Chapter I - Inventory

Transcription

1 Chapter I - Inventory The first step in the airport master planning process involves gathering information about the airport and its environs. An inventory of current conditions is essential to the success of a master plan, since the information also provides a foundation, or starting point, for subsequent evaluations. The inventory of existing conditions for the T. F. Green Airport Master Plan Update includes the following information: Information pertaining to airport ownership and management, the general airport setting, transportation access, the airport s relationship to the Federal airport system, and airport history Population and socioeconomic information for the geographic area where most of the passengers are coming from A review of historic and current airport activity, including commercial service, air cargo, general aviation, and military activity An overview of the area s airspace, air traffic control (ATC) management, and meteorological conditions Descriptions of facilities and services now provided at the airport including a general description of airside, terminal, landside, and support facilities, as well as utilities and other infrastructure A summary of environmental conditions at the airport The data collected for this portion of the study was gathered from a variety of sources. A listing of inventory sources can be found following the Table of Contents, along with a list of acronyms used in the document. The information gathered for this portion of the Master Plan is current as of the end of calendar year Updated information was gathered throughout the development of the Master Plan and can be found in subsequent chapters. I.1 Background and History I.1.1 Airport Ownership and Management T. F. Green Airport was the first state-owned airport in the U.S. The property is owned by the Rhode Island Department of Transportation (RIDOT). In late 1992, the Rhode Island Airport Corporation (RIAC) was created as a quasi-public corporation of the state of Rhode Island specifically to assume management and operating responsibilities for all six state airports through a 30-year lease with the state of Rhode Island. In 2000, RIAC s Lease and Operating Agreement with the state was extended through the year 2028 to match the term of Airport Revenue Bonds issued in that year. Exhibit I.1-1 illustrates the current airport property limits. Chapter I Inventory I-1 June 15, 2001

2 A seven-member Board of Directors (six appointed by the Governor of Rhode Island and one by the Mayor of Warwick) implement RIAC s charter. An Executive Director is responsible for the overall management of all RIAC functions. A Deputy Executive Director and a number of department Directors (Administration and Finance, Property Management, Building Maintenance, Facilities and Operations, Public Affairs, Internal Audit, Human Resources, and Planning and Development) manage the various airport requirements on a day-to-day basis. In addition, RIAC maintains its own aeronautics inspectors, police force, and aircraft rescue and fire fighting (ARFF) personnel in order to maintain strict compliance with Federal Aviation Administration (FAA) Part 139 Airport Certification requirements. Currently, RIAC is an organization of approximately 150 people. I.1.2 Airport Location As shown on Exhibit I.1-2, T. F. Green Airport is situated on approximately 1,200 acres in the city of Warwick, Rhode Island at an average elevation of 50 feet above mean sea level (MSL). The airport is located approximately 10 miles south of downtown Providence and is bounded by Post Road (Route 1) on the west, Main Avenue (Route 113) on the south, Airport Road on the north, and Industrial Drive on the southeast. A significant amount of residential development surrounds the airport to its southwest, south, southeast, and east. Commercial development along Post Road (Route 1) and Airport Road, as well as industrial use along Industrial Drive comprise the other land uses adjacent to the airport. Directly east of the airport lies the Warwick Pond neighborhood, Warwick Pond, and the Buckeye Brook tributary and wetland system. Major regional and national ground access is available in the airport area via Interstate Highways I-95 and I-295, Route 6, and Route 146. I-95 is the primary north-south ground transportation route accessing the entire east coast of the U.S. Route 6 is one of the most widely used routes connecting Rhode Island with Connecticut and other points west. Route 146, beginning in Providence, provides access to northern Rhode Island and Massachusetts. I.1.3 T. F. Green s Relationship to the Federal Airport System The Federal government has played a major role in the development of airports since the inception of aviation. Dating back to the Federal Airport Act of 1946, grants-in-aid programs have assisted communities in maintaining and improving their airports, and making each facility an integral part of the nation s air transportation system. These Federal assistance programs have continually been approved by the U.S. Congress and implemented by the FAA. One such legislation was the Airport and Airway Improvement Act of Pursuant to the requirements of Section 504(a) of the Act, the FAA was delegated the responsibility of preparing a national plan for airports throughout the U.S. Periodically, the FAA compiles and updates its National Plan of Integrated Airport Systems (NPIAS), and the Chapter I Inventory I-2 June 15, 2001

3 Secretary of Transportation reports its findings to the U.S. Congress. The NPIAS Gross Domestic represents a plan for the development of the nearly 3,700 public-use airports in the country that are considered important to the national air transportation network. Because of the importance of T. F. Green Airport to the national aviation system, the FAA includes T. F. Green in the NPIAS. T. F. Green Airport is classified in the NPIAS as a medium-haul commercial service airport. The classification of the airport as a medium-haul commercial service airport does not restrict or prevent its use by general aviation or military aircraft, nor does it preclude either short haul or long-haul flights. Rather, the classification of airports according to the typical "haul" or "stage" length of its commercial airline fleet is intended to provide a general overview of the airport's role in the national airport system. Non-stop commercial airline service at medium-haul commercial airports primarily serves destinations between 500 and 1,500 miles. Of the nearly 3,700 public-use airports in the country, T. F. Green is one of only 566 airports which currently have scheduled commercial airline service. Scheduled airline service provides the public with the means of accessing other cities across the country and around the world by air. For business and industry, economical access to all parts of the world is a critical factor in the decision to locate and remain in a community. In 1998, an economic impact study for T. F. Green identified an approximate 16,600 jobs (500 in the city of Warwick) and a $1.0 billion total economic benefit to the state of Rhode Island. RIAC plans to update this study in order to assess the economic impact of the increases in activity that has occurred since the previous study. I.1.4 Airport History In the early 1920s, aviation in the U.S. was just being discovered for its ability to provide mail delivery between communities across the nation. It was only later in the 1920s and 1930s that the idea of convenient air transportation for passengers conducting interstate commerce became a reality. On July 2, 1929, the Rhode Island State Airport Commission selected the Hillsgrove Airport (a racetrack converted to a landing field) as the site for construction of the first state-owned airport. On September 27, 1932, the airport was officially dedicated and named the Rhode Island State Airport, and became the first state-operated airport in the U.S. Six years later on December 27, 1938, the airport's name was changed to Theodore Francis Green State Airport in honor of Mr. Green who was the Governor of Rhode Island from 1933 to 1937 and a U.S. Senator from 1937 to To accommodate growth in activity and technological improvements over the years, facilities at the airport have been upgraded as needed. One of the first expansions occurred in 1936 when the original landing strip was replaced with three concrete runways measuring 150 feet wide by 3,000 feet long. ATC and navigational aids consisted of a two-way radio and a radio range. Airport development in the 1930's included the construction of hangars, an airways communications station, and the establishment of the Army Air National Guard at the airport. Chapter I Inventory I-3 June 15, 2001

4 With the onset of World War II, the Army leased control of the airport from the state of Rhode Island. Under the Army's control, the runways were extended to 4,000 feet and a new hangar was constructed for the Army Air National Guard. In September of 1945, with the end of World War II, the state of Rhode Island again regained control of the ownership and management of the airport. In 1950, Runway 5L-23R was extended to 4,965 feet and construction of parallel Runway 5R-23L was completed in The original length of Runway 5R-23L was 5,460 feet, and it was built with capabilities to accommodate aircraft activity in all weather conditions. On August 13, 1961, a new airport terminal building was dedicated. Also in 1961, the airport property was expanded by the acquisition of approximately 144 acres for the anticipated extension of Runway The extension of Runway to 6,081 feet, along with an extension of Runway 5R-23L to 6,466 feet, was completed in Additional major improvements over the past three-plus decades include (year of completion is in parentheses): 1970s: Pavement overlay and reconstruction of Runways 5R-23L, 16-34, and other miscellaneous pavements (1975) Acquisition of approximately 50 acres of land near the Runway 34 approach (Truk-Away Landfill) (1978) Renovation and expansion of the terminal building ( ) 1980s: Groove and mark Runways 5R-23L and (1981) Expansion of taxiways and aircraft parking apron (1981) Environmental Assessment (EA) for Runway 5R extension (1981) Extension of Runway 5R by 700 feet (1983) Taxiway S extension to Runway 5R (1984) Construction of noise barrier (1985) Install Category (CAT) II lighting system on Runway 5R (1986) Expansion of the south public parking lot (1986) Airport Noise Control and Land Use Compatibility improvements (1988) Construction of an oil/water separator for the terminal apron (1988) Chapter I Inventory I-4 June 15, 2001

5 Rehabilitation of Taxilane A (1988) Acquisition of 2.8 acres of land located northwest of the airport and the relocation of residences within the 75 day-night average sound level (DNL) 1 noise contour (1988) 1990s: Environmental Impact Statement (EIS), Terminal Area Plan (TAP), and EA studies (1990) Reconstruction of Taxiway A and Taxiway B, and construction of Taxiway M (1990) Construction of ARFF building (1990) Construction of a new Airport Traffic Control Tower (ATCT) (1991) Rehabilitation of Runway 5L-23R and Taxiway V (1992) Sound insulation treatment of Pilgrim High School (1993) Installation of airport access control system (1993) Reconstruction of Taxiway N and Taxiway T, and other miscellaneous airfield improvements (1993) Installation of airport guidance signs and pavement markings (1994) Sound insulation treatment of three elementary schools (1995) Construction of new 15-gate terminal building, terminal apron, and installation of an additional oil/water separator (1996) Sound insulation treatment of 410 residences within the 65 DNL noise contour (1996) Sound insulation treatment of 40 residences within the 65 DNL noise contour (1997) Narrowing of Runway 5L-23R from 150 feet to 75 feet (1997) Master Plan Update (1997) Expansion of the long-term parking lot by 800 spaces (1998) Completion of construction of a four-gate expansion, and renaming of the terminal to the Bruce Sundlun Terminal (1998) Repairs to Taxiways N and T (1998) Additional expansion of the long-term parking lot by 1,200 spaces (1999) Acquisition of the 21-plus acres of property within the 75 DNL noise contour 1 The Day-Night Average Sound Level (DNL) metric is currently the standard noise descriptor specified by the Federal Government for transportation noise sources. Chapter I Inventory I-5 June 15, 2001

6 2000s: Construction of a new 1,500-space parking garage adjacent to the Bruce Sundlun Terminal (2000) Part 150 Study Update ( ) Rehabilitation of Runway 5R-23L, including narrowing of the pavement from 200 feet to 150 feet; removing in-pavement drainage system; installation of new runway pavement sensor system; installation of new lighting control system; overall electrical system upgrade ( ) Sound insulation treatment of 450 additional homes within the 65 DNL contour (Phases 3, 4A, 4B, and 4C) ( ) Sound insulation treatment of an additional 200 homes within the 65 DNL contour (Phase 4D) (2001) Reopening of Taxiway S and renaming to Taxiway E (2001) Repaving of Taxiway T Hold Apron (2001) Sound insulation treatment of an additional 400 homes within the 65 DNL contour (Phases 5 and 6) ( ) Beginning of Voluntary Land Acquisition Program for 265 residences within the 70 DNL contour (2000) I.1.5 Socioeconomic and Population Data For an airport master plan, socioeconomic characteristics are collected and examined to derive an understanding of the dynamics of growth within the geographic area served by the airport. This information is then typically used in forecasting aviation demand. The types of socioeconomic data that are presented in this inventory include population and Gross Domestic Product (GDP). The area served by an airport, within which most of its passengers come from, is generally referred to as the airport s Air Trade Area. For the purposes of this report, the primary Air Trade Area for the airport is defined as the state of Rhode Island, southeastern Massachusetts, and eastern Connecticut. The population in Rhode Island increased from approximately 857,700 in 1970 to 905,100 in 1998, an average annual growth rate of 0.19 percent. Southeastern Massachusetts population increased from 5.2 million to 5.9 million over the same time period (0.41 percent annual growth). Eastern Connecticut s population increased by 0.23 percent annually from 1970 to 1998 (231,300 in 1970 versus 249,000 in 1988). 2 2 Woods & Poole Economics, 2001 MSA Profile, Metropolitan Area Projections to Chapter I Inventory I-6 June 15, 2001

