FAA FACT SHEETS

FAA Air Traffic Control Radar Operations (PDF) FAA Air Traffic Control Facility (PDF) Facilities and Airports that work with the FAA Air Traffic Control Tower at T.F. Green Airport (PDF) Aeronautical Information Manual (URL)

Topics
Acronyms
Environmental Impact Statement
Federal Aviation Administration
Rhode Island Airport Corporation
Airport Planning
Airport Operations
Flight Procedures
Analysis Years - Assumptions
Scoping
Public Outreach
Purpose and Need (new!)
Alternatives
Runway Length Analysis (new!)
Air Quality
Noise
Economic Impact
Water Resources
Quality of Life
Mitigation
Other

ARFF, GA, RPZ - What do these acronyms mean?

For a comprehensive list of aviation related acronyms, click here (http://www.faa.gov/arp/acronyms.cfm?ARPnav=acronyms).
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What is an Environmental Impact Statement?

An Environmental Impact Statement, or EIS, is a document that objectively describes a federal action and its effects on the environment. An Environmental Impact Statement is used by federal agencies to evaluate proposed projects and can also be used to provide base information in the environmental permitting process required by federal and state agencies for projects. For the T.F. Green Airport Improvement Program Environmental Impact Statement the Federal Aviation Administration is the lead federal agency.

See the FAA's Environmental Impact Statements and the FAA Fact Sheet.

What is the National Environmental Policy Act?

The National Environmental Policy Act of 1969 established a national environmental policy focused on the actions of federal agencies and the desire to obtain a balance between a sustainable environment and current and future needs. The National Environmental Policy Act requires federal agencies to consider the potential environmental consequences of their proposed actions, provide documentation of the analysis, and provide for disclosure of the study methodology and results for comment prior to implementation of the proposed action.

The National Environmental Policy Act provides a process for incorporating public involvement and integrating the requirements of other applicable environmental laws and regulations into federal decision making and planning processes. The National Environmental Policy Act also requires federal agencies to use an interdisciplinary approach in planning and decision-making for any action that adversely impacts the environment.

While the National Environmental Policy Act established the basic framework for integrating environmental considerations into federal decision-making processes, it did not provide the details of how the process was to be accomplished. The Council on Environmental Quality was established to interpret the National Environmental Policy Act and develop regulations governing its implementation.

For additional information on the National Environmental Policy Act, click here (http://ceq.eh.doe.gov/nepa/regs/nepa/nepaeqia.htm).

For additional information on the Council on Environmental Quality, click here (http://www.whitehouse.gov/ceq/), or here.

For additional information on the National Environmental Policy Act and environmental programs as they apply to the Federal Aviation Administration, please see the Federal Aviation Administration's Environmental Website.

The Federal Aviation Administration has developed its own guidance for the implementation of the National Environmental Policy Act. This is contained in Order 1050.1E and 5050.4A. (Note that 5050.4B, an update to 4A, is under review and revision and should be in place in spring 2006.)

What is the T.F. Green Airport Improvement Program and how will it be addressed in the Environmental Impact Statement?

The T.F. Green Airport Improvement Program consists of short and medium-term projects that were identified in the 2002 Master Plan Update and the 2004 Supplement to the Master Plan and that are currently funded as part of the Rhode Island Airport Corporation's Capital Improvement Program. The environmental and community impacts associated with these projects are evaluated in the Environmental Impact Statement. The Environmental Impact Statement will not address environmental impacts associated with the ongoing operation of the airport, except to the extent that such impacts are reflected in baseline information collected. The Rhode Island Airport Corporation has other programs, such as the residential sound insulation and land acquisition associated with the 1998 Part 150 Noise and Land Use Compatibility Study, agreements with permitting agencies; and the noise complaint process; that deal with specific environmental issues associated with operating T.F. Green. This Environmental Impact Statement looks toward the future and compares the environmental impact of the airport without the improvements to the potential environmental impact of the airport with the improvements. It is this future project-related change in environmental impact which is the subject of the T.F. Green Airport Improvement Program Environmental Impact Statement.

How will the T.F. Green Airport Improvement Program impact my community?

The purpose of the Environmental Impact Statement is to determine the nature and extent of the potential impacts of the proposed Airport Improvement Program on the natural and human environment. The Federal Aviation Administration will be collecting information from a variety of sources and will analyze it to determine impacts to the surrounding communities associated with the proposed program of airport improvements. If necessary, mitigation will be proposed. Click here (http://www.faa.gov/regulations_policies/orders_notices/media/ALL1050-1E.pdf) for more information on the Federal Aviation Administration's policy on environmental impacts.

How long will the Draft Environmental Impact Statement take to finish?

The preparation of an Environmental Impact Statement can take two to three years, depending upon the project. In some cases, Environmental Impact Statements take several years to complete.

The T.F. Green Airport Improvement Program Draft Environmental Impact Statement is expected to be released for public review in early winter 2007. A Final Environmental Impact Statement is expected by the end of 2007.

Who is proposing the airport improvement program?

The Rhode Island Airport Corporation which operates T.F. Green Airport, and is proposing the airport improvement program, which is comprised of safety and efficiency enhancement projects. The Federal Aviation Administration agrees that there is a need for improvements at the Airport, and supports Rhode Island Airport Corporation's efforts to examine potential alternatives. The Federal Aviation Administration is responsible for preparing and approving the Environmental Impact Statement. The consultant team takes its direction from the Federal Aviation Administration.

