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) Evaluationeligible for listing in the NRHP. One Section 4(f) recreational resource subject to use is Winslow Park, a publicrecreational facility located south of the Airport.7.3 MethodologyThe Secretary of Transportation may not approve any program or project that requires the use of any propertyprotected under the U.S. Department of Transportation Act of 1966, Section 4(f), unless there is no feasible and prudentalternative to the use of such land, and the project includes all possible planning to minimize harm resulting from theuse. 499,500 The FAA considers the following criteria to determine whether an action would result in a physical orconstructive use: 501• A physical use would occur when a project would require the physical taking of lands being used for aSection 4(f) resource, including when the proposed project would physically occupy a portion of or all of aSection 4(f) resource; when the proposed project permanently incorporates the resource for project purposesthrough acquisition or easement; or if alteration of structures or facilities located on Section 4(f) resources isnecessary, even though the action does not require buying property. A temporary occupancy of land wouldalso result in a physical use when the duration of the occupancy is greater than the duration needed to buildthe project and there is a change in ownership of the land; the project’s work scope is major in the natureand magnitude of changes to the Section 4(f) resource; permanent adverse physical impacts would occur,the land use is not fully restored; or there is no documented agreement with the appropriate official havingjurisdiction over the resources with regard to the aforementioned conditions.• A constructive use does not physically occupy or require purchase of the Section 4(f) resource but wouldoccur when an action would substantially impair that resource. Substantial impairment occurs only whenthe activities, features, or attributes of the resource that contribute to the resource’s significance orenjoyment are substantially diminished.Once the FAA determines a use of a Section 4(f) property for transportation purposes, after consideration of anyimpact avoidance, minimization and mitigation or enhancement measures, results in a de minimis impact on thatproperty, an analysis of avoidance alternatives is not required and the Section 4(f) evaluation process is complete.De minimis impacts related to historical sites are defined as the determination of either “no adverse effect” or “nohistoric properties affected” in compliance with Section 106 of the National Historic Preservation Act of 1966. Deminimis impacts to publicly owned parks, recreation areas, and wildlife and waterfowl refuges are defined as thosethat do not “adversely affect the activities, features and attributes” of the Section 4(f) resource. 502The Study Area for the T.F. Green Airport Improvement Program (Figure 7-1) is defined noise impacts:specifically, by the area in which DNL would potentially reach 60 dB and above. The Study Area was developedbased on changes in noise levels because increased noise constitutes the largest geographic effect with the499 U.S. Department of Transportation Act of 1966, Section 4(f), 49 U.S.C., section 303(c).500 FAA Order 1050.1E, Environmental Impacts: Policies and Procedures, U.S. Department of Transportation, March 20, 2006, Appendix A, section 6,Department of Transportation Act, Section 4(f), March 20, 2006.501 Environmental Desk Reference for Airport Actions, FAA, October 5, 2007.502 Ibid.Chapter 7 – Final Section 4(f)/Section 6(f) Evaluation 7-2 July 2011\\Mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH07_4(f)_JUL_2011.doc
T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluationpotential to impair the use of Section 4(f) properties. The Study Area also includes the footprint of constructionand land acquisition associated with the T.F. Green Airport Improvement Program. GIS mapping combinedwith the property acquisition boundaries was used to identify properties that would be directly impacted.7.4 Description of Section 4(f) PropertiesThe following sections describe the context of the Section 4(f) historical and recreational properties that wouldbe used by the proposed T.F. Green Airport Improvement Program.7.4.1 Eligible Airport Historic DistrictThrough this EIS evaluation, the FAA determined that a portion of the airport is eligible for listing in the NRHPas a historic district at the state level under National Register Criteria A and C in the areas of Transportation,Commerce, Architecture, Engineering, and Military. 503 This determination of the eligible airport historic district(Figure 7-2) was triggered by FAA’s survey provided to the Rhode Island State Historic Preservation Officer(RISHPO) and RISHPO’s subsequent statement that it appeared to be eligible for listing as a historic district. 504The eligible airport historic district derives its significance from its association with the development of RhodeIsland’s first state airport and aeronautical transportation system. The “unified” approach to airport design andinfrastructure were responses to the rapidly evolving requirements of the commercial air travel industry, aswell as the U.S. military presence before, during, and after World War II.The eligible airport historic district is a 277-acre area (Figure 7-2) on a larger 1,100-acre parcel owned by the Stateof Rhode Island and operated by RIAC containing the airport runways, terminal, and ancillary facilities. Theeligible airport historic district contains a total of seven resources: five contributing historical aviation buildings,one contributing structure (Runway and Taxiway Complex), and one non-contributing building (hangar at596 Airport Road). One contributing building, the Rhode Island State Terminal Building, was previously listed in1983 in the NRHP as part of the Warwick, Rhode Island Multiple Resource Area nomination. Two contributingbuildings, Hangar No. 1 and Hangar No. 2, were determined individually eligible for listing in the NRHP throughconsensus between the FAA and the RISHPO. The landscape and surroundings are flat, with the buildingsarranged in a 2,500-foot long east-west line along the south edge of Airport Road, with the open runway/taxiwaycomplex extending approximately 4,000 feet to 6,000 feet to the south. The buildings include, from west to east,Hangar No. 1 (1938), the Fire Station (circa [ca.] 1931, 1959), the Rhode Island Airport State Terminal Building(1933), Hangar No. 2 (1942), and Hangar No. 3 (1950). The eligible airport historic district boundary was drawn toinclude the extent of the surviving original runway and taxiway pattern, and to exclude a row of five modernaircraft hangars between the State Terminal Building and Hangar No. 2 located at 570 through 544 Airport Road.The eligible airport historic district, located on the south side of existing Airport Road, is on the Airport within adeveloped urban area of Warwick, Rhode Island. The public travelling by car or on foot along Airport Road can503 36 CFR 60.4 Criteria of Evaluation.504 The eligible airport historic district was determined to be eligible for listing on the NRHP through consensus between the FAA and the RISHPO in 2009.Refer to DEIS Appendix B, Federal, State, City and Tribal Correspondence, for correspondence between the FAA and the RISHPO. It has not been formallyplaced on the Register.Chapter 7 – Final Section 4(f)/Section 6(f) Evaluation 7-3 July 2011\\Mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH07_4(f)_JUL_2011.doc
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