7 The historical GDP for Rhode Island, Massachusetts, and New England for the period 1977 to 2000 is shown in Table I.1-1. Rhode Island s GDP has increased by 2.7 percent annually from 1977 to The GDP in Massachusetts increased by 3.8 percent annually over the same time period while New England s GDP increased by an average of 3.7 percent annually. I.2 Historic and Current Aviation Activity The recording of air traffic activities is an important function in the operation of an airport. Historical accounting of annual passenger enplanements and aircraft operations (takeoffs and landings) often provides a basis for forecasting future activity trends. Historical aircraft operations and enplaned passenger data is presented in Table I.2-1. Passenger enplanements (departing passengers) have increased from approximately 519,000 in 1980 to over 2.6 million in Aircraft operations are reported in four general categories: air carrier, air taxi (which includes commuter airlines), general aviation, and military. Historical data for these categories are summarized in Table I.2-2. Total annual aircraft operations (takeoffs and landings) have essentially declined since 1980, attributable to a significant decrease in general aviation activity. In the same time period, air carrier and air taxi operations have increased from approximately 57,000 operations in 1980 to 92,500 in I.2.1 Commercial Airline Service Air carrier (major airlines) activity has fluctuated up and down in the 1980s and early 1990s. Air carrier activity then increased by over 56 percent from 1995 to Commuter/air taxi operations have also increased rapidly since 1995 (33 percent increase). This indicates an overall trend of air service enhancement at T. F. Green, with a significant strong base of operation by the major airlines. Prior to October 1996, T. F. Green had 84 daily departures to hub airports served by the airlines. Approximately 60 percent of those departures were turboprop aircraft and 40 percent were jets. 3 The introduction of Southwest Airlines to T. F. Green Airport in October 1996 improved the quality of airline service to the region. With the initiation of low-fare, point-to-point service on Boeing 737 aircraft to many top markets, the number of airline passengers soared at T. F. Green between 1997 and The other major airlines serving the airport have also lowered fares, are using more jets for their service as opposed to turboprops, and have otherwise improved service to existing hub destinations. As of May 2001, eight major and eight commuter airlines served T. F. Green Airport, providing non-stop service to 29 destinations with an average of 132 daily departures. Approximately 70 percent of the scheduled departures were regional jets or air carrier jets. 4 Due to very high passenger load factors (nearly full flights on a regular 3 4 Source: RIAC Source OAG, May 2001 Chapter I Inventory I-7 June 15, 2001

8 Table I.1-1 GROSS DOMESTIC PRODUCT (GDP) (in millions) T. F. Green Airport Year Rhode Island Massachusetts New England , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,282 Note: Year 2000 data is estimated. Source: Bureau of Economic Analysis, base year 1996 Chapter I Inventory I-8 June 15, 2001

9 Table I.2-1 AIR TRAFFIC ACTIVITY SUMMARY T. F. Green Airport Year Total Operations Enplanements , , , , , , , , , , , , , , , , ,946 1,102, ,491 1,106, ,279 1,216, ,994 1,126, ,937 1,136, ,442 1,134, ,195 1,199, ,679 1,122, ,355 1,082, ,738 1,900, ,799 2,219, ,597 2,479, ,303 2,638,600 Source: FAA Terminal Area Forecast, reported in Federal Fiscal Years Chapter I Inventory I-9 June 15, 2001

10 Table I.2-2 HISTORIC OPERATIONS SUMMARY BY CATEGORY T. F. Green Airport Year Air Carrier Air Taxi General Aviation Military Total ,793 31, ,954 7, , ,954 20, ,949 5, , ,897 12, ,689 7, , ,454 13, ,917 6, , ,546 13, ,423 6, , ,733 6, ,383 6, , ,335 10, ,045 4, , ,489 19, ,467 3, , ,751 23, ,797 2, , ,251 28, ,476 1, , ,058 26, ,048 1, , ,138 25,483 89,707 1, , ,744 34,554 77,065 1, , ,033 39,803 53,556 2, , ,100 38,589 51,629 2, , ,463 37,291 65,686 3, , ,700 31,805 56,491 3, , ,678 38,850 64,773 3, , ,260 41,005 65,964 3, , ,568 47,222 65,274 3, , ,948 49,548 65,274 3, ,303 Source: FAA Terminal Area Forecast, reported in Federal Fiscal Years Chapter I Inventory I-10 June 15, 2001

11 basis), there has been a trend toward use of larger aircraft (Boeing 757 vs. Boeing 727 or MD 80) by the major airlines, and a substitution of Canadair regional jets for turboprop aircraft by the commuter airlines, making T. F. Green s air travel very comfortable for passengers. Table I.2-3 contains a list of the major airlines currently serving T. F. Green and the primary destinations to which they fly. Table I.2-3 AIRLINES AND DESTINATIONS T. F. Green Airport Airline 1 Major Destinations American JFK, LaGuardia, and Chicago O Hare Continental Albany, Cleveland, Newark, Houston Delta Atlanta, Cincinnati, Ft. Lauderdale, Orlando Midway Raleigh/Durham Northwest Detroit, Minneapolis 2 Southwest Nashville, Baltimore, Ft. Lauderdale, Long Island, Kansas City, Orlando, Chicago-Midway, Phoenix, Tampa United Washington D.C., Chicago-O Hare US Airways Baltimore, Charlotte, Newark, LaGuardia, Orlando, Philadelphia, Pittsburgh, Washington D.C. 1 Includes commuter partners 2 Service to Minneapolis will begin in August of 2001 Source: Official Airline Guide, May 2001 I.2.2 Air Cargo Activities In addition to scheduled airline passenger service, T. F. Green Airport is served by three all-cargo airlines. Federal Express, United Parcel Service (UPS), and Airborne Express each provide delivery of small packages and bulk freight. Each of the three carriers operates large hub operations at other airports. The cargo facilities at T. F. Green Airport serve a large geographic area, indicative of the solid demand for all-cargo service in the airport area. Each of the three cargo carriers serves the airport with one daily departure during nonholiday periods. During holidays, the carriers increase their service to meet increased demand for the shipment of packages. Federal Express operates a Boeing 727, UPS operates a Boeing , and Airborne operates a DC-9. The United States Postal Service (USPS) also transports U.S. Mail to and from T. F. Green Airport in the cargo compartments of passenger aircraft. Chapter I Inventory I-11 June 15, 2001

12 I.2.3 General Aviation Activity Although general aviation activity has declined at T. F. Green over the past 15 years, general aviation aircraft still perform around 65,000 annual takeoffs and landings at T. F. Green Airport. Therefore, general aviation remains a significant contributor to the overall activity at the airport. Business travel, emergency transport of patients, delivery of supplies and small parts for industry, and pilot training are just some of the daily activities involved in the use of general aviation aircraft. At T. F. Green, the most significant use of general aviation aircraft is for corporate travel and other itinerant business use. General aviation activity remains strong for corporate operations, with some major local corporations basing their aircraft at T. F. Green (CVS, Textron, Fleet, Bell Helicopter). The number of general aviation training operations has declined at T. F. Green, accounting for the majority of the overall drop in general aviation activity. I.2.4 Military Operations The Army National Guard and Air National Guard base of operations moved to Quonset Airport in the 1980s. Since that time, military traffic has represented only a small portion of total aviation activity at T. F. Green. Military operations at T. F. Green are primarily transient in nature, since there is no base of operation at the airport. Approximately 3,200 to 3,600 annual takeoffs and landings by military aircraft have been recorded at T. F. Green over the past several years. I.3 Airspace and Air Traffic Control On an average day in the U.S., approximately 80,000 general aviation and commercial aircraft depart an airport enroute to another destination. As the volume of air traffic has grown so significantly over the history of aviation, there has been an increasing need to regulate the efficient use of airspace. The Federal Aviation Act of 1958 established the FAA as the responsible agency for the control and use of navigable airspace within the U.S. Administratively, control of air traffic at T. F. Green Airport is assigned to the FAA s New England Region located in Burlington, Massachusetts. The FAA has established the National Airspace System (NAS) to protect persons and property on the ground and to establish a safe and efficient airspace environment for civil, commercial, and military aviation. The NAS covers the common network of U.S. airspace, including air navigation facilities; airports and landing areas; aeronautical charts; associated rules, regulations, and procedures; technical information; and personnel and material. The system also includes components shared jointly with the military. Chapter I Inventory I-12 June 15, 2001

13 I.3.1 Regional Airspace Airspace in the U.S. is classified generally as controlled, uncontrolled, or special use. Controlled airspace encompasses those areas where there are specific certification, communication, and navigation equipment requirements that pilots and aircraft must meet to operate in that airspace. As shown in Exhibit I.3-1, the U.S. airspace is further divided into seven classes, each of which has different rules and regulations. These classes are: Class A: This is designated for positive control of the aircraft. This area of airspace ranges from 18,000 feet above MSL to 60,000 feet above MSL. Within Class A airspace, only Instrument Flight Rules (IFR) 5 operations are authorized. The aircraft must have specific equipment and an ATC clearance before entering the airspace. Class B: This is multi-layered airspace from the surface of the earth up to 10,000 feet above MSL. It is designed to regulate the flow of uncontrolled traffic above, around, and below the arrival and departure airspace required for high performance aircraft at major airports. The aircraft must have specific equipment and an ATC clearance before entering the airspace. Class C: This airspace is defined around airports with ATCTs and radar approach control facilities. The top of Class C airspace is normally 4,000 feet above ground level (AGL). The aircraft must have specific equipment and must have established communications with the ATC facility having jurisdiction over the airspace before entering the airspace. Class D: This airspace is normally a circular area with a radius of four to five nautical miles around the primary airport and any extensions necessary to include instrument approach and departure paths. Class D airspace does not have radar approach control facilities. Class E: This is a general category that contains controlled airspace previously designated as control zones for non-towered airports, airspace transition areas, and Federal airways. Special Use Airspace (SUA): An area wherein activities must be confined because of their nature, or wherein limitations are imposed on aircraft operations not part of those activities. SUA is generally classified as a Restricted, Prohibited, or Military Operations Area (MOA). Class G: Airspace not designated as either Class A, B, C, D, E, or SUA is considered uncontrolled and is classified as Class G. 5 IFR refers to procedures used by pilots when operating in accordance with Federal Aviation Regulations (FAR) that require an instrument flight plan. Chapter I Inventory I-13 June 15, 2001

14 The Class C airspace reserved for T. F. Green Airport is divided into two concentric circles about the center of the airport. The inner circle has a radius of five nautical miles and extends from the surface up to 4,100 feet MSL. The outer circle s radius is 10 nautical miles from the airport. It begins at 1,700 feet MSL on the west side of the airport and 1,300 feet MSL on the east side, with the top of the Class C airspace at 4,100 feet MSL. Unless otherwise directed by ATC, no person may operate an aircraft in this area unless two-way communication is established with Providence Approach Control. There is also a ring with a radius 20 miles from the airport in which two-way communication with Providence Approach Control is voluntary on the part of the pilots. I.3.2 Air Traffic Control FAA Order M, Air Traffic Control, establishes that the primary purpose of the ATC system is safety and further states that the primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic. ATC is the means by which aircraft are directed and separated within controlled airspace. ATC is managed by three different FAA facilities depending on where the aircraft is located within the airspace. Air Route Traffic Control Centers (ARTCC) separate participating aircraft traveling between airports. At airports with high volumes of traffic, the responsibility for separating traffic is delegated to an ATCT and/or a Terminal Radar Approach Control Facility (TRACON). Both a TRACON and an ATCT control aircraft arriving and departing to and from T. F. Green Airport. The T. F. Green Airport ATCT is located south of Runway and east of Runway 5R-23L. The Providence TRACON is located in the lower level of the ATCT. The TRACON controls all aircraft operating within approximately 4,500 square miles, including Rhode Island, the eastern portion of Connecticut, the southeast portion of Massachusetts, the tip of Long Island, and part of the Atlantic Ocean. The TRACON provides service for aircraft within its boundaries from the surface to 10,000 feet MSL. Above 10,000 feet MSL, aircraft are controlled by the Boston ARTCC. In 2000, approximately 350,000 aircraft operations were controlled by the Providence TRACON, with approximately one-half (175,000) being aircraft that departed or arrived at T. F. Green Airport. 6 The airspace within the inner circle of the Class C airspace is controlled by the ATCT. The ATCT operates from 6:00 a.m. to midnight. After midnight, the Boston ARTCC (located in Nashua, New Hampshire) assumes responsibility of the airspace. When operating, the airspace controlled by an ATCT becomes Class D, which provides stricter aircraft operating rules. 6 Source: Providence Air Traffic Control Tower handout, May 30, Chapter I Inventory I-14 June 15, 2001