Who decides if the projects will be constructed?

The Federal Aviation Administration will review the Final Environmental Impact Statement and will grant approval or disapproval for the proposed projects and mitigation measures identified in the Environmental Impact Statement. Approval for federal financial assistance for funding of projects is a separate action that would be initiated after the Rhode Island Airport Corporation approves the individual projects and submits an application. The projects would still have to undergo the state and federal permitting process to allow construction.

Why is the Federal Aviation Administration preparing an Environmental Impact Statement?

The Federal Aviation Administration intends to prepare an Environmental Impact Statement to study the environmental impacts that may occur with the implementation of the proposed airport improvement program at T.F. Green Airport.

Conducting an Environmental Impact Statement is required by the National Environmental Policy Act of 1969 for all 'major Federal actions.' Major federal actions are defined in the Council on Environmental Quality. Regulations as "actions with effects that may be major and which are potentially subject to Federal control and responsibility." Federal Aviation Administration's approval of an Airport Layout Plan and federal funding of airport improvements are federal actions. The Environmental Impact Statement is the vehicle the Federal Aviation Adminstration uses to understand and analyze all the possible impacts that may be created due to the proposed projects to determine the best possible alternative with the least amount of impact. The Environmental Impact Statement will provide analyses covering a full range of environmental categories required under federal law areas and identify and examine key issues, evaluate potential impacts, and develop appropriate conceptual mitigation measures.

Will the project adversely impact safety at the Airport?

No. The primary mission of the Federal Aviation Administration is to maintain the safety and efficiency of the nation's airspace. The agency would not undertake any actions that run contrary to this mission. Therefore, proposed improvements at T.F. Green Airport are required to meet all of the appropriate Federal Aviation Administration safety and design standards. One of the proposed projects, Runway 16–34 runway safety areas improvement, is expressly for the purpose of enhancing safety.
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What is the purpose of the Federal Aviation Administration?

The Federal Aviation Administration, part of the U.S. Department of Transportation, works to ensure a safe, secure, and efficient global aerospace system that contributes to national security and promotes U.S. aerospace safety. In regulating U.S. airspace, the Federal Aviation Administration responds to customer needs, economic conditions, and safety and environmental concerns. What is the Federal Aviation Administration responsible for at T.F. Green Airport?

The Federal Aviation Administration controls safety regulation, airspace, air traffic management, and air navigation facilities. The Federal Aviation Administration also funds airport improvements.

FAA New England website
RIAC website

What airport environmental studies does the Federal Aviation Administration get involved in?

The Federal Aviation Administration provides guidance and assistance to airports in implementing the National Environmental Policy Act and other federal environmental laws and regulations. This entails administering the program for environmental review and approval of airport development, airport noise and land use compatibility planning (Part 150), airport noise and access restrictions (Part 161), and other Airports program activities relating to environmental issues. The Federal Aviation Administration also prepares and reviews draft and final environmental impact statements and administers the application of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 to airport improvement projects receiving federal financial assistance. For more information on the Federal Aviation Administration's Airport Environmental Program.

For more information on the Part 150 Study.
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What is the Rhode Island Airport Corporation?

The Rhode Island Airport Corporation was created by the Rhode Island Economic Development Corporation on December 9, 1992 as a subsidiary public corporation, governmental agency and public instrumentality, having a distinct legal existence from the State of Rhode Island and the Economic Development Corporation. The Rhode Island Airport Corporation is empowered to undertake the planning, development, management, and a number of other construction and renovation related activities of any airport facility. The Airport Corporation is run by a Board of Directors. One member of the Board is appointed by the Mayor of the City or Warwick, and the other six members are appointed by the Governor.

What is the Rhode Island Airport Corporation responsible for at T.F. Green Airport?

The Rhode Island Airport Corporation controls the design, construction, operation, and maintenance of T.F. Green Airport.
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New England already has major airports like Logan, Manchester, and Bradley. Why does T.F. Green Airport need to be expanded?

T.F. Green Airport is an important component of the New England Regional Aviation System. T.F. Green is within the Central New England Air Service Area along with Boston, Bradley, Manchester, Portland, Portsmouth and Worcester. The airports within the Air Service Area work together to meet the local demand for air travel. Since Logan Airport frequently exceeds its capacity (thereby incurring delays) airports like T.F. Green and Manchester are increasingly important in providing additional capacity to meet existing and forecasted demand. For additional information on the New England Regional Aviation System Plan see the www.nerasp.com website.

How can an Environmental Impact Statement be prepared when the master planning process is seen by some to be incomplete?

An airport master planning process and an Environmental Impact Statement are fundamentally different processes. A master plan takes a broad look at the general needs of an airport for the foreseeable future (out to 2020) and is a voluntary process undertaken by the airport. An Environmental Impact Statement evaluates the environmental impacts specifically related to the defined projects and is required under the National Environmental Policy Act. Many airports prepare master plans and environmental impact statements concurrently. It is not uncommon for projects initially proposed in an Airport Master Plan to receive detailed environmental review in an Environmental Impact Statement before the Master Plan is completed.
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How many flights a day use each runway at T.F. Green Airport?

On average in 2004, the airport had 320 operations a day. An operation is a takeoff or a landing. Most of the takeoffs and landings occur on Runway 5-23. Detailed runway usage data will be provided in the Draft Environmental Impact Statement.

