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) Evaluation• Main Avenue at Industrial Drive – The evening peak hour operations would degrade from LOS D to theLOS E under the No-Action Alternative in 2025 only.• Main Avenue at Jefferson Boulevard – During the morning peak hour, the overall intersection woulddegrade from LOS C to LOS E under the No-Action Alternative in 2025. The evening peak hour woulddegrade from LOS D to LOS E under the No-Action Alternative in 2020 and 2025.• Jefferson Boulevard at Coronado Road / Kilvert Street – The evening peak hour would degrade fromLOS D to LOS E under the No-Action Alternative in 2025 only.• Airport Road at Evergreen Avenue – The evening peak hour would degrade from LOS B to LOS F under theNo-Action Alternative in 2015, 2020, and 2025. This condition would apply only to approximately five additionalvehicles on Evergreen Avenue, as traffic increases on Airport Road would result in fewer gaps for EvergreenAvenue traffic to complete turning maneuvers. The peak hour volume of traffic on Evergreen Avenue is not highenough to warrant a traffic signal based on signal warrant analysis procedures. 358 Nearby traffic signals alongAirport Road may provide gaps in the traffic stream, which could help Evergreen Avenue traffic turn ontoAirport Road.The planned improvements associated with InterLink at the intersection of Jefferson Boulevard, Coronado Roadand Kilvert Street would accommodate future traffic growth to the year 2020 without degrading LOS. Theevening peak hour would degrade from LOS D to LOS E under the No-Action Alternative in 2025. The plannedtraffic signals at the intersections of Jefferson Boulevard and the Airport Connector ramps would accommodatefuture 2025 traffic demands (LOS B or better).Effects on Freeway Segments and RampsThe results show that there would be no freeway segment, ramp merge and diverge area, or freeway weavesegment capacity constraints on the Airport Connector or Route 37 under the No-Action Alternative.Parking ImpactsThe No-Action Alternative would not increase the parking supply on the Airport, nor would it impact theprivately owned off-Airport public parking facilities on Post Road and Airport Road that serve airport travelers.An additional 149 parking spaces became available in Garage A when the rental car companies relocated toInterLink in October 2010.Public Transportation ImpactsThe No-Action Alternative would improve the public transportation system in the Study Area by providingregional commuter rail service to the Airport via InterLink (construction was completed in early 2010) as well asunder Alternatives B2 and B4. The No-Action Alternative would not physically impact the existing RIPTA bustransportation system in the Study Area because there are no off-Airport roadway modifications that wouldresult in changes to RIPTA bus routes.358 Manual on Uniform Traffic Control Devices, U.S. Department of Transportation, 2009 Edition.Chapter 5 - Environmental Consequences 5-124 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) EvaluationPedestrian and Bicycle Transportation ImpactsThe No-Action Alternative would improve pedestrian links to the Airport with the connection to InterLink.None of the designated Statewide Bicycle Routes or Neighborhood Bicycle Routes in the Study Area would beaffected by the No-Action Alternative. None of the roadways classified by RIDOT as “Suitable Roads” forbicycle travel would be altered. 3595.6.4.2 Alternative B2This section presents the results of the surface transportation analysis for Alternative B2 in 2015, 2020, and 2025.Vehicular Traffic Impacts – 2015No additional passenger demand would be generated by Alternative B2 in 2015; therefore, there would be noincrease in traffic volumes compared to the No-Action Alternative. All impacts occurring under Alternative B2in 2015 can be considered direct impacts associated with the construction of the safety enhancements andassociated roadway improvements. The safety enhancements include modifying the Runway 16-34 RSAs, whichrequires relocating a portion of Airport Road (from the intersection of Post Road and Tennessee Avenue, to justwest of Evergreen Avenue). The Partially Relocated Airport Road would include the following components:• Partially Relocated Airport Road would have 6-foot sidewalks and two 12-foot travel lanes in eachdirection;• Dewey Avenue and Hallene Road would maintain access with Partially Relocated Airport Road;• Tennessee Avenue would become a dead-end cul-de-sac;• Post Road (U.S. Route 1) would be improved from Airport Road to Route 37. Post Road would be modifiedto provide 11-foot travel lanes and turn lanes with one-foot shoulders; sidewalks would also be maintainedon both sides of the road; and• Delivery Drive would be relocated. Instead of intersecting Airport Road, Delivery Drive would intersectPost Road approximately opposite Earlham Way. This new driveway along Post Road would beunsignalized.At the time of this FEIS filing, there were no known specific land use plans for the remaining parcels served byPartially Relocated Airport Road and, therefore, traffic generation projections were not made for these uses. Theintersection of Partially Relocated Airport Road and Post Road would be designed to accommodate projected2015 Airport Road traffic volumes.Effects on Daily Traffic - 2015Compared to the No-Action Alternative, Alternative B2 would result in only one roadway segment that wouldexperience a change in Average Annual Daily Traffic (AADT; expressed in vehicles per day) in 2015: Post Roadbetween Pell Avenue and Connecticut Avenue. On this segment of Post Road, AADT would decrease from40,500 vehicles per day (vpd) under the No-Action Alternative to 39,100 vpd under Alternative B2 (a decrease of3.5 percent). This results from relocating the intersection of Post Road and Airport Road.359 A Guide to Cycling in the Ocean State, 2005 to 2006; prepared by Rhode Island Department of Transportation.Chapter 5 - Environmental Consequences 5-125 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc
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T.F. Green Airport Improvement Program - FEIS Chapters - PVD

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