15 The T. F. Green ATCT operates to control the movements of all aircraft within a five-mile radius of the airport up to an altitude of 2,500 feet AGL. Due to the high level of activity being focused at the airport, the control of air traffic is most critical on the airport and in the immediate traffic patterns. I.4 Meteorological Conditions Weather conditions play an important role in the operational capabilities of an airport. Temperature is an important factor in determining the length of runway required for aircraft takeoffs and landings. High temperatures in the summer months result in longer runway length requirements. In addition, wind speed and direction determine runway orientation and therefore dictate the period of time a particular runway may be in use. Periods of low visibility due to weather conditions are a major factor in determining the need for instrument aids. In order to determine these conditions at T. F. Green Airport, eighteen years of hourly weather data collected by the National Weather Service (NWS) between the years 1980 and 1999 were analyzed. 7 The analysis of NWS data was focused on temperature, wind, ceiling, and visibility. The average annual temperature for the region is around 50 degrees Fahrenheit. During the months of June, July, August, and September, temperatures average 69 degrees Fahrenheit, with average highs of 77 to 82 degrees Fahrenheit. The direction and speed of the wind affects the direction in which an airport operates. The FAA recommends that an airport s runway configuration provide coverage during approximately 95 percent of all wind conditions. The 95 percent wind coverage is computed on the basis of the crosswind not exceeding the thresholds defined in Advisory Circular 150/ , Change 6, page 10. Associated wind coverage for each runway and aircraft group are presented in Table I.4-1. The parallel 5-23 runways do not provide the required coverage for all aircraft types. Therefore, a crosswind runway is needed to accommodate all aircraft types at T. F. Green Airport. When the parallel runways are combined with Runway 16-34, wind coverage exceeds 95 percent. Independent of the wind direction, the ceiling and visibility conditions at an airport determine the ATC procedures in effect. Ceiling is the height above the earth s surface of the lowest layer of clouds not classified as thin or partial. Visibility is the ability to see and identify prominent unlighted objects by day and prominent lighted objects by night. Ceiling and visibility vary with cloud conditions, fog, precipitation, and haze. According to air traffic controllers, the ceiling and visibility minimums at T. F. Green are grouped into two categories: Visual Flight Rules (VFR) and IFR. VFR is in effect when the cloud ceiling is greater than or equal to 1,000 feet and visibility is greater than or equal to three miles. IFR conditions prevail when the visibility or cloud ceiling falls 7 Source: EarthInfo, Inc. from the National Climatic Data Center (NCDC) database, National Weather Service (NWS) hourly surface aviation observations, (excluding 1989 and 1994 due to bad data). Chapter I Inventory I-15 June 15, 2001

16 Table I.4-1 RUNWAY WIND COVERAGE T. F. Green Airport Runway Category Crosswind Component (knots) Percent Wind Coverage Parallel 5-23 A-I and B-I A-II and B-II A-III, B-III, and C-I through D-III A-IV through D-VI A-I and B-I A-II and B-II A-III, B-III, and C-I through D-III A-IV through D-VI Notes: Category A - Speed less than 91 knots Category B - Speed >=91 knots, < 121 knots Category C - Speed >= 121 knots, < 141 knots Category D - Speed >=141 knots, <166 knots Category E - Speed >=166 knots Source: 1999 T. F. Green Airport Master Plan Group I - Wingspan < 49 feet Group II - Wingspan >=49 feet, <79 feet Group III - Wingspan >=79 feet, <118 feet Group IV - Wingspan >=118 feet, <171 feet Group V - Wingspan >=71 feet, <214 feet Group VI - Wingspan >=214 feet below those minimums prescribed under VFR. There are three IFR approach categories (I, II, and III) with different ceiling and visibility minimums. CAT III is further subdivided into three categories (a, b, and c) based on different ceiling and visibility minimums. The category of IFR is important because runways may or may not be able to accommodate aircraft landings under the various categories, depending on the type of instrumentation available. Table I.4-2 presents the annual occurrence of each weather category at T. F. Green Airport. VFR occurs over 85 percent of the time, while IFR occurs 14 percent of the time. CAT I occurs the majority of the time (12.9 percent) during IFR. CAT II and III occur less than two percent of the time. I.5 Existing Airport Facilities An airport can be divided into several distinct areas. The airfield area consists of the parts of the airport that accommodate the movement of aircraft. This includes the navigational and communication equipment designed to facilitate aircraft operations and airport utility. Terminal facilities include the airline passenger terminal building, hangars and other structural development, and areas for the movement and parking of aircraft. Landside facilities include auto parking, access, and other facilities. In addition, there Chapter I Inventory I-16 June 15, 2001

17 Table I.4-2 ANNUAL OCCURRENCE OF WEATHER CATEGORIES T. F. Green Airport Category Ceiling (in feet) Visibility (in miles) Annual Occurrence VFR >=1,000 >= % IFR CAT I > = 200 & <1,000 > = 1/2 & < % CAT II > = 100 & <200 > =1/4 & <1/2 1.03% CAT IIIa <100 > = 700 feet & <1/4 0.18% CAT IIIb <100 > = 150 feet & <700 feet 0.12% CAT IIIc <100 <150 feet 0.06% Total IFR 14.24% Total % Source: EarthInfo, Inc. from the National Climatic Data Center (NCDC) database, National Weather Service (NWS) hourly surface aviation observations, (excluding 1989 and 1994 due to bad data). are support-related facilities at an airport. Airport support facilities include those for utility delivery, aircraft fire fighting, and airport operations, such as snow removal, maintenance, and airport management facilities. I.5.1 Airfield Facilities The largest land use type located at T. F. Green Airport is the airfield. The airfield consists of the parts of the airport which accommodate the movement of aircraft. The airfield encompasses runways, associated taxiways, and airfield lighting. Within the discussion of airfield facilities is a presentation of the navigational and communication aids serving the airport, as well as the status of identified airspace obstructions. The existing airfield is depicted on Exhibit I.5-1. Runways Runways are defined rectangular surfaces on an airport prepared or suitable for the landing or takeoff of airplanes. Each runway end is identified by a number. The number designation of a runway corresponds to its general position on the compass. Therefore, a runway number of 5 corresponds to a compass position of 50 degrees, and a runway number of 23 indicates a 230-degree compass position. Each runway at an airport provides two compass positions (Runway 5-23 accommodates both the 50-degree and 230-degree compass positions). Chapter I Inventory I-17 June 15, 2001

18 There are currently three runways available at T. F. Green Airport. Two of the runways are parallel, oriented in the 5-23 direction. When an airport has parallel runways, one runway is designated as the Left runway and the other is the Right runway (for EACH compass position - i.e. Runway 5 Left (5L) is also Runway 23 Right (23R), and Runway 5R is also Runway 23L). Runway 5R-23L is 7,166 feet long by 150 feet wide and is the primary runway for air carrier operations. Runway 5L-23R is 4,432 feet long by 75 feet wide and is used only by small general aviation aircraft during the daytime in good weather conditions. Due to the limited space at the terminal gate area, Runway 5L-23R is also used for overnight air carrier aircraft parking. The runway is also used as a taxiway during low visibility conditions. Runway 5L-23R operates with a displaced threshold 8 of 1,039 feet for Runway 5L and 903 feet for Runway 23R. A crosswind runway oriented in the direction measures 6,081 long by 150 feet. Runway 16 has a 565-foot displaced threshold. Taxiways Taxiways are paved areas over which airplanes move from one part of the airfield to another. One of their more important uses is to provide access between the terminal and the runways. There are three types of taxiways: parallel, entrance/exit, and access. Taxiways that are parallel to runways generally provide a route for aircraft to reach the runway end. Entrance/exit taxiways, which usually connect runways to parallel taxiways, provide paths for aircraft to enter the runway for departure or leave the runway after they have landed. Access taxiways provide a means for aircraft to move among the various airside components of the airport: terminal areas, cargo or general aviation aprons, fueling areas, etc. The airfield s taxiway system consists of taxiways designated by alphabetical letters, arranged in various directions. Taxiways C and B serve as the partial parallel taxiways for Runway Taxiways T, M, and S serve as the partial parallel taxiways for the 5-23 runways. None of the runways are served by a full-length parallel taxiway; the lack of full parallel taxiways can cause an aircraft to be delayed from exiting the runway system. The location of the VORTAC (a navigational aid) in the center of the airfield precludes a full-length parallel taxiway for the main air carrier runway, Runway 5R-23L. The remaining taxiways serve as entrance, exit, and access taxiways for the airport s runways and various airside areas. 8 A threshold that is located at a point on the runway other than the designated beginning of the runway. This threshold is designated for arriving aircraft. The physical beginning of the runway can be used for departing aircraft. Chapter I Inventory I-18 June 15, 2001

19 Design standards related to airport geometry are derived from the most demanding aircraft anticipated to use a particular runway. The largest aircraft regularly using Runways 5R-23L and is a Boeing 757. The B-757 is classified as Airport Reference Code (ARC) C-IV 9 by the FAA. FAA separation standards for Group C-IV aircraft require 400 feet of lateral separation between the centerlines of a runway and taxiway. The parallel taxiways for Runway 5R-23L meet this standard. The parallel taxiway to Runway 16-34, Taxiway C, does not meet this standard as it has only 300 feet of lateral separation to Runway Runway 5L-23R serves small aircraft exclusively and requires 240 feet of separation to Taxiway T. Taxiway T exceeds this standard with over 300 feet of separation to Runway 5L-23R. Aprons There are two primary areas for aircraft parking along the north and west perimeters of the airport. On the west end of the airport, adjacent to and west of Runway 5L-23R is the passenger terminal apron. The majority of this apron is used for air carrier and commuter activity. The south portion of the terminal apron is used for air carrier belly 10 cargo activities supported by a single cargo building. The ramp area on the north side of the airport, along Airport Road, is separated into the Northwest Ramp and Northeast Ramp. This area is currently used for general aviation, air cargo, Fixed-Base Operators (FBO), and RIAC field operations. Aircraft Overnight Parking Areas There are five aircraft overnight parking areas on the airport. These areas are depicted on Exhibit I.5-2 and described below: Area 1 (Runway 5L-23R between Taxiway C and Taxiway D ): Area 1 utilizes the existing Runway 5L-23R. This runway was originally 180 feet wide (including shoulders), but was restriped to a width of 75 feet, with the remaining width being maintained for use as a taxiway during nighttime remote parking operations. Remain Overnight (RON) aircraft are parked at an angle on the south side (the runway half ) of the 180-foot wide section of pavement. The aircraft are positioned so that the nose of the aircraft is on the centerline of the runway, facing the terminal The ARC is a coding system used by the FAA to relate airport design criteria to the operational and physical characteristics of the airplanes intended to operate at the airport. The ARC has two components: aircraft approach speed and wingspan. ARC C-IV includes aircraft with approach speeds of 121 knots or more but less than 141 knots, and wingspans of 118 feet or more but less than 171 feet. Cargo transported in passenger aircraft. Chapter I Inventory I-19 June 15, 2001

20 The north side of the pavement is used for taxiing aircraft. Removable reflective markers are used to delineate the taxiway. Aircraft are tugged in and out of position, and can come and go in any order. Frangible sticks are placed in the grass area to the sides of the runway to assist the tug operators in aligning the fuselage of the aircraft with the proper parking position. This portion of Runway 5L-23R south of Taxiway C can accommodate six Boeing 727s and one Boeing 757. The one B-757 position is at the south end of the runway, and when a B-757 is parked in that location, it does not allow adequate clearance for other aircraft to taxi or to be towed past it. Area 2 (Runway 5L-23R between Taxiway C and Runway Part 77 Surfaces): Area 2 utilizes a portion of Runway 5L-23R north of Taxiway C and up to the overlying Part 77 surface protecting Runway For planning purposes, the Runway Part 77 transition surface elevation which is equivalent to the B-757 tail height has been selected as the northerly limit for RON parking on Runway 5L-23R. This area is currently used to park up to two B-757s (tail to tail) parallel with the runway centerline. This allows each aircraft to come and go in any order. If both aircraft are parked in Area 2, and the northern aircraft needs to exit first, the only exit route available is via Runway Area 3 (Behind Gate 17): Area 3 is located across the taxilane from Gate 17. This area has been fitted with Portland Cement Concrete pads to accommodate up to a B and is used exclusively by Southwest Airlines, due to the proximity to their gates (15 and 17). It should be noted that Southwest operates at this RON position with the understanding that less than 20 feet remains between the aircraft and the blast wall when parked. Southwest provides added wing walkers during the RON pushback parking maneuver to ensure adequate clearance. Area 4 (Taxiway T Runup Pad): Area 4 is the bituminous asphalt runup pad located off Taxiway T, south of the belly cargo building. This location can accommodate two B-757s. Due to failing asphalt, two sets of Portland Cement Concrete pads have been installed so that the main gear and nose wheel of the all jets are positioned on the pads. Taxiway T will be repaved during the summer of 2001 to reinforce the pavement strength. One operational benefit that Area 4 offers to the airlines is the ability to perform minor maintenance on the aircraft while at this RON position. Because Area 4 is adjacent to the perimeter road, the airlines ground service equipment does not need to enter an Airport Operations Area (AOA) to access the site. Chapter I Inventory I-20 June 15, 2001