Why do planes approach and depart on certain runways at the Airport?

The Federal Aviation Administration air traffic controllers determine the active runways at T.F. Green Airport taking into account prevailing winds, and with the understanding that the pilot can request a different runway on account of winds. Aircraft generally must take off and land into the wind. Depending on wind direction and weather conditions, the airport operates in either West Flow (planes land from the east and takeoff to the west 70 percent of the time), or East Flow (planes land from the west and takeoff to the east 30 percent of the time). At T.F. Green Airport the predominant runway used is Runway 5–23. Runway 16–34 is the cross-windavailable to aircraft when the wind has shifted enough taking off into the wind requires a second option from runway 5–23.

Can the Airport control approach and departure patterns to minimize the noise impact?

No. The Federal Aviation Administration has the ultimate authority for air traffic control and flight procedures. Aircraft operations are directed by the Federal Aviation Administration air traffic controllers to maintain safety and efficiency. The Federal Aviation Administration selects runways and flight procedures based on safety and efficiency. To the extent that the airport recommends aircraft operational measures for noise abatement, Federal Aviation Administration reviews them and will implement them if they are safe and efficient. This was the process for the Part 150 Noise Compatibility Planning study that was implemented a few years ago. Because RIAC controls the use of land on Airport property, RIAC can indirectly affect aircraft noise through its construction programs.

What is a runway safety area?

Runway safety areas, required by the Federal Aviation Administration, are a defined surface surrounding each runway that will accommodate airplanes, as well as emergency vehicles, in the unlikely event that an aircraft leaves the runway (such as during an aborted takeoff, for example). The standard runway safety area for commercial service airports, such as T.F. Green, begins at the end of the runway. It is 1,000 feet long and 500 feet wide. This size is determined by extensive studies of airports throughout the country where accidents involving takeoffs and landings occurred. Runway 16–34 and Runway 5–23 runway safety areas are undersized and need to be brought up to current standards.
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What is the difference between a visual and instrument approach?

Visual Flight Rules (VFR) are air traffic rules allowing pilots to operate by sight without relying solely on instruments. Under VFR, pilots are responsible for maintaining adequate separation from nearby aircraft. VFR conditions require good weather and good visibility. Instrument Flight Rules (IFR) are flight procedures that are implemented during poor weather with limited visibility or other operational constraints. Air Traffic Control facilities have complete responsibility for separating IFR flights.

Who makes the decisions about a plane's altitude?

Assignment of altitudes is a function of FAA's Air Traffic Control system to ensure the safe and expeditious handling of aircraft operating in the National Airspace System. Altitudes are structured according to an aircraft's direction (expressed in magnetic course/degrees) and the phase of flight (departure, in flight/enroute, arrival). In the vicinity of an airport (approximately 10 miles from the runway), separate altitudes are reserved specifically for arrivals and departures for safe separation and efficiency. This includes separation from aircraft coming from or going to other airports that are nearby. Altitude assignments for a particular aircraft also depend upon whether the aircraft is operating under Instrument Flight Rules or Visual Flight Rules. Aircraft flying Instrument Flight Rules receive altitude and direction assignments from an Air Traffic Controller to maintain adequate separation from other aircraft in accordance with set procedures. A pilot that requests to fly under Visual Flight Rules takes on the responsibility of maintaining separation from other aircraft and the altitude and direction that the aircraft takes. Commercial flights operate under Instrument Flight Rules and are always under Air Traffic Control. Non-commercial flights (aircraft with non-paying passengers) have the option to fly Visual Flight Rules or Instrument Flight Rules if they have the proper equipment to fly under Instrument Flight Rules conditions. Federal Aviation Administration flight procedures and routes are published in charts and maps.

Why do planes arrive and depart the Airport from certain directions? Who makes the decision about a plane's arrival or departure path?

Aircraft generally must arrive and depart into the wind. Therefore, aircraft will arrive at and depart from the Airport based on wind direction and weather. The Federal Aviation Administration's air traffic controllers determine an aircraft's arrival and departure paths.

Will the flight paths change if the runway is extended?

At this time, the potential runway extension alternatives are being developed. Consideration of change to flight paths will be described and evaluated in the Draft Environmental Impact Statement.

Why do incoming planes appear to be hovering at a very low speed, and do not appear to be descending very much at all?

Commercial jet aircraft make their approach to landing at slower speeds than when they fly at high altitude. Those jet aircraft will also approach the runway with their landing gear and flaps extended which make them appear larger, and combined with their slower speed on approach they give the appearance of 'hanging in the air'. When landing, they must approach the runway at precise speeds dictated by the aircraft manufacturer and their airline operations manuals. Their approach speed will vary within a specific range depending on a number of factors including the weight of the aircraft, the outside air temperature, wind speed and direction.

What is the elevation (and distance from the runway) that planes begin to descend?

The elevation and distance at the point of descent is dependent upon the Air Traffic Control procedures for the airport. To maintain safe operations, aircraft follow a 3–degree glide path to land. This means they descend approximately 300 feet for every mile. All aircraft are required by Federal Aviation Administration regulation to follow both electronic and visual glide paths when landing.

What is general aviation?

General aviation refers to flights that are not scheduled, such as private airplanes and corporate jets. It excludes helicopters, experimental aircraft, gliders, and "on-demand" chartered aircraft.
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What is the timeframe for the projects that the Environmental Impact Statement will examine?

