T.F. Green Airport Improvement Program - FEIS Chapters - PVD

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationRhode Island State Airport TerminalUnder Alternative B2, Fully Relocated Airport Road would limit the public’s view and access to the historicalsetting of the Rhode Island State Airport Terminal, resulting in an adverse effect. There would be a constructiveuse of the Rhode Island State Airport Terminal because the ability of the public to view the terminal fromexisting Airport Road contributed to the enjoyment of this historical property and due to the relocation ofAirport Road, this feature would no longer exist.Hangar No. 1Hangar No. 1 would be completely removed, resulting in a physical use of a contributing element of the eligiblehistoric district, as well as an individually eligible property (Figure 7-4). Hangar No. 1 is currently anobstruction as defined by 14 CFR Part 77, Objects Affecting Navigable Airspace, which establishes standards fordetermining obstructions in navigable airspace surrounding airports. The navigable airspace is defined for eachairport by a series of imaginary surfaces, which are dependent on the configuration and approach categories ofeach of the airport’s runways. The dimensions of the imaginary surfaces for a precision instrument approachrunway (such as Runway 5-23 at T.F. Green Airport) are larger than those associated with a visual ornon-precision runway approach (such as Runway 16 at T.F. Green Airport), to provide greater safety marginsfor operations in low visibility conditions when the instrument landing system navigational equipment is mostcommonly used. Runway 16 has a 5,000-foot visibility minimum (slightly less than one mile) due to approacharea obstructions of Hangar No. 1. Failure to remove the hangar affects the utility of Runway 16 for futureprecision instrument approaches that require a greater visibility range. The Part 77 primary surface alongRunway 16-34 is 1,000 feet wide (500 feet on each side of the runway centerline). Hangar No. 1 is situated so thatthe majority of the building is an obstruction within the Part 77 primary surface, as shown in Figure 7-5.Hangar No. 1 is also located within the runway object free area (ROFA) and the taxiway object free area (TOFA)(Figure 7-5). 507 The ROFA and TOFA are “areas on the ground centered on a runway, taxiway, or taxilanecenterline provided to enhance the safety of aircraft operations by having the area free of objects, except forobjects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes.” 508 TheROFA provides an area adjacent to the runway safety area that is clear of objects that could cause damage to theengine pods or other parts of an aircraft if an aircraft inadvertently overruns or veers off a runway.FAA 14 CFR Part 77 regulations are used to determine Part 77 primary surface and enhance safety during theapproach phase of flight while the ROFA and TOFA enhance safety during airplane movements on the ground.Hangar No. 2The interior of the Hangar No. 2 structure would be modified to accommodate the proposed Integrated CargoFacility. Hangar No. 2 is currently being used for cargo operations. Some modifications to the interior of thehangar would constitute a physical use of Hangar No. 2. However, there are no proposed changes to theexterior of the building or any feature that contributes to its historical significance. Upon further consultationwith the RISHPO, the FAA has determined that the proposed interior modifications would not result in anadverse effect to Hangar No. 2. Based upon these considerations, the impacts meet the criteria for a finding ofde minimis impact according to the FAA Environmental Desk Reference for Airport Actions. The FAA may make a507 FAA Advisory Circular 150/5300-13 establishes dimensional standards for object free areas and runway taxiway separations.508 Ibid.Chapter 7 – Final Section 4(f)/Section 6(f) Evaluation 7-8 July 2011\\Mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH07_4(f)_JUL_2011.doc