21 Military Area (Abandoned Taxiway S ): This area is not exclusive to military aircraft, however, it is typically where RIAC Operations will choose to place military aircraft for two reasons: (1) this position is not directly adjacent to air carrier aircraft and (2) this position is not preferred by airlines due to the distance from the terminal. This area is restricted to one jet aircraft due to potential interference with the Runway 5R navigational aids, which could occur when more than one aircraft is parked along this taxiway. Abandoned Taxiway S has been renamed Taxiway E and is slated to be repaved in the fall of Pavement Condition The pavement conditions for the runways, taxiways, and aprons were reviewed as part of the Master Plan and are discussed below. Runway Pavement Conditions Runway 5R-23L was rehabilitated in 1999; thus its entire pavement is in excellent condition. The rehabilitation narrowed the pavement to 150 feet (from 200 feet) with 25-foot paved shoulders and added a minimum of two inches of bituminous concrete. The pavement is rated at 102,000 pounds single wheel type landing gear, 170,000 pounds dual wheel type landing gear, 295,000 pounds dual tandem type landing gear, and 590,000 pounds double dual tandem type landing gears. The pavement of Runway is constructed of Portland Cement Concrete and was last resurfaced with an asphalt concrete overlay in the 1970s. The crosswind Runway has a number of existing distresses including longitudinal and transverse cracking, joint reflection cracking, and raveling/weathering. The Pavement Condition Index (PCI) values for Runway ranged from fair to good according to the 1994 Field Investigation, Pavement Evaluation and Classification Report. The pavement is rated at 102,000 pounds single wheel type landing gear, 170,000 pounds dual wheel type landing gear, 295,000 pounds dual tandem type landing gear, and 590,000 pounds double dual tandem type landing gears. The pavement of Runway 5L-23R is Portland Cement Concrete and received an asphalt overlay in The runway was in very good to excellent shape according to the 1994 Field Investigation, Pavement Evaluation and Classification Report. A few areas of Runway 5L-23R located on both sides of the intersection to Runway did have some lower PCI values due to the older surface conditions relative to the remainder of the areas. The pavement strength is rated at 33,000 pounds for single wheel type landing gear. Chapter I Inventory I-21 June 15, 2001

22 Taxiway Pavement Conditions According to the 1994 Field Investigation, Pavement Evaluation and Classification Report, the taxiway pavement ratings ranged widely from excellent on Taxiways A, B, M, and V, to fair on Taxiway B and to poor on sections of Taxiway C. All the taxiways except for Taxiways B and C rated good or higher. There are several pavement rehabilitation projects that have been completed or are scheduled for completion that improve the condition of the taxiway system: Taxiway S1 was rehabilitated from Taxiway D to Holding Apron 3 in Taxiways B and C were reconstructed west of Runway 5R-23L in 2000, providing standard 90-degree intersections. Taxiway M was extended from Taxiway N to Taxiway C in Taxiway B was extended east from Runway 5R-23L to Taxiway C1 in Re-designated Taxiway K (Runway partial parallel taxiway) as Taxiway C in Abandoned Taxiway S was reopened as Taxiway E in the spring of It is scheduled for repaving in the fall of Taxiway T Hold Apron is being repaved in the summer of Apron Pavement Conditions In 1996, the main terminal facility and adjacent apron re-opened after undergoing an extensive reconfiguration. The new apron is comprised of Portland Cement Concrete and is in excellent condition. The Northwest Ramp/Taxilane A is divided into two sections NR1 and NR2. NR1 is constructed of an Asphalt Concrete Overlay over Portland Cement Concrete and NR2 of Portland Cement Concrete. According to the 1994 Field Investigation, Pavement Evaluation and Classification Report, Section NR1 had a PCI value of good while section NR2 had a PCI value of fair. The Northeast Ramp is divided into four sections labeled AE1 through AE4. These sections have PCI values that range from very good for AE1 and AE4, to excellent for AE2, to very poor at AE3. In general, the concrete surfaced aprons are of very old construction and contain large amounts of distress of all levels. Distresses common to the Northeast Ramp include: corner breaks, linear cracking, joint seal damage, small and large patching, scaling, shattered slabs, shrinkage cracking, and joint corner spalling. Basically the entire spectrum of climatic and load-related distresses for rigid pavement is apparent on the Northeast Ramp. A large portion of these distresses have deteriorated to severity levels of medium and high (AE3 section). Chapter I Inventory I-22 June 15, 2001

23 Resurfaced in 1978, Holding Apron 1 contains typical climatic related distresses such as longitudinal/transverse cracking and raveling/weathering. According to the 1994 Field Investigation, Pavement Evaluation and Classification Report, the PCI value for Holding Apron 1 was good. Holding Aprons 2 and 3 were rehabilitated in 2001 and are therefore in excellent shape. Runway Incursion Action Team Recommendations The FAA, through its air traffic controllers, as well as pilots and airport management at airports across the country, is focused on providing the safest travel experience for the public. Providing an airfield geometry that complies with FAA airport design criteria and minimizes any pilot/controller/ground vehicle disorientation is one way of ensuring standardized, safe ground movement. Not every airport in the country is able to provide the standard geometry recommended by the FAA due to many factors, including site constraints and the cost of replacing outdated pavements, lighting, and/or signage. Nevertheless, the FAA maintains a national program designed to assist airports in improving airfield geometry to minimize the potential for runway incursions 11, vehicle deviations, and/or operational errors. The FAA s national Runway Incursion Action Team (RIAT) visited T. F. Green Airport in 2000, and through a collaborative effort between the FAA and airport management, recommended a number of airfield improvements to enhance airfield safety. These recommended improvements will be considered in the facility requirements analysis. In addition, it was agreed that the Master Plan would evaluate T. F. Green s airfield geometry in order determine potential improvements that could minimize runway incursions. The following recommendations from the RIAT have been implemented: Reconstruct the intersection of Runways 5R-23L and to provide a standard geometry Re-open abandoned Taxiway S Airfield Lighting A variety of lighting aids are available for use at night or during adverse weather conditions at T. F. Green Airport. Identification Lighting A rotating beacon containing the universally accepted optical system for lighting airports identifies the location of the airport. This beacon projects alternating green and white 11 The FAA defines a runway incursion as any occurrence at an airport involving an aircraft, vehicle, person, or object on the ground that creates a collision hazard or results in loss of separation with an aircraft taking off, intending to takeoff, landing, or intending to land. Chapter I Inventory I-23 June 15, 2001

24 beams from dusk to dawn. When activated during daylight hours, the beacon signals ground visibility of less than three miles and/or a ceiling of less than 1,000 feet. The T. F. Green Airport beacon is located on top of the RIAC parking garage. Runway Lighting Aids Lighting aids are necessary to provide pilots with critical takeoff and landing information concerning runway alignment, lateral displacement, rollout operations, and distance. Table I.5-1 identifies the lighting aids available for each runway. Table I.5-1 LIGHTING AIDS T. F. Green Airport Type of Lighting 5R 23L 5L 23R Runway Edge Lights HIRL HIRL None None HIRL HIRL Centerline Lights Yes Yes Yes Yes No No Touchdown Zone Lights Yes No No No No No Approach Lighting ALSF-II MALSR None None None MALSR HIRL High Intensity Runway Lights ALSF-II Approach Light System with Sequenced Flashing Lights, CAT II MALSR Medium Intensity Approach Light System with Runway Alignment Indicator Lights Source: Jeppesen Sanderson, Inc., 2001 Runway edge lights are used to outline edges of runways during periods of darkness or restricted visibility conditions. The runway edge lights are white, except on the last 2,000 feet of instrument approach runways, where they are amber, indicating the touchdown zone (TDZ) during night or adverse weather. All runways except 5L-23R are outfitted with High Intensity Runway Lights (HIRL). Runway centerline lights indicate the location of the runway centerline during night or adverse weather. All runways except Runway have centerline lights. In addition, Runway 5R has TDZ lights. TDZ lights include two rows of transverse light bars located symmetrically about the runway centerline, normally at 100-foot intervals, extending 3,000 feet along the runway. All runways except Runways 5L-23R and 16 are equipped with an approach light system. Runway 5R is equipped with a CAT II, Approach Light System with Sequenced Flashing Lights (ALSF-II). Runways 23L and 34 are outfitted with a Medium Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR). Chapter I Inventory I-24 June 15, 2001

25 Navigational Aids T. F. Green Airport has several navigational aids, which are visual or electronic devices that provide point-to-point guidance information or position data to aircraft in flight. The navigational aids for each runway are shown below in Table I.5-2. Table I.5-2 NAVIGATIONAL AIDS T. F. Green Airport Runway Landing Aids 5R CAT II ILS, VOR, NDB 23L CAT I ILS, GPS, VOR/DME, VASI 5L VASI 23R VASI 16 GPS, VOR/DME, VASI 34 CAT I ILS/DME, GPS, VOR, VOR/DME, VASI ILS Instrument Landing System VOR Visual Omnidirectional Range NDB Nondirectional Beacon GPS Global Positioning System DME Distance Measuring Equipment VASI Visual Approach Slope Indicator Source: Jeppesen Sanderson, Inc., 2001 Runways 5R, 23L, and 34 are equipped with an Instrument Landing System (ILS). An ILS allows for precision approaches to the airport. Different types of ILSs exist depending upon their accuracy and the accuracy of the equipment on the aircraft. Known as ILS categories, the distinction lies in the difference between decision height and visibility requirements. Runways 23L and 34 have CAT I ILSs. The CAT I ILS consists of a localizer (horizontal guidance); glide slope (vertical guidance); and middle marker and outer marker or compass locator (to identify distance from the runway). Runway 5R has a CAT II ILS. A CAT II ILS has more stringent requirements and requires the inner marker. An authorized CAT III ILS approach is pending for Runway 5R, which will improve the airport s all-weather reliability to an even greater degree than exists today. Runway 34 has a published ILS/Distance Measuring Equipment (DME) approach. The ILS/DME facility provides course and distance information from collocated components under a frequency-pairing plan. There are published Global Positioning System (GPS) approaches to Runways 23L, 16, and 34. GPS is a U.S. satellite based radio navigational, positioning, and time transfer system operated by the Department of Defense. Chapter I Inventory I-25 June 15, 2001

26 Runways 5R and 34 have published Visual Omnidirectional Range (VOR) approaches. A VOR is a ground-based electronic navigational aid transmitting very high frequency navigation signals that provides bearing information. Runways 23L, 16, and 34 have published VOR/DME approaches. As with the ILS/DME facility discussed above, VOR/DME facilities provide course and distance information from collocated components under a frequency-pairing plan. Runway 5R has a published approach using a Nondirectional Beacon (NDB). An NDB is a radio beacon transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction finding equipment can determine his bearing to or from the radio beacon. The runways at T. F. Green Airport also have visual aids to guide an aircraft s approach. All runways except Runway 5R have a Visual Approach Slope Indicator (VASI). VASIs are systems of lights arranged to provide visual guidance information during the approach to a runway. In addition, the T. F. Green VORTAC is located near the center of the airfield. A VORTAC is a navigational aid providing VOR azimuth, Tactical Air Navigation (TACAN) azimuth, and TACAN DME at one site. Runway visual range (RVR) capability exists at the airport through the use of touchdown and rollout transmissometers for approaches to Runway 5R and a touchdown transmissometer for the approach to Runway 34. These are controlled by the ATCT and their function is to help determine runway visibility conditions. Communications Facilities A Remote Transmitter/Receiver (RTR) is located to the northwest of the passenger terminal and north of the fuel farm. An RTR is an unmanned communications facility remotely controlled by air traffic personnel. The RTR provides ground-to-ground communications between ATC specialists and pilots. In addition, an Automatic Terminal Information Service (ATIS) facility is located north of Taxiway C, south of Runway 16-34, and east of Runway 5L-23R. An ATIS continuously broadcasts recorded noncontrol information, including weather, time, and runway information. Its purpose is to improve controller effectiveness and to relieve frequency congestion by automating the repetitive transmission of essential but routine information. Obstructions The analysis of obstructions is based on criteria defined in FAR Part 77, Objects Affecting Navigable Airspace. A primary focus of Part 77 is the establishment of standards for determining obstructions to safe flight on, and in the vicinity of an airport, as well as setting forth requirements for notifying the FAA of certain proposed construction or alteration activities, and providing for aeronautical studies of Chapter I Inventory I-26 June 15, 2001

27 obstructions to air navigation. While it is the responsibility of the FAA to determine the effect of these obstructions on the safe and efficient use of airspace, it is the airport operator who has the responsibility to ensure that the aerial approaches to the airport remain adequately cleared and protected. To determine whether an object is an obstruction to air navigation, Part 77 establishes several imaginary surfaces in relation to an airport and to each runway end. The size of the imaginary surfaces depends upon the type of approach to the runway in question. The principal imaginary surfaces include: 1. Primary Surface: Longitudinally centered on the runway at the same elevation as the nearest point on the runway centerline. 2. Horizontal Surface: Located 150 feet above the established airport elevation, the perimeter of which is established by swinging arcs of specified radii from the center of each the primary surface end, connected via tangent lines. 3. Conical Surface: Extends outward and upward from the periphery of the horizontal surface at a slope of 20:1 for a horizontal distance of 4,000 feet. 4. Approach Surface: Longitudinally centered on the extended centerline, and extending outward and upward from each runway end at a designated slope based on the runway approach. 5. Transitional Surface: Extends outward and upward at a right angle to the runway centerline at a slope of 7:1 up to the horizontal surface. Four documents were reviewed by the master plan team related to obstructions to the Part 77 surfaces in the vicinity of T. F. Green Airport: Obstruction Study and Action Plan (1992) Obstruction Chart (National Oceanic and Atmospheric Administration (NOAA), 1994) Runway Obstruction Study (1999) CAT III Tree Clearing Analysis (2000) The most comprehensive plan was the 1992 airport-wide study that focused on penetrations to the imaginary surfaces as defined by FAR Part 77. Numerous penetrations were noted at locations all around the airport by both natural and manmade obstructions. Since that study was prepared, RIAC has accomplished a significant amount of tree clearing. However, no consistent documentation has been kept to correlate the obstructions removed to the obstructions noted in the report. In addition, the survey data from this report is nearly 10 years old, therefore, vegetation that was not previously noted (because it was more than five feet below the Part 77 surface) may, in fact, be a penetration today. Chapter I Inventory I-27 June 15, 2001