The Environmental Impact Statement will evaluate the following analysis years (timeframes assumed for planning purposes):

• 2004: Existing (baseline) conditions;
• 2012: Build year (proposed runway and other airport improvements completed and in operation); and
• 2020: Design Year: the future year specified and used by planners and engineers for which the airport improvement program projects are designed.

The first time there was a scoping session, the then EIS was suspended and then restarted. Why did that happen?

In early 2001, the Rhode Island Airport Corporation, the project sponsor, began to develop an update to its Master Plan for T.F. Green to identify those improvements that would be needed to accommodate the anticipated growth in aircraft operations and passengers in the short and long-term. Because of potential environmental impacts associated with wetlands and community disruption, the Federal Aviation Administration decided to prepare an Environmental Impact Statement for many of the proposed Master Plan improvements. Public scoping meetings were first held on July 25, 2002. At that time, the proposed project only addressed short-term runway length needs. However, in December 2003, Rhode Island Airport Corporation revisited the aviation forecasts and decided to support and address a Master Plan that identified a longer-term plan to extend Runway 5–23 up to 9,500 feet. Therefore, after initial work commenced on the Environmental Impact Statement for the proposed program of improvements at T.F. Green Airport, the Environmental Impact Statement was postponed while additional airport planning was undertaken, and runway extension options were explored. Because an environmental evaluation of a major extension of Runway 5–23 was not part of the 2002 Scope for the Environmental Impact Statement, the Federal Aviation Administration conducted additional public and agency scoping on February 8, 2005.

Will public comments (from the scoping process) be addressed in written form?

A Supplemental Scoping Process Report that notes the issues raised in public and agency comment letters, as well as how the scope of work for the Environmental Impact Statement responded is available on the public outreach page of the project website.
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What will the approach be for the public meetings related to the Environmental Impact Statement? Will the Study Resource Committee continue to play a role?

The Study Resource Committee was replaced by a process that will provide more opportunities for more people to have input into the Environmental Impact Statement preparation process. During the prior public involvement effort FAA observed that people objected not only to the proposed projects, which is understandable, but also found the public involvement process frustrating. Changes to the public involvement process are designed to address this latter concern. As currently envisioned, there will be six public information meetings (each held in two locations for a total of twelve meetings) focused on the milestones of the Environmental Impact Statement process: Purpose and Need; Alternatives; Environmental Impacts; Preferred Alternative; and Mitigation. If needed, additional meetings may be held that focus on noise, air quality, and water quality or other topics of interest. There will be ample opportunity for public input at the meetings.

How can interested citizens get involved?

Citizens can get involved in the project by attending the public meetings, viewing the project website, reading information in the mail, and commenting during the public review of the Draft Environmental Impact Statement. Citizens can ask to be included on the project mailing list to receive newsletters, meeting notices, and updates. To be added to the mailing list, please contact John Silva at (781) 238-7602. Project information is also available on the project web site. The public can register to receive project announcements and website updates via email on the website's "Contacts/Subscribe" page.
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What is the Purpose and Need for this Airport Improvement Program?

The study team has articulated the Purpose and Need for the proposed Airport Improvement Program. The steps in defining the Purpose of and Need for the airport improvements are:

• Identify the issues needing to be addressed at T.F. Green Airport (operational, safety improvements and service offering deficiencies),
• Review changes in the aviation industry that affect T.F. Green Airport,
• Review and update the 2012 and 2020 passenger, operations and cargo forecasts for T.F. Green Airport,
• Analyze current and future demand for short and long-haul transcontinental markets at T.F. Green Airport,
• Define the minimum runway length requirements according to the anticipated fleet, and
• Define a comprehensive Purpose and Need according to the different components identified.

The Record of Decision (ROD) for the Logan Airport Runway 14–32 project states that, as an additional means of addressing aircraft delays at Logan, the "FAA has promoted and become an active participant in airport system planning to reexamine the role that regional airports such as Manchester Airport and Providence-T.F. Green Airport can perform in assuming greater market shares of passengers and aircraft operations." In addition, the ROD includes a mitigation commitment which states that "FAA and Massport actively support a regional transportation policy to improve the efficient use of the region's transportation infrastructure by expanding use of regional airports." This mitigation commitment was supported by the Environmental Protection Agency and other agencies.
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What is an Engineered Materials Arresting System?

An Engineered Materials Arresting System uses materials of closely controlled strength and density placed at the end of a runway to stop or greatly slow an aircraft that overruns the runway. The Engineered Materials Arresting System technology provides safety benefits in cases where land is not available or where it would be very expensive for the airport sponsor to buy the land off the end of the runway. The Engineered Materials Arresting System technology also provides an added measure of safety at airports where it is not possible to have the standard 1,000–foot overrun. For additional information see the Federal Aviation Administration Fact Sheet.

Will Quonset be studied as an alternative?

Yes. Quonset will be evaluated as an off-site alternative. The evaluation will be completed and presented to the public and agencies in the spring of 2006 and documented in the DEIS alternatives analysis.
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How were the runway lengths for Runway 5–23 included in the study derived? (new!)

