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

T.F. Green Airport Improvement ProgramEnvironmental Impact Statement and Final Section 4(f) Evaluationpassenger and Airport employee demand levels, T.F. Green Airport will need up to 1,440 spaces by 2020 and2,548 spaces by 2025.Table 2-11 Long-Term Passenger and Airport Employee Parking Requirements at T.F. Green Airport –2010 FEIS No-Action Alternative and Build Alternative ForecastsYear2010 FEIS No-Action Alternative ForecastAnnual Passenger Enplanements 1Available Long-TermParking Spaces 2Passenger 3 and Airport Employee 4 Demand(parking spaces)Difference(parking spaces)2004 2,754,593 8,330 8,318 +122015 2,637,438 8,479 7,913 +5662020 2,922,399 8,479 8,767 -2882025 3,259,654 8,479 9,779 -1,300YearBuild Alternative ForecastAnnual Passenger Enplanements 1,5Available Long-TermParking Spaces 2Passenger 3 and AirportEmployee 4 Demand(parking spaces)Difference(parking spaces)2004 2,754,593 8,330 8,318 +122015 3,020,302 8,479 9,061 -5822020 3,306,311 8,479 9,919 -1,4402025 3,675,621 8,479 11,027 -2,548Sources: Vanasse Hangen Brustlin, 2010; T.F. Green Airport Master Plan Update, Landrum & Brown, Inc., 2002, Pages III-44 and III-45.1 Passenger enplanements equal half of Total Passengers (Table 2-2). Based on 2010 FEIS No-Action Alternative Forecast.2 Based on 4,580 spaces in Long-Term Lot E, 1,500 spaces in Garage A, 750 spaces in Garage B, and 1,500 spaces in Garage C; available parking spaces increase by 2015 because rental car companies have relocated from Garage A to the InterLink (149 parking spaces).3 Ratio of passenger parking demand equals 2.5 parking spaces per 1,000 annual passenger enplanements.4 Ratio of airport employee parking demand equals 0.5 parking spaces per 1,000 annual passenger enplanements (consistent with the 2002 T.F. Green Airport MasterPlan Update); calculations for year 2004 airport employee parking demand considers all airport employees using the long-term parking facilities.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).Without parking improvements, roadway capacity would be unnecessarily degraded as airport employees andcustomers re-circulate through the roadway system in competition for available parking spaces. This would add tocongestion, and could possibly reduce the safety and efficiency of traffic operations, since drivers would belooking for parking as well as navigating the roadways. If no parking capacity is added, it is possible thatadditional privately operated remote lots would be developed off the airport resulting in lost revenueopportunities for the Airport.The long-term passenger requirements shown in Table 2-11 does not take into account the capacity of off-airportparking facilities that RIAC does not control. Also, the long-term parking requirements do not take into accountany effect the InterLink may have on T.F. Green Airport on-airport parking demands. Parking at the InterLink isintended for the daily rail and bus commuter users, and is not intended for airport or overnight parking. Dailyrates are $6.75, and there is a $30 nightly surcharge for overnight parking. By comparison, long-term parking atT.F. Green Airport costs just $15 to$18 per day (and $60 per week). Therefore, a financial incentive exists to keeplong-term parking demand at T.F. Green Airport.Chapter 2 – Purpose and Need 2-36 July 2011\\mawatr\ev\09228.00\reports\FEIS_Final_July_2011\PVD_CH02_P&N_JUL_2011.doc