28 The airport s obstruction chart was updated in This drawing shows the limits of the surfaces defined by FAR Part 77. The survey, conducted by NOAA in August 1994, identifies major obstructions within the outer limits of the Conical Surface. The profile sections of each runway end indicate numerous penetrations to each of the standard FAR Part 77 approach surfaces for each runway. Two studies have been conducted for specific project areas. The first study identified both natural and man-made obstructions off the departure end of Runway 34. This study looked at the obstructions that were most critical to the takeoff performance capabilities of commercial airlines. Numerous obstructions were noted, and a list is maintained by RIAC s Planning and Development Department indicating the current status of each obstruction. In general, the obstructions to the approach to Runway 16 include trees, utility poles, and some structures. The second study identified tree-clearing requirements along the east side of Runway 5R. This project was part of the airport s certification requirements to obtain CAT III ILS capability to Runway 5R. After the initial survey, the necessary tree clearing was performed to clear the transitional surface on the east side of Runway 5R. This study also identified additional trees that were within ten feet of the surface for monitoring and future removal if necessary. An updated aerial photogrammetry effort is being conducted to update all previous obstruction identification information. As soon as this information becomes available in late 2001, the results will be incorporated into the plan. Runway Data Summary Table I.5-3 shows a summary of the runway data discussed in this section. I.5.2 Passenger Terminal Facilities The terminal facilities encompass the terminal building, including its ticketing and bag claim areas, airline operations areas and offices, concession areas, security stations, RIAC administrative offices, concourses, and aircraft gates and hold rooms. In addition, this section describes the terminal facilities include the curb in front of the building, and the Terminal Loop Roadway serving the terminal. An enlarged view of the terminal facilities is provided in Exhibit I.5-3. Chapter I Inventory I-28 June 15, 2001

29 Table I.5-3 RUNWAY DATA T. F. Green Airport RUNWAY 5R-23L 5L-23R Length (feet) Width (feet) Surface Material 7, Asphalt 4, Concrete with Asphalt Overlay 6, Concrete with Asphalt Overlay Load Bearing Strength (pounds) Single Wheel Dual Wheel Dual Tandem Double Dual Tandem 102, , , ,000 33,000 N/A N/A N/A 102, , , ,000 Approach Aids ILS RVR NDB VOR/DME GPS VASI Approach Lighting Yes 1 Yes Yes Yes No No ALSF-II Yes No No Yes Yes Yes MALSR No No No No No Yes No No No No No No Yes No No No No Yes Yes Yes No Yes Yes No Yes Yes Yes MALSR Lighting HIRL None HIRL Marking Precision Visual Precision 1 CAT I and II ILS. Source: Jeppesen Sanderson, Inc., 2001 Chapter I Inventory I-29 June 15, 2001

30 Terminal and Gate Facilities The 15-gate Bruce Sundlun Terminal building was constructed in Due to the rapid growth in air passengers, a four-gate expansion was completed in The terminal is located approximately 600 feet west of Runway 5L-23R and consists of approximately 350,000 square feet of space on three levels. The first level includes space for public circulation, Federal Inspection Services (FIS), baggage claim, airline operations areas, and surface transportation facilities. The second level contains public circulation space, airline ticketing and administrative offices, security, concessions, and airport administration space. The third level contains the remainder of RIAC s administrative offices. The two existing passenger concourses, which contain additional concessions, gate, and hold room facilities, are extensions of the second level of the terminal building core. As shown on Exhibit I.5-4, the terminal has a total of 22 aircraft parking positions. In the spring of 2001, the last available airline gate was leased. This means that any new entrant airline, or expanded operations by an existing airline, will be required to gate share. Thus, the capacity of the new terminal needs to be further evaluated. To increase the efficiency of the terminal for short-term needs, construction will commence in the summer of 2001 to add a fourth floor for RIAC administrative offices. When completed in 2002, administrative space will be relocated from the second floor to make room for additional ticket counters to accommodate either existing or new airlines. Lastly, the terminal modification project will enhance the baggage area to relieve existing congestion that sometimes lengthens the time passengers spend waiting for arriving luggage. A departing passenger survey and a terminal observation survey were conducted in October of The survey was performed to establish baseline information on how the terminal functions are operating, and will be used in the analysis of future facility requirements later in the Master Plan. The results of these surveys are contained in Appendix A, Survey Results. Terminal Curb Frontage The upper and lower level roadways provide passenger access to the terminal curb frontage. The upper level roadway serves departing (enplaning) passengers. In front of the departures curb, the innermost lane is wider than the adjacent travel lanes to allow short-duration dwell while passengers off-load their luggage. There are four doors providing access from the enplaning curb to the ticketing lobby and ticket counters on the second floor of the terminal building. The lower level terminal curb serves arriving (deplaning) passengers. In front of the deplaning curb, there is one lane devoted to passenger pick-up, and two through-lanes. As with the upper-level curb, the inner-lane is wider than the adjacent lanes. Similar to the enplaning curb, auto traffic demand during peak periods is focused in front of the four doors of the terminal building in front of the deplaning curb. Chapter I Inventory I-30 June 15, 2001

31 A commercial vehicle roadway and curb are also provided on the lower level. Passengers must cross the travel lanes of the lower level (arrivals) roadway in order to access the commercial curb. Taxis, buses, shuttle buses, and other commercial vehicles can be accessed from this location. Terminal Loop Roadway There is a Terminal Loop Roadway that provides access to various points on and off the airport. The two-lane road encircles the hourly public parking lot, and then provides access to the Airport Connector (to I-95), as well as Post Road (Route 1), the long-term parking lot, and the Bruce Sundlun Terminal. The Terminal Loop Roadway will be discussed in more detail in the next section. I.5.3 Landside Facilities The inventory of landside facilities includes parking facilities, airport area roadway access and circulation, and airport roadway and facility users (such as rental car agencies, hotel and off-airport parking operators, buses, limousines, and others). The inventory of existing ground transportation conditions includes road network geometry, traffic volume data, pedestrian movement, and transit operations. RIAC, RIDOT, and the Rhode Island Public Transit Authority (RIPTA) were all contacted and contributed valuable data and resources for the development of this landside and ground transportation inventory. Airport Parking Convenience of parking facilities and ease of access for air passengers are important factors for airport customer service. At T. F. Green, various short-term and long-term public and private parking facilities have been constructed to accommodate passenger demand. Exhibit I.5-5 depicts the on-airport parking facilities that serve T. F. Green Airport. RIAC Public Parking The public parking supply has been increased in recent years in an attempt to keep pace with the rapid growth and popularity of travel from T. F. Green Airport. The on-airport RIAC Garage, valet garage, short-term lot, and long-term lot are all controlled by RIAC. The one exception is the privately owned and operated Red Beam Garage, located adjacent to airport property. Table I.5-4 shows the current number of spaces and occupancy rates for the on-airport RIAC operated parking facilities. Chapter I Inventory I-31 June 15, 2001

32 Table I.5-4 RIAC PUBLIC PARKING FACILITIES T. F. Green Airport Facility No. of Spaces Percent Utilization Dollar Rate RIAC Daily Garage 1, percent $17 per day Short-term Hourly Lot percent $2 first half hour, $1 each added half hour, 5 hours-plus is $30 Long-term/Overflow 4, percent $11 per day, $49 per week Valet Garage percent $22 per day, $110 per week Total 7, percent* *= Total percent utilized does not include Valet Garage. Source: RIAC Survey October Privately-Owned Public Parking Off-airport, privately owned, public parking facilities are located along Post Road (Route 1). These facilities include the Red Beam Garage, Thrifty, Pre-Flight, and Airport Valet. Table I.5-5 shows the total number of spaces and occupancy rates for each of these facilities. Table I.5-5 PRIVATELY-OWNED, PUBLIC PARKING FACILITIES T. F. Green Airport Facility No. of Spaces Percent Utilization Parking Rate Red Beam Garage 1, percent $17 per day Thrifty (Off Site) 1, percent $12.95 per day, $49.95 per week Pre-Flight (Off Site) percent $5 per day/$23 per week Airport Valet (Off Site) percent $13 per day, $45 per week Total 3, percent Source: RIAC Survey October 2000 Parking Surveys In April 1999, during the EA for the Warwick Intermodal Train Station, a license plate survey was conducted for the period April 1-15, 19, 23, 25, and 29 by New England Parking (NEP), the operators of the airport s parking facilities. License plates were observed from Massachusetts, Rhode Island, New Hampshire, Connecticut, and New Chapter I Inventory I-32 June 15, 2001

33 York. This information was converted into a map showing the locations of all the license plate information on a zip code map of the region. This survey was used to define the airport service area in the New England region. In November 2000, a similar survey was completed to determine the changes in service area that had taken place primarily in Massachusetts and Connecticut. A three-day survey of license plates was taken at all long-term parking facilities at 9:00 p.m. until completion each night. The results of this survey indicate that 60 percent of the traffic is from Massachusetts. Exhibit I.5-6 depicts a map created similar to the above survey to show license plate origins in Massachusetts. Communities with the highest usage of T. F. Green Airport on-airport parking were Boston, Worcester, Franklin, and Barnstable. The highest percentage of airport users in the April 1999 survey, completed by NEP, was from these cities but also included the Taunton/Attleboro region and Plymouth. It is important to note that the 1999 study included nearly a month s data, and therefore more detailed information is available than for the 2000 study. In March 2001, a parking occupancy survey was conducted to revise previous long-term off-site parking occupancy data at the following off-airport parking facilities: Airport Valet, Thrifty, Pre-Flight, Alamo, and the Senator Street Lot. The results of the survey indicate that these facilities are generally at 80 percent occupancy. This is higher than the 65 percent observed in the October 2000 survey completed by RIAC. In April of 2001, NEP conducted another parking survey. A 30-day survey of license plates was taken at the long-term lot, the short-term hourly lot, and the valet garage. Over 16,000 vehicles were surveyed from over 900 zip codes. Approximately 26 percent of the vehicles were from Rhode Island, 60 percent from Massachusetts, eight percent from Connecticut, and the remainder were from other states. Airport Access and Circulation An inventory of existing ground access and circulation in the airport vicinity was undertaken as part of this study. The study area extends north from the Main Avenue (Route 113)/Post Road (Route 1) intersection, to the Post Road (Route 1) and Airport Road intersection. Airport Road is included from Post Road (Route 1), east to the Hade Court/Etta Street intersection, northeast of the airport. All major signalized intersections along these corridors have been counted to develop baseline traffic volumes for the overall study. Post Road (Route 1) and the Airport Connector provide roadway access to the airport from I-95. Exhibit I.5-7 shows the extent of the study area. Major Roads Airport Connector is the major four-lane limited access highway that connects I-95 with T. F. Green Airport. Two travel lanes and a paved shoulder are provided in each direction. Two major interchanges are provided for access to the local street network before the connection into the airport terminal Jefferson Boulevard and Post Road (Route 1). Although full access is provided to and from Post Road (Route 1) and the Chapter I Inventory I-33 June 15, 2001