The T.F. Green Airport Runway Length Analysis follows the procedures set forth in the Federal Aviation Administration's (FAA) Advisory Circular 150/5325–4B, Runway Length Requirements for Airport Design to determine recommended runway lengths for critical design airplanes for particular airports. The purpose of this independent analysis is to identify the runway length that will allow the flexibility for multiple current and future airlines with a range of aircrafts in their fleets to serve the West Coast and other long-haul markets. Planning for future infrastructure improvements at the Airport needs to be flexible in order to accommodate changes in fleet mix and equipment. FAA planning efforts are based on airline industry trends and, for example, are not affected by a particular airline's fleet or service plans.

The Runway Length Analysis concluded that the aviation benefit of the maximum unconstrained 10,700–foot runway would not be any greater than a 9,350–foot runway in accommodating passenger demand. The analysis used a common sense approach to eliminate the 10,700–foot runway length from further consideration in the Environmental Impact Statement (EIS) based on environmental and community considerations. A runway length of 9,350 feet accommodates all passenger payloads for the entire fleet mix with payload reductions for cargo only for the critical design aircraft and was used as the starting point for the Environmental Consequences analysis. Reducing runway length below 9,350 feet leads to reduction in the passenger carrying capability of the aircraft and limits the Airport's ability to serve its own market area, an FAA goal. Runway lengths less than 9,350 feet do not fully accommodate passenger demand. A runway length of 9,350 feet can accommodate the majority of the total aircraft fleet (92 percent), the majority of the most common air carrier (88 percent), and a majority of the critical aircraft (66 percent). The entire fleet mix for 2012 and 2020 can be accommodated on a 9,350–foot runway with reductions in cargo payload but without sacrificing passenger payload. In other words, all passengers wishing to fly non-stop to the West Coast could be accommodated at 9,350 feet for Runway 5–23. The analysis confirmed that the operationally preferred runway length for Runway 5–23 is 9,350 feet, based on the evaluation of that length's ability to fully meet the demand for non-stop long-haul passenger traffic to the West Coast.

Additional runway extension alternatives less than 9,350 feet were considered because the 9,350–foot option could cause significant community disruption and environmental impacts. The EIS Team developed concepts for 8,700–foot and 8,300–foot runways using a physical constraints evaluation. Impacts to Main Avenue on the Runway 5 end were avoided to eliminate the tunnel component of the Program and reduce the overall Program cost. Impacts to Buckeye Brook on the Runway 23 end were also avoided to limit environmental impacts. The EIS team developed concepts for 8,700–foot and 8,300–foot runways. A supplemental analysis was undertaken to determine whether, and to what extent, 8,700–foot and 8,300–foot runways would meet the Purpose and Need, and whether it would be practicable to construct taking into consideration cost versus the anticipated efficiency improvements (an alternative that provided only minimal efficiency improvements, but had a high cost, may not be practicable for the airport sponsor, the Rhode Island Airport Corporation, to construct). An 8,300–foot Runway 5–23 alternative would reduce the level of service required to meet the Purpose and Need Statement, significantly but would provide only a somewhat limited reduction in environmental impact over that provided by an 8,700–foot Runway 5–23 alternative. With the environmental impact and cost of an 8,700–foot and 8,300–foot runway being relatively similar, the most relevant factor in deciding which alternative to assess in further detail rests on the substantial loss of passengers (over 700,000 passengers) that would not be accommodated with an 8,300–foot runway when compared to an 8,700–foot runway over the eight year period between 2012 and 2020.

Does the runway length analysis take into account changes in the industry?

The Air Passenger and Operations Forecasts for the T.F. Green Airport Draft Environmental Impact Statement were developed based on assumptions that specifically address changes in the industry, such as continued improvement of airline and aircraft technical efficiencies, the volatility of fuel prices, the growth of low-cost carriers at surrounding airports, and changes for both legacy airlines and low-cost carriers alike, as they compete in the airline market. These assumptions are outlined in Technical Memorandum #2, Air Passenger and Operations Forecast (Page 1-4). Go to Technical Studies webpage

How do we know that the forecasts are reliable?

It is required that the forecast used in the Draft Environmental Impact Statement follow the methodologies specified by the Federal Aviation Administration for forecasting air passenger demand at an airport. According to the Federal Aviation Administration, forecasts are required to be realistic, based on the latest available data, reflected in current conditions at the airport, and supported by market trends. Of the various available forecasting methodologies available, the Environmental Impact Statement team used the "Choice Model." The Choice Model, which analyzes the relationship between an airport and regional aviation demand, proved to have the strongest relationship, and was deemed as the most appropriate method and a more predictable method to develop forecasts for T.F. Green Airport. The forecasting methodology used for the forecasts at T.F. Green Airport are detailed in the Technical Memorandum #2, Air Passenger and Operations Forecast. Go to Technical Studies webpage

What air carrier fleet mix is forecasted?

Based on analysis of the existing aircraft fleet mix, discussions with individual airlines, and future aircraft orders, the Environmental Impact Statement Team determined that the airlines will continue to use the aircraft in their existing fleet mixes to serve the West Coast market, providing sufficient runway length is available. It should be noted that neither the Federal Aviation Administration nor Rhode Island Airport Corporation has the authority to mandate what aircraft should be used by air carriers at a public use airport. In order to account for the adaptability of airlines, the analysis took into consideration air carrier strategies at large, multi-airport markets such as those of the Boston-Manchester-Providence region and applied that to the forecasting models.

Why is the Environmental Impact Statement required to follow the Federal Aviation Administration Advisory Circular to determine the runway length?

