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) Evaluation5.8.4 Impact AssessmentAccording to Section 106 of the NHPA and Protection of Historic Properties regulations (36 CFR Part 800), anaction may be considered to have a significant impact if it would adversely affect 387 an historical orarchaeological property listed in or determined eligible for inclusion in the NRHP. Per FAA Order 1050.1E, theFAA makes the final determination on the level of effect to historical, architectural, archaeological and culturalresources.5.8.4.1 No-Action AlternativeThis section provides an assessment of impacts to historical, architectural, archaeological and cultural resourcesas a result of the No-Action Alternative.Direct ImpactsThe No-Action Alternative would have no direct impact on any historical, architectural, archaeological andcultural resources. Buildings would continue to be maintained and used as they are currently.Indirect ImpactsThe Rhode Island State Airport Terminal (Operations Building) would experience noise levels of DNL 65 dBand above in 2020 and 2025. Hangar No. 1, Hangar No. 2, and the eligible airport historic district wouldexperience noise levels above DNL 65 dB in 2015, 2020, and 2025. In addition, all Warwick historical cemeteries(WHC) in the APE (except WHC 76) would experience noise levels above DNL 65 dB in 2015, 2020 and 2025.WHC 76 would experience noise levels above DNL 65 dB in 2020 and 2025. However, these increases do notconstitute an indirect impact as noise is not a defining characteristic of these properties. Table 5-96 presents thepredicted noise levels for the No-Action Alternative and Alternatives B2 and B4.5.8.4.2 Alternative B2The following direct and indirect impacts may occur during the implementation of Alternative B2.Direct ImpactsHangar No. 1, individually eligible for listing in the NRHP and a contributing element to the eligible airporthistoric district (also eligible for listing in the NRHP), would be removed to enhance safety, resulting in anadverse effect to this historical property and to the eligible airport historic district. Hangar No. 1 is currently anencroachment within the Runway Object Free Area (ROFA) and an obstruction within the navigable airspacesurrounding T.F. Green Airport. 388 Because additional enhancements are proposed as part of the ImprovementProgram, the FAA requires that the Hangar No. 1 encroachment be addressed to enhance safety at T.F. GreenAirport. Refer to Figures 5-31 and 5-32 for direct impacts to historical properties located north and south of theAirport, respectively.Modifications and enhancements to runways and taxiways at the northern end of the airfield would furtheralter the historical configuration of the airfield, resulting in an adverse effect to the eligible airport historic387 An adverse effect occurs if an undertaking would affect a historic property and has the potential to alter its character-defining features, location, setting,design, workmanship, feeling, or association, that qualify the property for inclusion in the NRHP.388 As defined by 14 CFR Part 77, Objects Affecting Navigable Airspace.Chapter 5 - Environmental Consequences 5-174 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) Evaluationdistrict under Section 106 because of the physical destruction to the property. Under Alternative B2, therewould be interior modifications to Hangar No. 2 to accommodate the uses of the integrated cargo facility. Thesemodifications would not alter the exterior appearance of Hangar No. 2 and, upon further consultation with theRISHPO in January 2011, the FAA has determined that the proposed interior modifications would not result inan adverse effect to Hangar No. 2.Alternative B2 would directly impact the Double L archaeological site due to the extension of the runway at theRunway 23 End and associated projects (identified in Figure 4-21). Based on the Phase II site examinations conductedon October 25, 2007, the FAA determined that the Double L site did not meet the criteria for listing in the NRHP. TheRISHPO did not concur with this determination for the Double L site and requested additional Phase II siteexamination fieldwork, using machine trenches, to determine the presence or absence of features. 389 The FAA hascommitted to the additional Phase II field investigations, with appropriate consultation with the NITHPO, shouldAlternative B2 be selected as the Preferred Alternative. 390 If the Double L site is determined to be eligible for listing inthe NRHP, then the impact under Alternative B2 would result in an adverse effect to this NRHP-eligible site.Much of the proposed Fully Relocated Airport Road would cross a substantially developed landscape.However, Fully Relocated Airport Road would cross the Confreda Farm, an area of moderate to higharchaeological sensitivity that was not surveyed due to denied access by property owners. Fully RelocatedAirport Road would widen Warwick Avenue between Fully Relocated Airport Road and existing Airport Road.This area is in the vicinity of Spring Green Pond and associated wetlands and may require archaeologicalsurvey. Therefore, it is unknown at this time whether Fully Relocated Airport Road would impactarchaeological sites. In addition, wetland mitigation sites under consideration to offset wetland impacts areadjacent to known archaeological sites. If determined necessary, an archaeological survey would be conducted ona site by site basis as part of the wetland mitigation program, per stipulations contained in the MOA (seeAppendix I, Historic, Architectural, Archaeological, and Cultural Resources). As with the field work conducted for thisFEIS, the NITHPO would be provided with the opportunity to observe the archaeological survey activities.On-Airport propertyUnder Alternative B2, the relocated Perimeter Road may fall within the boundary of WHC 26 (Figure 5-32). Anarchaeological survey to determine the boundaries of WHC 26 has been completed (see Section 5.8.2.2,Additional Analyses). Modifications would also place WHC 26 within the ROFA and the headstones wouldpenetrate the primary and transitional surfaces established by 14 CFR Part 77, Objects Affecting NavigableAirspace. The headstones would have to be laid flat with protection or relocated as determined by the WarwickHistorical Cemetery Commission as a required safety measure resulting in a significant impact. As stipulated inthe MOA, FAA and RIAC will consult with the WHCC as required under Rhode Island General Law 23-18-1 etseq. and Chapter 12 to develop measures to mitigate significant impacts (see Appendix I, Historic, Architectural,Archaeological, and Cultural Resources).389 Letter from RIHPHC to FAA dated March 6, 2009.390 Letter from FAA to RISHPO dated March 18, 2009.Chapter 5 - Environmental Consequences 5-175 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH05_Environmental_Cons_JUL_2011.doc
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