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) EvaluationIntegrated Cargo Facility - North Apron AreaThere are numerous constraints in the North Apron area of the Airport, including the legal constraint of 14 CFRPart 77, which dictates the acceptable locations of buildings and parked aircraft in relation to runways. Forexample, Hangar No. 1 presents a safety issue because it penetrates the ROFA of Runway 16-34. Outside theROFA, there is an additional 14 CFR Part 77 constraint: the tails of parked aircraft must be at least 815 feet fromthe centerline of a runway. This leaves a wide area adjacent to both runways unusable for many airport facilitiesbecause aircraft cannot park there. The suitable area can be seen on Figure 7-8 as a V shape east ofRunway 16-34 and west of Runway 5-23. The size of the Integrated Cargo Facility is large enough that it cannotreasonably be constructed in the North Apron area without impacting the existing buildings south of AirportRoad, or without requiring that Airport Road be relocated north of its existing alignment. Moving the proposedIntegrated Cargo facility farther to the west in the area vacated by the demolished Hangar No. 1 would not befeasible because of the 14 CFR Part 77 constraint on parked aircraft (Figure 7-8). There would not be sufficientroom for airplane parking if the Integrated Cargo Facility was sited in another location within the North ApronArea. Therefore, the option of locating the Integrated Cargo Facility to a different site within the North Apronarea is not feasible or prudent.Integrated Cargo Facility – Alternative B2 LocationAnother option considered to avoid impacts to the Rhode Island State Airport Terminal was to construct thesame Integrated Cargo Facility proposed under Alternative B2 (Option 1 in Figure 7-8) for Alternative B4.However, the Integrated Cargo Facility proposed under Alternative B2 could only be constructed if AirportRoad were fully relocated (as proposed under Alternative B2). A portion of the existing road would have to beclosed, removed, and converted to taxiway to allow aircraft to access the Integrated Cargo Facility directly(Figure 7-8). Fully Relocated Airport Road is expensive (construction and land acquisition costs are estimated at$50 million) and results in natural resource and community impacts that would not occur under Alternative B4.In fact, Alternative B4 was developed to minimize impacts to natural resources and the community, and as aresult costs were reduced. Adding Fully Relocated Airport Road to Alternative B4 to avoid impacts to theRhode Island State Airport Terminal would result in the impacts Alternative B4 was specifically designed toavoid, in terms of community disruption, the effects on the natural environment, and costs. These considerableimpacts outweigh the importance of protecting the setting of Rhode Island State Airport Terminal. The buildingitself would not be impacted under Alternative B4. Therefore, this option is not prudent.Integrated Cargo Facility – Modify Hangar No. 2 OnlyAnother option was to modify Hangar No. 2 to accommodate the integrated cargo operations but not constructthe additional cargo building that is proposed under Alternative B4 (Option 2 in Figure 7-8). This would alsoavoid impacts to the Rhode Island State Airport Terminal. Hangar No. 2 would have minimal interiormodifications to accommodate the cargo operations and this would result in de minimis physical impacts.However, by not providing an additional 50,000 square feet of space for integrated cargo, this option onlypartially meets the Purpose and Need (documented in Chapter 2, Purpose and Need). While this option is notprudent because it does not fully meet the project Purpose and Need, it may be retained for furtherconsideration at a later date, when improved cargo facilities are to be implemented.Chapter 7 – Final Section 4(f)/Section 6(f) Evaluation 7-16 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) Evaluation7.6.2 Winslow Park Avoidance AlternativesUnder the No-Action Alternative and Alternatives B2 and B4, impacts to Winslow Park (both Cityand RIAC-owned portions) are unavoidable. Winslow Park lies within the RPZ under theNo-Action Alternative and Alternatives B2 and B4. The Airport Design Standards (FAA AdvisoryCircular 150/5300-13) recommend against land uses, such as public ballfields, that constitute a congregation ofpeople. For this reason, the ballfields will be removed from the RPZ under the No-Action Alternative. Toremove the RPZ from the park, Runway 5-23 would need to be shifted approximately 730 feet to the north of theexisting runway location and extended north to a total length of 8,700 feet. This shift would result in significantcommunity and environmental impacts, including direct impacts to the Hoxsie residential neighborhood. Itwould also result in impacts to wetlands north of existing Airport Road, Buckeye Brook, and Spring GreenBrook. Therefore, there is no feasible and prudent alternative to the use of the land from this property.7.6.3 Overall Avoidance AlternativesThis section describes avoidance alternatives that avoid impacts related to the T.F. Green Airport ImprovementProgram to all Section 4(f) resources. The No-Action Alternative does not avoid impacts to all Section 4(f)resources. Although impacted historical resources protected under Section 4(f) could be avoided byimplementation of the No-Action Alternative, Winslow Park, a Section 4(f) recreational resource, could still beimpacted under the No-Action Alternative because, as described earlier, the park facilities within the existingRPZ will be removed to enhance safety. The following avoidance alternatives were analyzed during the Level 1screening process described in Chapter 3, Alternatives Analysis.• Greater Use of Other Airports. Nine airports in the region were considered as potential off-Airport alternatives tothe T.F. Green Airport Improvement Program, including Logan Airport (Boston, MA), Bradley InternationalAirport (Hartford, CT), Worcester Regional Airport, Hanscom Field (Bedford, MA), New Bedford RegionalAirport, (New Bedford, MA), Quonset Airport (North Kingstown, RI), North Central Airport(Smithfield/Lincoln, RI), Groton-New London Airport (Groton, CT), and Otis Air National Guard Base(Falmouth, MA). Based on the deficiencies and constraints associated with each of these airports, the GreaterUse of Other Airports alternative would not adequately fulfill the Purpose and Need because none of theseairports would be able to provide the appropriate facilities. Refer to Chapter 3, Alternatives Analysis for details.• Developing a New Airport. Two potential areas for a new airport were identified. One of these sites waslocated in Massachusetts; and one site was located in Rhode Island; however, there are no suitable siteswithin the study area that could be constructed without environmental impacts substantially in excess ofthe environmental impacts likely to result from any of the on-Airport alternatives. Therefore, thedevelopment of a new airport alternative was eliminated from further evaluation. Refer to Chapter 3,Alternatives Analysis for details.• Other Modes of Transportation. This alternative examined the use of other (non-aviation) modes oftransportation, including trains, automobiles, and buses, to reasonably and feasibly meet the Purpose andNeed by providing an alternative form of transportation to air passengers who otherwise would use theAirport to fulfill their long-haul travel needs. The efficiency purpose of the T.F. Green Airport ImprovementChapter 7 – Final Section 4(f)/Section 6(f) Evaluation 7-17 July 2011\\Mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH07_4(f)_JUL_2011.doc
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