The runway length advisory circular that was used to determine the operationally preferred runway length, Advisory Circular 150/5325–4B, Runway Length Requirements for Airport Design, stipulates the following: "For airport projects receiving Federal funding, the use of this Advisory Circular is mandatory." As such, this Environmental Impact Statement is required to follow the steps outlined in the Advisory Circular to determine runway length.

What guidance does the Advisory Circular give to determine Runway Length in relation to environmental issues?

The Advisory Circular guidance does not take into consideration the environmental and community concerns specific to T.F. Green Airport or any airport. It focuses on design and operational criteria. The purpose of the Advisory Circular is to "provide airport designers and planners with the tools to determine runway lengths for new runways or extensions to existing runways." As such, the T.F. Green Airport Environmental Impact Statement Runway Length Analysis and Supplemental Runway Length Analysis focus on the aviation requirements of the airport and the aircraft fleet mix serving the airport now and in the future.

The environmental and community issues are addressed in the environmental consequences analysis as required by National Environmental Policy Act (NEPA) Regulations. Under NEPA, the Environmental Impact Statement Team will focus on the environmental and community concerns specific to T.F. Green Airport.

The Federal Aviation Administration will address the relationship between operational benefits and environmental impact within the Environmental Impact Statement and in the subsequent Record of Decision. Since there are no standards that equate a given quantity of operational benefit to a given quantity of environmental impact, this will not be an easy task. The Federal Aviation Administration will listen carefully to the Rhode Island Airport Corporation, Warwick, and the community in determining what project it is willing to approve and fund.

Both the Boeing 767–300 and the 737–500 have been discussed in the draft Environmental Impact Statement reports and slide presentations. What is the Benchmark Plane/Critical Design Aircraft? (new!)

As part of the Alternatives evaluation for the T.F. Green Airport Improvement Program Environmental Impact Statement, a Runway Length Analysis was performed. The Runway Length analysis followed the procedures as set forth in FAA's Advisory Circular (AC) 150/5325–4B - Runway Length Requirements for Airport Design as required for airport projects receiving federal funding. AC 150/5325-4B uses a five-step process to determine recommended runway lengths for a selected list of critical design airplanes. The analysis identified the Boeing 767–300 as the critical design airplane for T.F. Green Airport. Although the Boeing 737–500 is a common aircraft used at the airport, it has not been designated as the critical or "benchmark" aircraft measured for runway length analysis. The proposed runway extension will accommodate the design aircraft.

What is the importance of the Boeing 737–500? (new!)

The T.F. Green Airport Runway Length Analysis showed that one of the predominant aircraft types in the fleet, the Boeing 737–500, could be used for non-stop West Coast operations on a 9,350–foot runway and an 8,700–foot runway. The Boeing 737–500 could not be used for non stop West Coast operations on an 8,300–foot runway. This analysis was based on Boeing aircraft design specifications. Among the carriers currently operating at T.F. Green Airport, Southwest, Continental, and United all have this aircraft in their fleets and are expected to have these aircraft in the fleet for the foreseeable future. If the main runway (Runway 5–23) at T.F. Green Airport is extended to 8,700 feet, the Airport would accommodate Boeing 737–500 West Coast flights and an additional 700,000 passengers over an eight year period. If Runway 5–23 were extended to 8,300 feet, these 700,000 passengers (12 percent of the West Coast passenger demand) would not be accommodated.

Were specific airlines accommodated in the design of the runway extension?

No. The FAA's guidelines require that planning for an airport and its facilities is to accommodate a generalized fleet and not a specific airline or air carrier.

Can the Boeing 737–500 take off from either of T.F. Green's runways right now with a full load of fuel, passengers, and freight? (new!)

The Boeing 737–500 aircraft cannot currently depart T.F. Green Airport with a full load of fuel, passengers, and freight from the existing 7,166–foot runway (T.F. Green's longest existing runway). According to the Boeing Company's Airplane Characteristics manual for Airport Planning for the Boeing 737–500, a Boeing 737–500 aircraft cannot depart from T.F. Green's existing 7,166–foot runway at Maximum Take Off Weight. The aircraft is required to reduce its maximum design takeoff weight from 133,500 pounds to approximately 127,500 pounds to take off from T.F. Green's 7,166–foot runway. If a 737–500 at Maximum Take Off Weight were to reach a West Coast destination additional runway length would be required beyond the 7,166 feet.

A fully-loaded 737–500 cannot operate to a West Coast destination from T.F. Green Airport from the existing runways without incurring passenger, fuel, or cargo penalties. Even with extra fuel tanks to extend the aircraft's range, the additional fuel would still be too heavy for the aircraft to depart from T.F. Green's existing 7,166–foot runway. However, according to the Boeing Company's Airplane Characteristics manual for Airport Planning for the Boeing 737–500, this aircraft can depart fully loaded from T.F. Green Airport to West coast destinations on an 8,700–foot runway.

When consulted regarding 737–500, Boeing stated "we have considered a 737–500 operation with CFM56-3B-1 engines rated at 20,000 pounds [sea level static thrust], operating from a sea level airport with no slope, no wind, and no obstacles, and at an ambient temperature of 86 degrees F (Standard day temperature plus 27 degrees F). We have used as our guidance for this analysis the appropriate pages (copies attached) from the current version of the Boeing 737 Family "Airplane Characteristics for Airport Planning" document (D6-58325-6) which is available on the Boeing website (www.boeing.com/commercial/airports). Our analysis has found that a 737–500 can operate at maximum weight for the conditions outlined above on a route (stage length) of roughly 2300 nautical miles with a payload of approximately 97,500 pounds, which should accommodate a full passenger payload plus some cargo."

