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) EvaluationRhode Island and the area surrounding T.F. Green Airport are in attainment with the NAAQS for NO 2and SO 2.Thus, although the air emissions inventory included NO xand SO xemissions, the dispersion modeling analysisdid not include any SO 2impacts or the NO 2and SO 2impacts for newly promulgated standards. SO 2impactswere not addressed, in the Air Quality Protocol submitted to RIDEM on August 12, 2005. The standards wereeffective after the DEIS was issued. Additionally, the areas’ attainment status designates achievement of theNO 2and SO 2standards within the region and the emissions as a result of Alternatives B2 and B4 were found tobe below de minimis thresholds for these pollutants. Thus, dispersion modeling of NO 2and SO 2is not warranted.Jet A aircraft fuel does not contain significant quantities of lead. Given the expected annual usage of aviationgasoline, which does contain some lead emissions, the lead emissions would be approximately 700 pounds(0.35 tons) per year; based on a lead content of 2.12 grams per gallon. EPA is recommending lead ambientmonitoring at airports that emit at least 0.5 tons per year. Thus, T.F. Green Airport would be below thisthreshold and further assessment of lead emissions is not warranted.5.7.3.2 Construction Impacts MethodologyConstruction activities of Alternatives B2 and B4 would involve a variety of air emissions sources including onandoff-road construction vehicles, machinery, and equipment. 383 For this analysis, the construction schedules andrequirements (i.e., work crews, equipment types, etc.) for Alternatives B2 and B4 were estimated. These data andinformation were then combined with appropriate emission factors obtained from EPA NONROAD andMOBILE6.2 models to obtain estimates of annual total emissions of CO, NO X, VOC, SO X,and PM 10/2.5. To betterunderstand the air quality impacts associated with each Improvement Program component and phase, separateanalyses were performed for the 2015 analysis year (i.e., completion of safety enhancements for Alternatives B2and B4 by the end of 2015, and the Runway 5-23 extension for Alternative B4) and the 2020 analysis year.5.7.3.3 General and Transportation Conformity MethodologyThe General Conformity requirements of the CAA are based on the outcomes of the operational- andconstruction-related emissions inventories and the Transportation Conformity requirements. A GeneralConformity assessment is required because the Study Area is in non-attainment for ozone.5.7.3.4 Cumulative Impacts MethodologyPotential cumulative impacts associated with Alternatives B2 and B4 were assessed along with air emissionsfrom other, non-airport sources of emissions. Planned future projects as listed in Table 5-5 were taken intoaccount. In addition, the cumulative impacts analysis included:• The operational emissions inventory, which includes emissions from all airport sources (i.e., aircraft, GSE,on-site motor vehicles, etc.), in combination with emissions associated with Alternatives B2 and B4enhancements. Emissions from both Airport and non-Airport traffic operating on the adjoining roadwaynetwork also are included.383 On-road vehicles will include transport trucks for the delivery of raw materials, supplies and equipment, as well as the personnel vehicles used by theconstruction workers. Typical on-road vehicles used in construction include automobiles, vans and trucks of various sizes and functions. Off-road equipmentis used to move and grade fill materials, install utilities, pave runway/taxiway/apron surfaces, construct buildings and install other miscellaneous airfieldsupport features. These include a wide array of scrapers, loaders, bulldozers, cranes and off-road haul trucks.Chapter 5 - Environmental Consequences 5-152 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) Evaluation• The atmospheric dispersion analysis, which estimates ambient pollutant concentrations from Airportrelatedemissions and includes “background” concentrations to account for non-airport sources locatedoutside the study area.• The CO “Hot-Spot” analysis, which estimates concentrations of this pollutant from Airport and non-Airportmotor vehicle traffic and also includes background concentrations to account for CO emissions outside thestudy areas.• The General Conformity Rule applicability analysis, which evaluates the potential air quality impacts ofindividual projects in combination with all the other emissions contained in the SIP.• The Transportation Conformity Rule also evaluates individual roadway projects in combination with all theother surface transportation and transit projects in the region.5.7.4 Impact AssessmentThis section provides the results of the assessment of air quality impacts for the No-Action Alternative andAlternatives B2 and B4, for the years 2015, 2020, and 2025.5.7.4.1 No-Action AlternativeThe No-Action Alternative analyses findings are presented in the following order: Emissions Inventory,Atmospheric Dispersion Analyses, CO “Hot-Spot” Analyses, HAPs Emissions Inventory, and ConstructionEmissions Inventory.Emissions InventoryThe results of the No-Action Alternative emissions inventory for 2015, 2020, and 2025 are presented inTable 5-75.As shown in Table 5-75, future-year, airport-related CO and NO xemissions are expected to be produced in thegreatest quantities followed by VOC, SO X, and PM 10/2.5. Aircraft are expected to remain the dominant source ofVOC and NO Xemissions with off-Airport motor vehicles and GSE/APUs being secondary. This is consistentwith the 2004 Baseline Condition at T.F. Green Airport. There is also a forecasted increase in emissions for allpollutants and sources (except GSE) attributable to the increase in Airport operational levels within thistimeframe (2015 to 2025). Emissions from GSE are anticipated to decrease from 2015 to 2025 due to morestringent emissions reduction requirements. Emissions from motor vehicles are anticipated to increase inconjunction with the corresponding forecasted increases in Airport-related traffic levels.Chapter 5 - Environmental Consequences 5-153 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc
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