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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) EvaluationTable 2-10Jet A Fuel Farm Demand and Capacity Requirements – 2010 FEIS No-Action Alternative andBuild Alternative Forecast2010 EIS No-Action Alternative Peak Month PMAD Jet A Three-day Jet A FuelForecast Annual Commercial Commercial Aircraft PMAD Commercial Fuel Demand Supply Demand DeficitYear Aircraft Operations 1 Operations 2 Aircraft Operations 3 (gallons) 4 (gallons) 5 (gallons)2004 85,166 8,006 267 142,765 428,295 (128,295)2015 68,484 6,438 215 115,004 345,012 (45,012)2020 73,007 6,863 229 122,492 367,476 (67,476)2025 77,841 7,317 244 130,516 391,548 (91,548)FEIS Build Alternative Peak Month PMAD Jet A Three-day Jet AForecast Annual Commercial Commercial Aircraft PMAD Commercial Fuel Demand Fuel Supply Demand DeficitYear Aircraft Operations 1,5 Operations 2 Aircraft Operations 3 (gallons) 4 (gallons) (gallons)2004 85,166 8,006 267 142,765 428,295 (128,295)2015 77,244 7,261 242 129,446 388,338 (88,338)2020 81,791 7,688 256 136,934 410,802 (110,802)2025 86,601 8,141 271 144,958 434,874 (134,874)Sources: Existing and Future Fuel Demand and Fuel Farm Storage Capacity Expansion Analysis, T.F. Green Airport; Final Technical Report, Vanasse Hangen Brustlin, Inc.April 13, 2007; Vanasse Hangen Brustlin (2010).Note: PMAD is Peak Month Average Day.1 Includes Air Carrier and Air Taxi aircraft operations.2 Based on 9.4 percent of the total annual commercial aircraft operations. The 9.4 percent is the historical percentage of the peak month operations for years 2003-2005.3 The peak month average day (PMAD) commercial aircraft operations is the peak month commercial aircraft operations divided by 30 days.4 The PMAD Jet A fuel demand is based on a ratio of 534.9 gallons per PMAD aircraft operation, and was derived from actual data in 2005.5 Forecast includes 2010 FEIS No-Action Alternative Forecast and Incremental Build Alternative Forecast. The extension to Runway 5-23 for Alternative B4 would beimplemented by 2015. Alternative B2, including extending Runway 5-23, would be implemented by 2020. The facility requirements analysis provided in this chapteronly considers the 2015 implementation of the Build Alternatives (see Table 2-2).The existing GSE maintenance facility is deficient under both existing and the 2010 FEIS No-Action and BuildAlternative Forecast conditions in 2020 and 2025. A new or updated GSE maintenance facility is needed to repairand maintain vehicles involved in airfield operations.The existing storage capacity is inadequate for existing or anticipated fuel needs, and does not meet industrystandards for processing procedures and fuel settling times, resulting in a maximum throughput for a fuel farmwith a given storage capacity. Additional storage capacity is needed to increase throughput and ensure efficientfueling operations at the Airport.2.3.2.5 RoadwaysThe existing Terminal Loop Roadway experiences excessive peak hour delays as a result of deficiencies associatedwith the internal signalized intersection:• Re-circulating terminal traffic from the airport loop road destined for the curb front must pass through thesignalized intersection;• The inefficient approach geometry results in poor signal equipment placement and direction, whichcontributes to driver error and delay;• The high number of signal phases increases overall cycle length;• Eastbound approach lanes from the short-term parking lot to the signalized intersection operate in excess ofcapacity. Substandard roadway geometry and sight distance also contribute to the breakdown in traffic flowChapter 2 – Purpose and Need 2-34 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH02_P&N_JUL_2011.doc