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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationEase of access (travel times) is an important factor that New England air passengers consider when selecting anairport to use. 70 The NERASP found that “passengers are averse to lengthy and unpredictable delays in allsegments of their air travel” and that “if an airport can demonstrate greater reliability and predictability of allportions of the air trip, they may be able to significantly influence the passenger’s choice of airports.” 71 An airpassenger’s trip time includes traveling to an airport, parking an automobile (or picking up or dropping off arental car), accessing the terminal, and navigating within the concourse and gate areas. Although RIAC cannotcontrol all unforeseen delays in travel due to weather or other reasons, it can control the type of facilities at theAirport that enhance efficiency by reducing passenger travel times to the greatest extent practicable.As described in Section 2.2.1.2, Forecasts, the forecasts of aviation demand have been adjusted during the course ofthis EIS process to reflect recent aviation trends for the future No-Action Alternative. As a result, thoseImprovement Program components associated with overall aircraft operations and passenger demand atT.F. Green Airport have been adjusted where necessary from the original Master Plan recommendations and DEIS.Requirements of the terminal complex, cargo facilities, access roadways, parking facilities, and the fuel farm aredefined primarily by overall aircraft operational or passenger demand (existing or forecast) at T.F. Green Airport.Where applicable, facility requirements are presented for the 2010 FEIS No-Action Alternative and the BuildAlternative Forecasts, which adds the Incremental Build Alternative Forecast to the No-Action Alternative Forecast(see Table 2-2).2.3.2.1 Primary Runway LengthThe ability of an airport to function efficiently and to meet current and anticipated demand depends on theavailability of airport infrastructure (runways and taxiways) to accommodate air carrier operations and passengerdemand. Airfield modifications, including runway enhancements, typically improve the efficiency of the airportitself. However, the primary runway length of airports in a regional multi-airport system such as in New Englandcan affect the efficiency of the system. The efficiency of the New England Regional Airport System depends in parton the ability of the regional airports, especially T.F. Green and Manchester Airports, to minimize leakage ofpassengers to Logan Airport to the greatest extent practical. The proposed T.F. Green Airport ImprovementProgram includes extending primary Runway 5-23 to accommodate non-stop flights to the West Coast.As described in Section 2.2.2.4, evidence has shown that air passengers between T.F. Green Airport and specificWest Coast markets have decreased when new non-stop LCC service has been initiated from Logan Airport (andairport access has been enhanced with the opening of the Ted Williams Tunnel connection to Interstate 90 in 2003).Specific West Coast markets have experienced leakage from T.F. Green Airport when new non-stop LCC servicewas initiated from Logan Airport (Charts 2-1, 2-2, and 2-3). However, evidence has also shown that when non-stopLCC service is offered from both airports (and even Manchester Airport) to the western U.S. leakage can becontained and air passenger demand can grow at both facilities (Chart 2-4).Airline behavior is not directly controlled by FAA or RIAC since the passage of the Airline Deregulation Act of1978 (92 Statute 1705 (1995)). Airport sponsors, such as RIAC, are responsible for providing airport facilities toallow and attract airline service. Therefore, RIAC has only limited control over some of the factors affecting70 The New England Regional Airport System Plan, New England Airport Coalition, Fall 2006, page 16.71 Ibid, page 11.Chapter 2 – Purpose and Need 2-23 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH02_P&N_JUL_2011.doc