Why does the Environmental Impact Statement consider the impact of the Boeing 737–500, when this aircraft makes up only five percent of Southwest Airlines' fleet?

While it is correct that the Boeing 737–500 makes up five percent of the Southwest fleet, the FAA requires that an airport is planned to accommodate a generalized fleet mix and not to cater to a specific airline. The Boeing 737–500 is included in the fleet mix and in the FAA-approved forecast and must be considered in the analysis.

Why isn't the 8,300–foot option assessed at same level of detail as 8,700–foot option? (new!)

On May 30, 2007 the Rhode Island Airport Corporation (RIAC) Board voted to move forward with consideration of a shorter runway length (8,700 feet) because an 8,700–foot runway would achieve environmental and cost savings while capturing 91 percent of the West Coast passenger demand, compared with an 8,300–foot runway which would accommodate 79 percent of the West Coast passenger demand. According to the RIAC Board decision, the factors that contributed against additional consideration of an 8,300–foot runway option center around the substantial loss of passengers (over 700,000 passengers) that would not be accommodated when compared to an 8,700–foot runway over the eight year period between 2012 and 2020.

Why is a runway extension at T.F. Green Airport important to the New England region? (new!)

A shorter runway extension at T.F. Green Airport, such as a Runway 5–23 extension to 8,300 feet, would not sufficiently meet the purpose and need from the perspective of the regional aviation system, which is of particular interest to Federal Aviation Administration (FAA). Logan Airport is a capacity constrained airport currently ranked seventh nationally in terms arrival delays. To the extent that a substantial number of passengers would not be able to be accommodated at T.F. Green, they would continue to be served out of Logan Airport, despite originating in the T.F. Green service area. This is inconsistent with the goals of the FAA New England Regional Airport System Plan (NERASP), which seeks more efficient use of regional airports in accommodating their own primary service area demand. The NERASP "identifies several airports that could improve the performance of the regional system if they can overcome the challenges they face in developing the services required by their communities. For example, T.F. Green Airport lacks sufficient runway length to efficiently serve its communities' needs for West Coast and international markets." The NERASP also states that "current environmental studies will affect the capability of the airport to meet current and future requirements of the population and economy of this area. If approved, planned runway extensions and related mitigation will require significant investments. The costs of these projects are justified by the contribution this airport makes to the functioning of the regional system."

The Record of Decision (ROD) for the Logan Airport Runway 14–32 project states that, as an additional means of addressing aircraft delays at Logan, the "FAA has promoted and become an active participant in airport system planning to reexamine the role that regional airports such as Manchester Airport and Providence-T.F. Green Airport can perform in assuming greater market shares of passengers and aircraft operations." In addition, the ROD includes a mitigation commitment which states that "FAA and Massport actively support a regional transportation policy to improve the efficient use of the region's transportation infrastructure by expanding use of regional airports." This mitigation commitment was supported by the Environmental Protection Agency and other agencies.

Will new high performance engines replace the engines that are currently in the fleet and is this considered in the runway length analysis? (new!)

There is a poor history of airlines replacing engines in lieu of updating their fleets with newer aircraft. Engine manufacturers are focusing their efforts on engines to operate on new generation aircraft. It is unlikely that the engines in the current fleet will be replaced and outside the realm of the Federal Aviation Administration's capability to anticipate the performance characteristics of engines that have not yet been certified. There is presently no performance data to use in calculating required runway length and no basis for estimating what fleet mix might occur at T.F. Green Airport. Such data would not be available for at least several years.
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What impact will these projects have on the air quality in the surrounding communities?

Potential air quality impacts will be analyzed and addressed in the Draft Environmental Impact Statement for the T.F. Green Airport Improvement Program. The Federal Aviation Administration is required to comply with the National Ambient Air Quality Standards and General Conformity requirements established by the U.S. Environmental Protection Agency under the Clean Air Act. The Federal Aviation Administration is coordinating with the U.S. Environmental Protection Agency and the Rhode Island Department of Environmental Management in conducting these studies.
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Who should I contact about the noise levels of aircraft flying over my home or the apparent low altitude of these aircraft?

If you are experiencing high noise levels or low flying aircraft over your home, please contact the T.F. Green Airport Noise Officer at (401) 732-3621 or fill out the noise complaint form.

What will the Airport do to reduce the noise impacts?

Appropriate mitigation measures will be associated with the proposed projects, if necessary.

Why are the lower noise levels in new aircraft engines often accompanied by an increase in nitrogen oxide emissions?

There is a tradeoff between noise levels and nitrogen oxide emissions. The quieter engines in new aircraft operate at higher temperatures, which increase nitrogen oxide emissions.

What is the Day-Night Average Sound Level?

The Day-Night Average Sound Level is a measure of noise exposure over a 24–hour period and a method for predicting the effects of the long-term exposure to environmental noises on a community. This measure includes an adjustment to nighttime noises (a 10 dB penalty) because there is increased sensitivity to noises at night.

What is the Part 150 Noise Compatibility Study?