34 Airport Connector, access at Jefferson Boulevard is limited to westbound on-ramps and eastbound off-ramps. Traffic volume on the Airport Connector was the highest in the airport study area with a daily volume of 52,237 in Post Road (Route 1) is the primary four-lane north-south arterial roadway directly west of the airport terminal. A center two-way left-turn lane exists on the section adjacent to the airport. Access from Post Road (Route 1) to I-95 is provided via the Airport Connector. Several major intersections located along Post Road (Route 1) directly impact airport traffic. Airport Road, Coronado Road, the Airport Connector, the airport s south entrance, and Main Avenue (Route 113) are major intersections for traffic entering and exiting the airport. The average daily traffic (ADT) on Post Road (Route 1), between Coronado Road/Airport Exit and the Airport Connector was 31,481 in Airport Road is the main east-west arterial road north of and adjacent to airport property. This four-lane road provides access from Warwick Avenue (Hoxsie Four Corners), a north-south arterial that intersects with Post Road (Route 1) three miles north of the airport, as well as Route 117 two miles south of the airport. Land use along Airport Road is a mixture of airport and commercial use. To the east of the airport, there are residential and scattered commercial uses along Airport Road. Airport Road has two lanes in each direction with additional turn lanes at major intersections. The ADT on this road was 36,071 in Jefferson Boulevard, a major north-south arterial road to the west of Post Road (Route 1) and the Amtrak line, is located within the airport study area. Jefferson Boulevard extends from Post Road (Route 1) about two miles south of the airport to Route 37 to the north of the airport. The land use along this road is primarily industrial with limited residential. This four-lane arterial has two lanes in each direction with additional turn lanes at intersections. A partial interchange provides access to the Airport Connector westbound and from the Airport Connector eastbound. There are no off-ramps or on-ramps from Jefferson Boulevard to the Airport Connector eastbound. The ADT was 17,600 in RIDOT is committed to constructing improvements on Jefferson Boulevard within the next few years to accommodate traffic volumes projected with operation of the planned Warwick Intermodal Train Station. The two intersections at the Airport Connector on- and off-ramps will be signalized as part of the train station project. Jefferson Boulevard at Coronado Road will potentially have improvements through the construction of northbound and southbound left-turn lanes to separate turning movements. Main Avenue (Route 113) is a major four-lane east-west arterial roadway, which crosses the approach of Runway 5R, at the southern end of the study area. The Post Road (Route 1) interchange is signalized at both on- and off-ramps. The road has two lanes in each direction with additional turn lanes at intersections. The land use along Main Avenue (Route 113) is primarily airport property and residential land use. The ADT volume on this road was 30,742 in Chapter I Inventory I-34 June 15, 2001

35 RIDOT is scheduled to reconstruct the Main Avenue (Route 113) and Post Road (Route 1) interchange to improve traffic flow and safety in the area. According to RIDOT Road Design, the Main Avenue (Route 113)/Post Road (Route 1)/Greenwood Avenue Bridge project will begin construction in May This bridge replacement project will include new traffic signals at the on- and off-ramps, geometric improvements to improve sight distance, new island design, and landscaping. The Greenwood Avenue Bridge project will be completed in two construction phases. Phase 1 will complete 50 percent of the work by November 15, Phase 2 will finish all other work by October 15, There is a six-month period scheduled after these contracts for landscaping completion by May 15, Route 37 is a major four-lane limited-access highway that extends west from the terminus at the Post Road (Route 1) interchange, past I-95, to I-295. The interchange on Post Road (Route 1) is located a half-mile north of the airport terminal. The Route 37 interchange and highway links are outside the airport study area, but described here because of its connection to I-95, which provides one available ground access route for airport traffic destined for areas north of the airport. Complete turning movements are provided at both the I-95 and Post Road (Route 1) interchanges on Route 37. Traffic Count Data New traffic count data was collected in the airport study area in November of 2000, prior to the holiday season. Historic traffic count data was also collected for airport locations for the last three years. Data was collected from RIAC, RIDOT, and the city of Warwick. RIAC provided pertinent airport-related traffic count studies completed in recent years. RIDOT provided a list of 24-hour count locations, and turning movement counts around the airport. The city of Warwick provided transportation-related studies completed in the airport area during the last three years including traffic impact studies completed for some retail developments in the area. Exhibit I.5-8 shows the volumes in bar graph format for comparison. RIDOT conducted counts around the airport to support this study and their annual count program. RIDOT counts were conducted on the Airport Connector ramps into and out of the airport, the Airport Connector ramps at Post Road (Route 1), and at the Route 37 on- and off-ramps at Post Road (Route 1). These counts have not been factored to adjust for seasonal variations throughout the year. Major Intersections and Traffic Control Airport vehicle traffic affects intersections within the airport study area. These intersections move traffic into and out of the airport study area. Exhibit I.5-9 indicates the location of the intersections in relation to the airport terminal and planned train station. Chapter I Inventory I-35 June 15, 2001

36 Signalized Intersections Post Road (Route 1) at Airport Road: This intersection is a three-approach intersection with the westbound Airport Road approach having three lanes: a double left-turn lane and one right-turn lane. The northbound Post Road (Route 1) approach is two through lanes and one right-turn lane. The southbound approach is two through lanes, and a double left-turn lane. The intersection has a high peak hour traffic volume created by large retail businesses, Post Road (Route 1) through traffic, and airport business-related traffic. Post Road (Route 1) at Coronado Road and the Airport Exit: This intersection is a four-approach intersection with the westbound approach being a one way airport exit. The northbound Post Road (Route 1) approach is three lanes: two through lanes and one left-turn lane. The southbound approach is two lanes: one through lane and one right-turn lane. The eastbound Coronado Road approach includes two lanes: a left and a right-turn lane. The westbound approach from the airport contains three lanes: one left-turn lane, one through lane, and one channeled right-turn lane. Pedestrian actuation buttons are located at the crosswalks on Post Road (Route 1) at the northbound approach and Coronado Road at the eastbound approach. Post Road (Route 1) at Airport Connector Ramps: This intersection is interconnected to control movements at three intersections: Airport Connector off-ramp, Airport Connector on-ramp, and the Airport Entrance at Donald Avenue, which is 100 feet to the south of the Airport Connector off-ramp. The Airport Connector off-ramp splits at Post Road (Route 1) into two left-turn lanes and one right-turn lane. The Airport Connector onramp has a separated southbound right-turn acceleration lane and a northbound leftturn lane from Post Road (Route 1). The Airport Entrance is separated by traffic islands for northbound and southbound entry lanes. Post Road (Route 1) at Airport Entrance and Donald Avenue: This is a three-approach intersection interconnected with the Post Road (Route 1) and Airport Connector ramp intersections. Post Road (Route 1) northbound has two through lanes and one right-turn lane into the airport; Post Road (Route 1) southbound has two through lanes and one left-turn lane in the airport. Donald Avenue forms the eastbound approach with one shared lane for left and right turns. There is no westbound flow from the one way airport entrance. Jefferson Boulevard at Coronado Road/Kilvert Street: This is a four-approach intersection with Jefferson Boulevard being the north-south major arterial road. The northbound approach has two lanes: a through/left-turn lane, and a through/right-turn lane. It also has a channeled right-turn slot close to the intersection. The southbound approach has the same geometry, but no right-turn slot. The westbound Coronado Road approach forms two unmarked lanes that operate as a left/through lane, and a through/right-turn lane. The eastbound Kilvert Street approach has the same geometry. There are no crosswalks or pedestrian buttons at the approaches. Chapter I Inventory I-36 June 15, 2001

37 Airport Road at Delivery Entrance: This is a three-approach intersection with Airport Road being the major east-west arterial road. There are two lanes in each direction on Airport Road. Delivery Drive provides the only means of access for airport terminal deliveries, the airport s fuel farm facilities, and existing Hertz, Avis, and Budget rental car facilities (both inside and outside of the RIAC parking garage). Land use to the north of Airport Road at the intersection is commercial development. Airport Road at Hade Court at Etta Street: This four-approach intersection has two lanes in each direction on Airport Road. Hade Court forms the northbound approach and Etta Street the southbound approach in a single-lane configuration with loop detectors on all approaches. Right turns are restricted from 4:00 p.m. to 6:00 p.m. daily for eastbound traffic. Pedestrian actuation buttons are located on Hade Court to cross Airport Road. Land use on Hade Court and on Etta Street is single-family residential homes. Airport Road at Commerce Drive: This three-approach intersection on Airport Road serves the privately owned Airport Industrial Park to the north. There are three Airport Road lanes eastbound: one left-turn lane, and two through lanes. There are two lanes westbound: one through/right-turn lane, and one through lane. The southbound approach from Commerce Drive has separate left- and right-turn lanes. Airport Road at Airfield Maintenance Facility: This intersection is actuated for airport maintenance operations only. The airport maintenance facility, located north of Airport Road, actuates the signal when access is needed between the maintenance facility and runway/airport areas across the street on the main airport property. This occurs during deliveries, snow removal, and other pertinent activities requiring maintenance. During time-critical snow removal operations, this intersection severely constrains airport maintenance operations. Airport Road in this area has two lanes in each direction and high traffic volumes. These traffic volumes require that this traffic signal be maintained for safe access of airport personnel to the AOAs. Airport Road at Pedestrian Signal (Army National Guard): This is a push button pedestrian actuated signal that is only activated for pedestrian use. This signal allows pedestrians to cross Airport Road from the Army National Guard to access airside operations including airport hangars, general aviation aircraft parking, and other airport operations. Although the pedestrian button is not frequently actuated for crossing on Airport Road, the signal does provide for safe crossing conditions that would not exist without a traffic signal on this high volume road. Terminal Loop Roadway/Short- and Long-Term Parking/Terminal Loop Roadway On/Off-Ramps: This is a three-approach intersection within the airport terminal area that controls circulation from the Airport Connector, airport south entrance and longterm parking traffic, and the Terminal Loop Roadway. The single-lane northbound Airport Connector approach splits at the signal to the inner curb (arrivals area), commercial lane (bus drop-off/pickup), and the hourly parking lot. The westbound approach from long-term parking has two lanes, a left-turn lane to the Airport Connector, and a right-turn lane to the arrivals curb, hourly lot, and commercial lane. Chapter I Inventory I-37 June 15, 2001

38 The eastbound approach from the Terminal Loop Roadway has three lanes: a left-turn lane to hourly parking, to a commercial lane, and to an arrivals curb; a through lane to long-term parking and return to the departures level, and a right-turn lane to the Airport Connector. Stop Control Intersections (Unsignalized) Jefferson Boulevard at Airport Connector: This intersection is a half diamond partial interchange configuration. An off-ramp and on-ramp connect at Jefferson Boulevard to form the partial interchange. The eastbound off-ramp splits to form a left- and right-turn lane. The westbound on-ramp access has a right-turn acceleration lane from southbound Jefferson Boulevard and a northbound left-turn/through lane on Jefferson Boulevard. The land use in the area is commercial and industrial. As part of the RIDOT Warwick Intermodal Train Station project, these two intersections would be signalized to improve traffic flow. Proposed Road Network and Infrastructure by Others Several roadway improvements are planned by agencies other than RIAC. Roadway mitigation plans and other transportation and intermodal improvements associated with RIDOT s Warwick Intermodal Train Station include the following: Locating the railroad station away from the busy Post Road (Route 1) corridor to the Jefferson Boulevard corridor that has more roadway capacity An automatic people mover (APM) connection from the airport terminal The electrified train shuttle between Warwick and downtown Providence Installation of traffic signals at key locations Construction of added turn lanes at select key intersections The road network in the airport vicinity will undergo improvements in the future. Major improvements committed to in the Federal Highway Administration (FHWA)/RIDOT EA will be the installation of traffic signals on Jefferson Boulevard at the Airport Connector off-/on-ramp and geometric improvements to Jefferson Boulevard at Coronado Road. Both of these projects are part of the Warwick Intermodal Train Station development. A traffic signal may also be installed at the new train station driveway to manage exiting traffic onto Jefferson Boulevard. Other intermodal improvements include a proposed electrified train shuttle service from Warwick Intermodal Station to downtown Providence that will shuttle passengers to and from Providence. This may reduce the need for separate single vehicle trips from the airport to Providence. The shuttle would operate on a dedicated track east of the mainline tracks. Chapter I Inventory I-38 June 15, 2001

39 In addition to the above projects, the extension of Route 37 as a limited access highway from the Post Road interchange to a new interchange on Route 117, north of Spring Green Pond, has been considered by RIDOT since the 1960s. Multi-modal Circulation Vehicle Circulation Airport terminal ground traffic circulation has several access and egress points from the Airport Connector and Post Road (Route 1). The primary access/egress point is through the Airport Connector that ends inside the airport terminal at a signalized intersection. The Airport Connector eastbound provides access to the long-term parking lot, to the upper departures level, and to the lower arrivals level. Garage parking is accessed via both upper and lower levels. Access to the short-term parking lot and Budget, Avis, and Hertz (in the RIAC parking garage) is provided via the lower level. A commercial lane separated from the inner arrivals curb/lanes provides for drop-off/pickup by airport shuttle buses to the long-term parking lot, hotel courtesy vans, and intercity buses. The Terminal Loop Roadway provides access to the airport exit at Post Road (Route 1) and Coronado Road. The Terminal Loop Roadway then circles the short-term parking lot to a signalized intersection which provides access northbound to the short-term parking lot and bus lane/commercial lane pick up drop-off area. It also splits northbound back to the lower level front of the terminal. It continues eastbound to the long-term parking surface lot, and southbound onto the Airport Connector towards I-95. No access is provided from the Terminal Loop Road to the upper arrivals level; rather, vehicles must proceed through the signalized intersection southbound to gain access to the upper level departure curb. Pedestrian Circulation The primary location of airport terminal pedestrian traffic is at the terminal arrival level (lower) and departure level (upper) doors at the front of the terminal. There are two lower level crosswalks with stop signs and flashing red lights at the main terminal entrance/exit. These crosswalks connect over to the bus drop-off/pickup area and short-term parking lot. Vehicle traffic in front of the terminal must yield to pedestrian traffic at these two crosswalks. The following figure illustrates one of the two lower level crosswalks in front of the main terminal. Passengers arrive and depart via the long-term parking lot, short-term parking lot, van and car drop-offs, and parking garages. Chapter I Inventory I-39 June 15, 2001

