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) EvaluationT.F. Green Airport has not adequately served its role within the regional airport system due to the increasedleakage of air passengers from T.F. Green Airport to Logan Airport since 2004. Reduction of leakage from airportcatchment areas is needed “to secure high quality air transportation across New England” according to theNERASP. 60 Reliable non-stop service (specifically to West Coast markets where leakage to Logan Airport isoccurring) must be provided from T.F. Green Airport to relieve demand and avoid congestion at Logan Airport. 61Continued leakage from T.F. Green Airport will increase congestion at Logan Airport and decrease the efficiencyof the New England Regional Airport System.2.3 T.F. Green Airport Facility RequirementsRIAC undertakes regular planning efforts to identify specific airport facility needs that would ensure T.F. GreenAirport meets all applicable airport design standards and operates efficiently while fulfilling its role in the NewEngland Regional Airport System. These planning efforts assist RIAC with fulfilling part of its mission ofproviding “safe, efficient, and convenient air transportation” for the region.Figure 1-3 depicts the existing T.F. Green Airport facilities. In 1999, RIAC initiated preparation of an update to theAirport’s Master Plan. The goal of the process was to address the facility and infrastructure improvementsrequired to meet safety and efficiency requirements, and accommodate projected aviation demand atT.F. Green Airport (throughout a 20-year planning period through 2020). The 2002 T.F. Green Airport Master PlanUpdate evaluated the existing infrastructure and facilities at the Airport with consideration to current andanticipated Airport activity and market demand. These studies identified multiple deficiencies and presented arecommended improvement strategy to accommodate the projected levels of aviation activity and related Airportfunctions, in addition to enhancing the overall safety and efficiency of operating conditions.In the 2002 T.F. Green Airport Master Plan Update RIAC conducted a detailed demand and capacity analysis andidentified the short-term facility requirements needed to meet anticipated demand at the Airport. The analysisidentified a series of projects that addressed airfield, airport operational support, terminal area, and surfacetransportation facilities requirements for the short-term including extension of Runway 5-23 to 7,500 feet. RIACrevisited the planning assumptions (including the aviation forecasts provided in the 2002 T.F. Green AirportMaster Plan Update) and prepared a T.F. Green Airport Master Plan Supplement (March 2004) that addressedlonger-term needs at the Airport. The recommendations in the 2004 T.F. Green Airport Master Plan Supplementincluded extending Runway 5-23 to a total length of 9,500 feet.The 2004 T.F. Green Airport Master Plan Supplement provides the preliminary list of proposed projects that RIACcould undertake to ensure that it operates safely and efficiently into at least the next decade. The T.F. GreenAirport Improvement Program that is the subject of this EIS evaluates appropriate project elements that emergedfrom the Master Plan process based on the Airport’s safety and efficiency needs. A discussion of the needed safetyand efficiency enhancement elements are detailed in the following sections.60 The New England Regional Airport System Plan, New England Airport Coalition, Fall 2006, page 30.61 Ibid.Chapter 2 – Purpose and Need 2-20 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) Evaluation2.3.1 Safety NeedsSeveral of the facilities at T.F. Green Airport do not meet current FAA airport design standards. 62 These include theRunway Safety Areas (RSAs) at each end of Runway 16-34, the separation between Taxiway C and Runway 16-34,and Hangar No. 1 which penetrates the Runway 16-34 Object Free Area (OFA) and 14 CFR Part 77 airspacesurfaces. The FAA airport design standards should be met to the greatest extent practicable to enhance the safetyof airfield operations.2.3.1.1 Runway 16-34The RSAs associated with Runway 16-34 do not meet current FAA airport design standards for an AirportReference Code (ARC) C-IV 63 facility. The RSA surrounds the paved runway surface, with the purpose ofenhancing aircraft safety by providing a graded, well-drained area that can support aircraft that undershoot,overrun, or deviate from the runway, without causing injury to its occupants or structural damage to the aircraft. 64The size of the RSA is dependent on the type of aircraft using the airport. A 1,000-foot standard for the length ofRSAs has been developed to maintain a level of safety for larger and faster aircraft, such as those which arecurrently operating at the Airport.The established design standards dictate that the RSA for Runway 16-34 must extend 1,000 feet beyond eachrunway end at a width of 500 feet. The existing Runway 16 RSA is 180 feet long and 500 feet wide, while the RSAassociated with the Runway 34 End is 200 feet long and 500 feet wide. The existing perimeter road currentlypenetrates the Runway 34 End RSA. Figure 2-4 illustrates the existing nonstandard Runway 16-34 RSAs.The RSAs must be upgraded at both runway ends to meet FAA standards through either construction of the fullRSAs (500 feet wide and extending 1,000 feet beyond each runway end), or through providing an equivalent levelof safety as defined by FAA through the use of an Engineered Material Arresting System (EMAS). In November2005, the U.S. Congress required that all 14 C.F.R. Part 139 65 airport sponsors (including RIAC) enhance passengersafety by improving their RSAs by 2015 and that FAA report annually on its progress toward improving RSAs.In addition to the RSA deficiencies, rehabilitation of the Runway 16-34 pavement is needed to maintain the safetyof the runway. A pavement evaluation in 2001 noted that the runway pavement has exceeded its anticipated20-year useful life. Runway 16-34 was last rehabilitated in 1978. The 2002 T.F. Green Airport Master Plan Updaterecommended reconstructing Runway 16-34 by 2004. A pavement overlay project was undertaken in 2004 toprovide a short-term fix to the rapidly deteriorating condition of the runway. Continued deterioration of therunway can result in foreign object debris (FOD) from broken pavement pieces on the runway. Rehabilitation ofRunway 16-34 pavement is needed to avoid unsafe occurrences of FOD on the airfield and to extend the useful lifeof the runway.62 FAA Advisory Circular 150/5300-13, Change 15.63 According to FAA Advisory Circular 150/5300-13, Airport Design, Change 15, the Airport Reference Code (ARC) is a coding system used to relate airportdesign criteria to the operational and physical characteristics of the airplanes intended to operate at the airport.64 FAA Advisory Circular 150/5300-13, Change 15.65 14 CFR. Part 139 defines airports that conduct commercial passenger flight operations and must comply with standards contained therein.Chapter 2 – Purpose and Need 2-21 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH02_P&N_JUL_2011.doc
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