Noise abatement is achieved through a variety of strategies including voluntary agreements, land use measures, and programs designed to reduce the effects of aircraft noise on nearby residents. The Part 150 Noise Compatibility Study Update was performed in 2000 for T.F. Green Airport. The study has two components: Noise Exposure Maps and a Noise Compatibility Program. The Noise Exposure Maps (NEMs) provide to all interested parties, information on the existing and future expected boundaries of significant levels of annual average noise exposure surrounding the airport. The Noise Compatibility Program (NCP) sets forth measures intended to mitigate the impacts of significant noise exposure on residential areas near the airport and to restrict the introduction of new incompatible uses into locations exposed to significant noise levels. The Noise Compatibility Study Update was conducted under guidance provided in Part 150 of the Federal Aviation Regulations. The T.F. Green Airport website has additional information on the Part 150 Study.

The Residential Sound Insulation Program has been temporarily placed on hold, pending completion of the Voluntary Land Acquisition Program.

If you have questions or comments about the Part 150 Study or noise complaints please contact the Rhode Island Airport Corporation:
noise@pvdairport.com
Noise Hotline at 401-732-3621 (open 24 hours a day, 7 days a week)
Airport Noise Program Manager at 401-737-4000

What is the current schedule for the Part 150 Voluntary Acquisition Program?

The current program is contingent on Federal Aviation Administration grant funding which is anticipated to be $10,000,000 per year for the next few years. There are presently 140 parcels remaining in the designated acquisition areas and Rhode Island Airport Corporation anticipates purchasing 35 - 40 per year for the next three to four years, contingent on funding availability. The current schedule assumes a 90 - 95 percent voluntary settlement rate. The T.F. Green Airport website has additional information on the Part 150 Study.

If the airport improvement program requires the removal of homes, how will the acquisition program function? Will it be voluntary?

Home acquisition, if necessary as a result of Environmental Impact Statement findings, will be according to the Uniform Relocation Act and will not be voluntary.

When will I know if my home will be effected by or taken as a result of a preferred alternative?

The Environmental Impact Statement is prepared in several phases. The development of the Preferred Alternative (which is the best possible alternative with the least amount of environmental and community impact) is not scheduled to be identified until 2006. Once the Preferred Alternative is identified, analysis of the potential impacts will be presented in the Draft Environmental Impact Statement scheduled to be published in January 2007. At that point mitigation options may include identified relocation and insulation measures.
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Does the Rhode Island Airport Corporation have an estimate of how many new flights and the number of new jobs that will result from the expansion?

The economic benefits from the proposed airport projects are not identified at this time. The Rhode Island Airport Corporation is updating its Economic Impact Analysis for T.F. Green Airport. When the results of this study are available they will be posted on the Rhode Island Airport Corporation's website. The future forecasts relating to the number of airport operations and passenger activity levels will be re-evaluated as part of the Environmental Impact Statement, but are not available at the moment.

How do we know whether the expansion will be economically beneficial?

The Environmental Impact Statement will evaluate whether the proposed package of airport projects will, in the overall, provide economic benefits to the local and regional economies.

How many people work at T.F. Green Airport and how many of them live in Warwick and nearby towns?

Approximately 2,000 people work at T.F. Green Airport. Of these 2,000 people, approximately 20% are residents of Warwick and approximately 85% are residents of other towns and cities in Rhode Island.
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Will the projects impact streams and/or wetlands?

The Environmental Impact Statement Team is currently studying the existing environmental conditions and conducting the preliminary alternatives screening. Once the current environmental conditions have been assessed, and the alternatives have been screened and refined, the alternatives will be analyzed to determine the consequences of each layout. It is at this point in the process, known as Environmental Consequences, that impacts will be known.
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Is there a method for measuring impacts to "quality of life" in an Environmental Impact Statement process?

The Environmental Impact Statement analyzes 21 different environmental categories. Land use, noise levels, air quality, water quality, and traffic conditions, in addition to the other resources studied in the Environmental Impact Statement all contribute to "quality of life." The Environmental Impact Statement analyzes each of these categories individually and they all add up to an overall picture of "quality of life" for the study area.
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Will the Environmental Impact Statement assess the current state of the airport and mitigate any current environmental problems?

The Environmental Impact Statement evaluates a program of airport improvements and will include a review of existing conditions within the Study Area. Only the projects that are the subject of the Environmental Impact Statement will be evaluated and mitigated. Recommendations will be made for all of the technical areas of the Environmental Impact Statement, including such areas as traffic and surface transportation, wetlands impacts, noise abatement, and air quality impacts. Currently environmental issues will be address as they pertain to the EIS airport improvement program. (See also response to "What is the T.F. Green Airport Improvement Program and how will it be covered in the Environmental Impact Statement?" in the above.)
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Will studies and models related to the airport that are completed by the public and scientists outside the Environmental Impact Statement process be included in the Environmental Impact Statement?

An Environmental Impact Statement typically reviews technical and academic studies that are relevant to the subject matter of the Statement. This forms part of the baseline analysis. For example, results of the Environmental Protection Agency/Rhode Island Department of Environmental Management air and water quality studies will be taken into consideration in the Environmental Impact Statement and will inform the air quality analysis.

A substance fell from the sky. Was is dropped from an airplane?

See the FAA's It Came From the Sky: Human Waste, Blue Ice and Aviation Fact Sheet.
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