40 Lower Level Terminal Crosswalk The long-term parking lot is located to the south of the terminal and provides shuttle bus service for passengers to and from the terminal. The short-term parking lot is located directly across from the terminal building. This lot provides for short-term visitors to meet or stay with passengers prior to their departure and to pick up arriving passengers. Overnight parking is located in the RIAC garage, Red Beam garage, and the long-term parking lot. These passengers have a five-minute walk to the terminal from the garages and ten-minutes from the long-term lot, or they can use the airport shuttle bus from long-term parking. Sidewalks are provided to the parking garages, long-term parking facilities, and to Post Road (Route 1) businesses. All sidewalks are in good condition and provide widths from 10 to 12 feet. These sidewalks do not conflict with the main vehicular traffic, and provide for safe pedestrian circulation around the terminal complex. Sidewalks are not provided around the Terminal Loop Roadway. Rental Car Operations Nine rental car companies operate at the T. F. Green Airport. Hertz, Budget, and Avis operate 160 ready spaces inside the main RIAC parking garage and the remaining companies operate along Post Road (Route 1). Hertz, Budget, and Avis currently comprise 50 percent of the market share. Alamo, Thrifty, Dollar, Enterprise, National, and Payless provide patrons with shuttle bus service to their satellite facilities. A major component of the planned Warwick Intermodal Train Station would be the consolidation of all rental car facilities for the airport into the proposed train station parking garage. All on-airport and off-airport rental car facilities would be relocated into the Warwick Intermodal Train Station garage. This consolidation of rental car facilities would help reduce traffic volumes on Post Road (Route 1) which are partially attributable to shuttle van operations and the movement of rental cars for fueling, Chapter I Inventory I-40 June 15, 2001

41 washing, maintenance, storage, and pick up by customers. Use of the APM would eliminate the need for rental car shuttle buses. Fueling, washing, and vehicle storage would also be conducted at the consolidated facility. Access to and from I-95 would be via Jefferson Boulevard, an underutilized arterial roadway, to the Airport Connector. As previously indicated, signal improvements would increase the level of service at key Jefferson Boulevard intersections. Other Airport Ground Transportation Opportunities Intermodal connections exist at the airport to downtown Providence and Boston via bus service. The Terminal Loop Roadway splits at the internal signalized intersection to a commercial vehicle lane that accommodates RIPTA bus service, Bonanza intercity bus, rental car shuttle bus, and courtesy vehicles. The figure on the next page depicts the commercial vehicle lane on the lower roadway level of the main terminal. RIPTA Scheduled Bus Service RIPTA operates two bus routes to T. F. Green Airport on the hour from Kennedy Plaza in downtown Providence. These bus routes are known as the Airport/East Greenwich line (Route 12) and Providence/University of Rhode Island (URI) line (Route 66). The routes are described below. Transit - Intermodal Drop-off/Pickup Chapter I Inventory I-41 June 15, 2001

42 Route 12 - Providence to East Greenwich: T. F. Green Airport is the fourth of nine stops inbound from East Greenwich and the sixth stop outbound from Providence. The inbound trip on weekdays takes between 18 and 21 minutes to complete. During the week, 20 inbound and outbound trips are completed. On Saturdays the trip is between 15 and 21 minutes. The outbound trip on weekdays and Saturday takes approximately 37 minutes to complete from the stop at Weybosset and Eddy to the airport. On Saturday, 14 inbound trips and 12 outbound trips are scheduled. No Sunday or holiday service is scheduled. RIPTA Bus Route 12 Chapter I Inventory I-42 June 15, 2001

43 Route 66 - Providence to URI: T. F. Green Airport is the seventh of eight stops inbound from American Power Conversion and URI and the first stop outbound from downtown Providence. The inbound route stops at the airport four times daily during the week (9:05 a.m., 10:45 a.m., 12:15 p.m., and 6:40 p.m.) with an average travel time of 58 minutes from URI. On Saturdays, Sundays, and holidays four scheduled inbound trips stop at the airport with an average travel time of 55 minutes. Outbound service from Providence includes five stops at the airport daily during the week (10:35 a.m., 12:30 p.m., 2:00 p.m., 6:25 p.m., and 8:00 p.m.). On Saturdays, Sundays, and holidays four outbound trips are scheduled from Providence to the airport. The travel time from Providence to the airport is 15 minutes. Fares throughout Rhode Island are $1.50 (one-way). RIPTA Bus Route 66 Chapter I Inventory I-43 June 15, 2001

44 Bonanza Bonanza Bus Lines is owned by Coach USA but is still operating under Bonanza. Over 99 percent of Bonanza service at the airport is scheduled service; some trips are generated by the airlines for diversion of flights to other airports. Service is provided from the airport to locations throughout New England and New York via its Providence bus station at Exit 25 on I-95. Bonanza leases one curbfront space on the arrivals level at the airport terminal. Dwell time at the curb is five minutes in the AM peak (before 9:00 a.m.), 20 minutes midday (between 9:00 a.m. and 2:20 p.m.), 30 minutes in the PM peak (3:00 p.m. to 8:00 p.m.), and 20 minutes in the evenings (after 8:00 p.m.). Departures are hourly (currently 7:50 a.m., hourly from 9:00 a.m. to 9:00 p.m., and 10:30 p.m.) on No. 2045, with service between the airport and South Station, Boston with stops at Kennedy Plaza, the bus station at Exit 25 on I-95 in Providence, and Foxboro, Massachusetts. Bonanza has 15 trips from the airport to South Station (with stops in Providence) and 17 trips from South Station (with stops in Providence) to the airport daily. No is the only Bonanza route with service to T. F. Green Airport. Connections to other Bonanza routes are made via the Providence bus station or at Boston s South Station. South Station is the dominant destination for T. F. Green Airport passengers. Bonanza typically carries 100 passengers per day to and from the airport, with a peak of 300 passengers during the holidays. Southwest Airlines has generated much of the ridership, although other carriers are served as well. Service to Providence is discouraged; people wanting to go to downtown Providence are encouraged to either take a cab/van or the RIPTA bus. Fare to Providence is $10 (one-way). Cozy Cab, Inc. Cozy Cab, Inc. offers hourly fixed-route shuttle service between Newport hotels and T. F. Green Airport according to their Vice President, Peter Miller. A maximum of 33 trips are scheduled daily to and from Newport, 365 days per year (the schedule varies in off-peak months, due to the high percentage of tourism-based trips). Service is provided on the hour from the far north end of the commercial lane on the arrivals level to the Newport Gateway Center, hotels (Viking, Marriott, Newport Harbor Hotel, and the Hyatt), and various locations within the Navy base. Fare is $15 one-way and service is very seasonal. Approximately 60 to 70 percent are tourists and 10 percent are Navy personnel on a government rate. Cozy has nine 15-passenger vans. Although they operate a range of transportation options out of the Newport office at 129 Connell Highway (24-hour taxi service, Towncars & Cadillac s, van charter service, unmarked sedans, private tours, rental cars, courier services, transport and coordinating), only fixed-route shuttle service is provided at the airport. Chapter I Inventory I-44 June 15, 2001

45 Airport Taxi Airport Taxi operates 31 cabs under its four-year contract with RIAC. Service is provided from the commercial curb lane at the terminal. The contract enables one cab to wait at curbside with up to 35 taxicab staging spaces at the cargo area, south of the terminal. Although service is provided anywhere from the airport, service going into the airport is limited to Warwick for Airport Taxi. Taxis average 200 trips from the airport per week. In 2000, 2.2 million miles were tracked. According to industry standards for an origin and destination airport, an average of 1.25 passengers per cab trip may be expected. Aero-Airport Limousine Service, Inc. Aero-Airport Limousine Service, Inc. operates six 15-passenger vans under its four-year contract with RIAC. Shuttle vans provide fixed-route service to Providence hourly, on the hour, with stops at Providence hotels including the Biltmore, Marriott, Marriott Courtyard, Westin (including Convention Center, Providence Place), Amtrak station, and Brown University and Rhode Island School of Design (RISD). The one-way fare is $9 per person. Vans operate from 5:00 a.m. to 11:00 p.m. with two vans usually in operation. Service to the Amtrak station in Providence is weather-based; few make that stop on a daily basis. Ridership information was not available although heavy ridership is based on school schedules, convention schedules, and weather (to Amtrak). Under their current contract, one van is permitted to wait curbside within the commercial lane. There are seven parking spaces available for staging of off-duty passenger vans in the cargo area, south of the terminal. Coach USA Coach USA is owned by Stagecoach Holdings PLC, international operators of airports, airlines, railroads, and bus service. Coach USA has no contract with RIAC but according to sources at Coach USA, they provide private group charter buses. The buses only travel to T. F. Green when hired by a group for delivery or pickup. Pawtuxet Valley Bus Lines, owned by Coach USA, is the primary carrier for charter service and diversion service to the airport. MBTA and Amtrak - Proposed Warwick Intermodal Station and Garage Currently, there is no rail service to the airport; however, the Amtrak Northeast Corridor Rail Line travels through the area 1,570 feet to the west. This rail line provides service throughout the northeast and at Rhode Island stations in Providence, Westerly, and Kingston. Future rail service is proposed from Warwick via the new Warwick Intermodal Train Station, which is to be located at the southeast corner of Jefferson Boulevard and Coronado Road. An APM connecting the airport terminal and the train station will assure convenient access. The station will provide connecting rail service to Boston Chapter I Inventory I-45 June 15, 2001

46 and New York via Massachusetts Bay Transportation Authority (MBTA) Commuter Rail and Amtrak. Design and engineering are currently underway for the station; projected opening day for the station is December 31, With completion of the Warwick Intermodal Train Station, the MBTA has agreed to extend commuter rail service south from its current terminus at Union Station in Providence. Service to the proposed station will augment current Amtrak train service to Union Station in Providence, Kingston Station, and Westerly Station. A schedule of service at the new Warwick station has not yet been developed, but will include peak hour service for both Amtrak and MBTA service to Providence and Boston. Automated People Mover An APM or horizontal elevator is planned to transport passengers from the T. F. Green Airport terminal to the planned Warwick Intermodal Train Station on Jefferson Boulevard. The APM may extend from the third level of the Bruce Sundlun Terminal and span the upper departure level, cross the hourly parking lot and Post Road (Route 1), and run along Fresno Road to the proposed Amtrak station/rental car garage lobby. On-demand service would be provided for intermodal (bus, rail) passenger, and rental car customers. Passengers will then be able to chose from several different modes to continue their trip. Rail service, bus service, rental car operations, and taxi service are currently planned to operate from this facility. I.5.4 Support Facilities This section describes the existing support facilities at the airport. Exhibit I.5-10 graphically depicts the location of the support facilities. Fuel Farm The central fuel farm was installed by RIAC in 1997 and is located on the airport s service entrance access road (Delivery Drive), north of the terminal building, and immediately east of the old fuel farm site. The fuel farm consists of above ground storage tanks. These tanks replaced the former underground fuel tanks that existed on the same site. This current facility is comprised of four major components: The access drive Control shack Truck bays for loading/off-loading Fuel storage tanks Chapter I Inventory I-46 June 15, 2001

47 Access Drive The access drive provides the entrance to the fuel farm from the airport s Delivery Drive. Tanker trucks delivering fuel must use the drive to pass through an airport security gate, and drive north around the facility in order to access the truck bays for the unloading of aircraft fuel. Aircraft refueling trucks also utilize the drive to access the truck bays to load aircraft fuel and then use the drive to return airside. Control Shack The 135-square foot fuel farm control shack is located immediately northwest of the truck bays. It contains all of the control and metering equipment and gauges for the fuel farm. Truck Bays There are two covered truck bays available for loading and unloading of aircraft fuel. Each bay has its own pumps for fueling operations, and each has a drainage system to collect and process any fuel spillage through an oil-water separator and charcoal filtration system. Both bays are also serviced by an overall fire-suppression system. Fuel Tanks The fuel farm currently has five 50,000-gallon fuel tanks used for the storage of Jet-A aircraft fuel, one 10,000-gallon fuel tank used for the storage of 100LL aircraft fuel, and one 10,000-gallon fuel tank used for the storage of Mogas, or standard automobile gasoline. Located immediately east of the truck bays, the fuel tanks are surrounded by an 18-inch dike that is capable of containing a complete failure of one of the 50,000-gallon tanks, plus ten percent. There is no room within the existing diked area for additional tanks. A dispenser for the Mogas is located just north of the tanks, outside of the diked area. There is also a new 10,000-gallon diesel tank located west of the truck bays for refueling of airport vehicles. An FBO, Northstar Aviation, Inc., conducts fueling operations for all aircraft as well as fuel farm management. As noted by Northstar, each airline purchases their own fuel and has it delivered to the airport s fuel farm on a regular basis. Since the airport maintains a joint-use fuel farm facility, each airline s fuel is co-mingled with other fuel. Northstar receives the fuel, tracks its balance quantity, and delivers it to the airline s aircraft on demand. For this service, and for maintaining trucks and other facilities, Northstar is paid a handling fee. To meet the commercial airlines Jet-A fuel service demands, Northstar maintains four 5,000-gallon and three 10,000-gallon aircraft fuel trucks. Chapter I Inventory I-47 June 15, 2001

