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) EvaluationAs described in Appendix E.1, Updated Forecast of Aviation Activity, recent and historical trends in the actualnumber of flights at T.F. Green Airport (based on FAA Air Traffic Control Tower data) suggest that theassumptions used in the 2010 FEIS No-Action Forecast (based on the 2010 Draft TAF) are reasonable and that theFEIS forecast remains within acceptable limits of the 2010 Draft TAF.Appendix E.1, Updated Forecast of Aviation Activity, outlines the forecasting assumptions, methodology, and results.All adjustments to forecasts used in this EIS took into account variations in forecast demand relative to specificaircraft operators identified in the TAF (air carrier, scheduled air taxi, unscheduled air taxi, general aviation, andmilitary), as described further in Section 3.9.2, FEIS Impact Analysis. Table 2-2 summarizes the 2010 FEIS Forecastfor the No-Action Alternative, which serves as the base forecast for the FEIS environmental analysis, and theIncremental Build Alternative Forecast, which accounts for the additional operations and passengers anticipatedwith the proposed runway extension. The 2010 FEIS Total Build Alternative Forecast includes the base 2010 FEISNo-Action Alternative Forecast and the Incremental Build Alternative Forecast.Table 2-22010 FEIS No-Action Alternative and Build Forecast SummaryNo-Action Incremental Build Total BuildAircraft Annual Aircraft Annual Aircraft AnnualYear Operations 1 Passengers Operations 1 Passengers Operations 1 Passengers2004 2 121,428 5,509,186 n/a n/a n/a n/a2015 3 93,500 5,274,876 4 8,760 765,727 102,260 6,040,6032020 99,330 5,844,797 4 8,784 5 767,825 5 108,114 6,612,6222025 105,551 6,519,307 4 8,760 5 831,935 6 114,311 7,351,242n/a = not applicable; 2004 represents existing conditions prior to the implementation of any potential Build Alternative.Sources: 2004 aircraft operations and passengers data provided from T.F. Green Airport – Monthly Airport Passenger Activity Summary, RIAC, December 2004;Forecast aircraft operations and passengers adjusted by Vanasse Hangen Brustlin (2010) from FAA’s Draft Terminal Area Forecast, TAF (2010). Refer toAppendix E.1, Updated Forecast of Aviation Activity.1 Total aircraft operations equal all arrivals and departures.2 Actual recorded operations and passenger activity levels provided from T.F. Green Airport – Monthly Airport Passenger Activity Summary, RIAC, December 2004.3 Only the extension to Runway 5-23 for Build Alternative B4 would be implemented by 2015. Build Alternative B2 would be implemented in 2020. The facilityrequirements analysis provided in this chapter only considers the 2015 implementation of the Build Alternative.4 FAA’s TAF only reports passenger enplanements, which can be doubled for an estimate of total passengers.5 There are slightly more operations and passengers annually in 2020, due to one additional day associated with the leap year.6 Higher load factors are expected in 2025 compared to 2015.Notwithstanding the economic downturn, the FAA determined that there remains current and anticipated demandfor commercial non-stop service to West Coast markets from T.F. Green Airport based on the fact that regionaldemand (T.F. Green and Logan Airports) for service to the three largest markets has not changed in the samemanner as overall aviation activity at T.F. Green Airport since the time the forecast was originally developed. Asshown in Table 2-3, the total number of origin and destination (O&D) 35 passengers between T.F. Green and LoganAirports has decreased by 1 percent to the Los Angeles area, and increased by 8.6 percent and 20.2 percent to theSan Francisco Bay area and Seattle, respectively. This demonstrates that demand (including T.F. Green and LoganAirports) between these West Coast markets has outpaced overall passenger demand from T.F. Green Airport.35 Passengers that either board (enplane) or deplane at a particular stop, as distinct from those remaining on the plane to go to another destination.Chapter 2 – Purpose and Need 2-6 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH02_P&N_JUL_2011.doc
T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationTable 2-3Total Origin and Destination (O&D) Passengers between T.F. Green and Logan Airports(combined) and West Coast U.S. MarketsMarket 2004 2010 Percent ChangeLos Angeles Area 1 1,274,270 1,262,059 -1.0%San Francisco Bay Area 2 1,147,981 1,246,582 8.6%Seattle 329,359 395,970 20.2%Sources: Airline Origin and Destination Survey (DB1B): Market, Bureau of Transportation Statistics, 2011; compiled byVanasse Hangen Brustlin, 2011.1 Includes LAX, Long Beach, John Wayne-Orange County, Ontario, and Burbank-Bob Hope Airports. Non-stop LCC service (JetBlue Airways) was started from LoganAirport to Long Beach Airport in 2004. Additional non-stop LCC service (JetBlue Airways and Virgin America) started from Logan Airport to LAX in 2009.2 Includes San Francisco, Oakland, and Norman Y. Mineta San Jose International Airports. Non-stop LCC service (JetBlue Airways) was started from Logan Airport toOakland in 2004. Additional non-stop LCC service (Virgin America) started from Logan Airport to SFO in 2009.The 2010 aviation activity forecast does not take into account any increased demand related to the opening of theInterLink, formerly known as the Intermodal Station, and direct connection to the Northeast Rail Corridor.However, the effect of the InterLink was considered in the ground access analysis and the anticipated airportparking requirements. InterLink opened in October 2010 with an elevated people mover directly connected to theT.F. Green Airport terminal complex. One of the primary transportation purposes of InterLink is “to relieve peakhour congestion on the I-95 corridor in the Providence metropolitan area.” 36 Congestion relief on area roadwaysand convenient availability of another mode of transportation will serve to enhance airport access and reduceoverall travel times, which is an important consideration for passengers when selecting which airport to use. 372.2.2 Role of T.F. Green Airport in Rhode Island and the New England RegionT.F. Green Airport plays an important function in meeting the state and New England region demands forbusiness and leisure travel, as well as providing air cargo capacity for Rhode Island and southeasternNew England.2.2.2.1 Rhode Island RoleThe FAA defines an airport’s service level and role by the type of public service the airport provides to itscommunity. As published in the National Plan of Integrated Airport Systems (NPIAS), 38 the FAA definedT.F. Green Airport as a public-use, primary medium-hub commercial service airport, and the only airport in RhodeIsland capable of operating as a primary commercial aviation facility. The Airport serves as the national andinternational gateway for residents of the state.Rhode Island’s prosperity depends, in part, on access to air transportation facilities and the provision ofcomprehensive service levels to sustain and stimulate economic growth. According to a 2006 Economic ImpactStudy, the Airport directly and indirectly generates $1.96 billion in regional economic activity and $603.9 million inearnings annually. 39 The study found that T.F. Green Airport employs approximately 21,850 individuals including36 Environmental Assessment for the Warwick Intermodal Station at T.F. Green Airport, Rhode Island Department of Transportation, Page ES-2.37 The New England Regional Airport System Plan, New England Airport Coalition, Fall 2006, Page 16.38 The NPIAS identifies more than 3,400 existing and proposed airports that are significant to national air transportation and thus eligible to receive federal grantsunder the Airport Improvement Program (AIP). It also includes estimates of the amount of AIP money needed to fund infrastructure development projects thatwill bring these airports up to current design standards and add capacity to congested airports.39 Rhode Island Airport Economic Impact Study Update 2006, Rhode Island Airports Corporation, 2006.Chapter 2 – Purpose and Need 2-7 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH02_P&N_JUL_2011.doc
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