Environmental Consequences 5-123 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc
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