48 Belly Cargo & Ground Support Equipment (GSE) GSE Maintenance/Belly Cargo Facility Airline ground support equipment (GSE) maintenance and air cargo (belly freight only) operations at T. F. Green Airport occupy an existing 18,000-square foot (300 feet x 60 feet) metal-sided, prefabricated building located south of the Bruce Sundlun Terminal building. The facility is secured from AOA access. Outdoor parking and storage space exists on the airside, and a landside paved truck yard (approximately 36,700 square feet) is reserved both for shipping operations and for taxicab queuing. A covered lavatory dump station is located inside a lean-to on the south face of the GSE/Cargo building, along with a buried holding tank. The building is made up of twelve 24-foot wide bays, that are currently 12 subdivided from north to south as follows: US Airways Aircraft/GSE Maintenance Delta Air Lines GSE Maintenance (ATI) Delta Air Lines Cargo United Airlines Cargo US Airways Cargo (Quantum) Northstar GSE Maintenance The fenced-in area on the airside (approximately 50,000 square feet) is partially paved. Numerous pieces of in-service GSE are parked in the paved area. Off-season storage of de-icing trucks, and permanent and semi-permanent glycol storage tanks occupy about half of the paved area. There are currently plans to relocate all glycol storage tanks to an area directly south and adjacent to the existing fuel farm. Unpaved areas are occupied by inactive GSE and bulk parts. GSE Maintenance Operations US Airways, Federal Express, UPS, Northstar Aviation, and ADS Aviation Maintenance, Inc. currently conduct GSE maintenance. US Airways provides their own GSE maintenance at the GSE Maintenance/Belly Cargo facility. Northstar Aviation provides GSE maintenance services for United and Northwest in the GSE Maintenance/Belly Cargo facility. Federal Express and UPS provide their own GSE maintenance on the Northwest Ramp. ADS Aviation Maintenance, Inc. provides these services for all other airlines in Hangar #1 on the Northwest Ramp. 12 As of May 24, Chapter I Inventory I-48 June 15, 2001

49 GSE Storage Operations GSE is currently stored at various locations around the airport depending on proximity to use, time of year, and availability of storage space. Most GSE is located at one of the following locations: GSE Maintenance/Belly Cargo Building Terminal Apron Fuel Farm Northwest Ramp (cargo & general aviation) USPS Facility This processing facility is used for minor sort operations of inbound mail shipped in the belly cargo holds of commercial aircraft. It is comprised of a metal sided, prefabricated, 2,400-square foot building located adjacent to, and southwest of, the GSE Maintenance/Belly Cargo building and next to the Taxiway T hold apron. Additionally, it utilizes approximately 8,400 square feet of the surrounding apron for storage of mail handling bins, and shipping/receiving operations. Aircraft Maintenance Operations The only airline that currently has mechanics on site and conducts scheduled aircraft maintenance at T. F. Green Airport is US Airways. Maintenance operations are conducted at the terminal gate, while parts and shop activities are housed in the GSE Maintenance/Belly Cargo Building. ADS Aviation Maintenance Inc. typically handles non-scheduled maintenance operations for all other airlines, including cargo carriers. Maintenance operations are conducted at the terminal gate for commercial passenger airlines, while cargo airlines are serviced on the Northwest Ramp. Parts and shop activities are housed in the ADS facility in Hangar #2 on the Northeast Ramp. Aircraft Deicing Operations Aircraft deicing at T. F. Green Airport typically occurs immediately following the push back of an aircraft from the terminal gate prior to departure. Occasionally, aircraft must also deice immediately prior to takeoff in the vicinity of the runway in use at the time. While there is currently no existing, centralized glycol 13 storage facility at T. F. Green Airport, all storage tanks are located at or near either the airside ramp of the GSE Maintenance/Belly Cargo Facility, or the fuel farm. There are a total of 13 Fluid used to deice aircraft. Chapter I Inventory I-49 June 15, 2001

50 14 semi-stationary Type I glycol storage tanks, as well as at least 13 portable Type IV tanks being used by a total of eight separate glycol operators as of August Individual tank shapes, sizes, ages, conditions, and containment properties vary widely. RIAC is in the process of implementing a state-of-the-art glycol waste management program. The program is being designed to sweep or vacuum up as much as 35 percent of all used glycol product (prior to it entering the storm drainage system) and then collect and recycle as much of the remaining product as is feasible. Currently, used glycol is vacuumed up by specialty vehicles (V-Quip), stored in temporary holding tanks, and ultimately sent off-site for recycling. Airfield Maintenance/Snow Removal Equipment (SRE) The Airfield Maintenance/snow removal equipment (SRE) facilities are located offairport on a 5.5-acre site north of Airport Road and are comprised of four buildings: Administration Building Sand Storage Shed Equipment Storage Dome Maintenance Garage The Administration Building (4,100 square feet) is a stone-sided, single-story, former state police maintenance garage that now houses: Airfield Maintenance Administration Offices Records Storage Field Electrical Storage/Shop Personnel Dormitory Personnel Support Facilities (bathrooms/kitchen) The Sand Storage Shed (1,100 square feet) is a heated facility for the storage of aviation grade sand for spreading during snow events, and has been recently rebuilt. Additionally, approximately 11,000 square feet in front of and next to the shed is also required for sand loading and unloading operations. The distinctive, aluminum Equipment Storage Dome (13,900 square feet) currently houses numerous pieces of vehicular equipment and support attachments, as well as storage for bulk materials, such as sweeper brooms. The largest pieces of equipment (i.e. sweepers, blowers) are precluded from being located under the dome because of size constraints. Chapter I Inventory I-50 June 15, 2001

51 Connected to the dome to the west is the Maintenance Garage (4,900 square feet), which services all airport field maintenance/sre and ARFF vehicles. The garage currently contains: Garage Administrative Office Parts Storage Machine Shop Paint Bay Four Service Bays (including service pit) Small Equipment Storage Personnel Support Facilities (bathrooms/kitchen/lockers) The remainder of the site, about half of which is paved, is utilized for the following: Large Equipment Storage Large Attachment Storage Miscellaneous Bulk Storage Rhode Island State Gas/Diesel Station Access/Operations Employee Parking Most airfield maintenance equipment, SRE, and ARFF maintenance equipment is located at the off-airport site north of Airport Road. In addition, several pieces of SRE are also currently located in the old fire station on the Northwest Ramp. With respect to FAA Advisory Circular 150/ A, Airport Winter Safety and Operations, paragraph 16 and paragraph 17, the Priority 1 clearance areas (those areas that are required to be cleared of up to one inch of snow within a half-hour period) for T. F. Green Airport are as follows: Runway 5R-23L Taxiways to Runway 5R ( T, D, S ) Taxiways to Runway 23L ( T, N, M, A ) Taxiways to Commercial Ramp ( T, F, N ) 50 percent of the commercial service ramp and associated ramp movement areas ARFF access route The total size of the Priority 1 clearance areas is approximately 2.8 million square feet. Chapter I Inventory I-51 June 15, 2001

52 Northeast and Northwest Ramp Facilities The area described as the Northwest Ramp is located on the north side of the airport just to the south of Airport Road. On the airfield side, the Northwest Ramp is located between the threshold of Runway 16 on the west and Taxiway "B" on the east. The Northeast Ramp is just east of the Northwest Ramp and its eastern boundary is Taxiway A. Existing facilities on the Northeast and Northwest Ramps and their uses are described in Table I.5-6 (listed west to east). The Northwest and Northeast Ramps contain a variety of airport support operations and their associated facilities, including all corporate, general aviation, and FBO operations; all cargo handling, sort, and parking operations; and airport operations offices and other support facilities. This area accommodates 25 small aircraft tie-down spots owned by RIAC and 10 tie-down spots utilized by Northstar Aviation. There are also several spots available for transient aircraft parking around the Northstar Hangar. All air cargo operations are conducted in this area (with the exception of belly cargo). Specifically, Federal Express, UPS, and Airborne Express all utilize Hangar #2, and the apron located north of Taxiway N and between Taxiways B and M, for their freight processing operations. The apron is also utilized by all three airlines for aircraft parking throughout the day, as well as for GSE storage. Aircraft Rescue and Firefighting (ARFF) T. F. Green Airport operates as an air carrier facility under certification by the U.S. Department of Transportation (DOT). The Code of Federal Regulations (CFR) 14, Part 139, governs the operations of airports serving DOT-certified air carriers using aircraft with greater than 30 seats. Within these regulations, specific requirements for the operation of ARFF equipment and service have been established. In addition, the airport is required to maintain and update an FAA-approved Airport Certification Manual, which outlines operational procedures and personnel responsibilities, for the safe operation of the airport. The 12,000-square foot ARFF facility is located northeast of the intersection of Runways 34 and 23L at T. F. Green Airport. Built in 1990, the facility consists of a centered, two-story crew and operations facility, flanked on either side by three vehicle storage bays. The center operations area is comprised of the following: Administrative offices (four) Operations office Crew kitchen Crew dormitory Chapter I Inventory I-52 June 15, 2001

53 Table I.5-6 NORTHEAST AND NORTHWEST RAMP FACILITIES T. F. Green Airport Name Hangar # 1 (54,000 square feet +/-) Fleet Hangar (11,000 square feet +/-) City of Warwick Fire Station (Decommissioned) (8,800 square feet +/-) Old Terminal Building (2,900 square feet +/-) Quality Aviation Hangar (12,800 square feet +/-) Textron # 2 Hangar (10,500 square feet +/-) CVS Hangar (8,300 square feet +/-) Textron # 1 Hangar (10,300 square feet +/-) Northstar Aviation (15,200 square feet +/-) Hangar # 2 (49,700 square feet +/-) Hangar # 3 (7,500 square feet +/-) Use and Aircraft Storage 1. Horizon Aviation Inc.- Flight training, Rentals, Scenic tours 2. P T Aero Service Inc. Aircraft maintenance 3. Aircraft storage Main hangar 4. Corporate Air Charter Inc. Charter service 5. Civil Air Patrol 1. Fleet Bank Corporate flight department 2. Richmor Aviation Aircraft maintenance for Fleet 1. Airfield maintenance equipment storage 2. Airport electrical vault Airport operations offices Helicopter sales & storage 1. Transient aircraft storage 2. Textron crews for aircraft it sells. CVS Corporate flight department Textron Corporate flight department FBO offices and aircraft storage 1. ADS Aviation Maintenance, Inc. 2. Airborne Express 3. Federal Express 4. UPS hangar, office and storage space 5. Airport weather services 1. RIAC aeronautics inspection offices 2. State aircraft/helicopter storage Chapter I Inventory I-53 June 15, 2001

54 Men s locker room (sized for 18 employees) / bathroom Women s bathroom Crew training room Crew exercise / weight training room (required per ARFF regulations) Storage room Flight Kitchens There are no flight kitchens/galley services located on T. F. Green Airport property. These services (i.e. meal/snack preparation for commercial passengers and flight crews, as well as general catering) are currently provided to most of the airlines and the airport by Galley Services Providence Incorporated, which is located in a rear, ground floor section of the shopping plaza on the corner of Post and Airport Road. From this location, Galley Services has direct access to Delivery Drive, and thereafter to the airfield via Airport Gate 1, north of the terminal building. They currently provide all meal services for US Airways, American Airlines, Air Ontario, United Airlines, Federal Express, UPS, charter flights (sports/vacation), as well as on-call catering for Northstar and other general aviation operators. They currently have four delivery vans. Emery's Catering Service is a local, general caterer that provides the meal services for Delta Air Lines. They are located on West Shore Road in Warwick, Rhode Island. Airlines that do not require regular meal services at T. F. Green Airport, such as Northwest Airlines, have those services provided to them at other airports. I.5.5 Energy Systems Heating and cooling for the main terminal building (352,000 square feet of space on three levels) is provided from a mechanical plant that is attached to the front of the terminal building, near the loading dock area. Heating is provided via a low temperature (180 degree) hot water system. The airport has two Cleaver Brooks boilers with a capacity of 300 boiler horsepower (bhp) each. The boilers run on gas only, with no dual-fuel capacity. There are two centrifugal chillers, with a capacity of 600 tons each. There are also three Marley cooling towers. There is currently no cogeneration of power at the airport. (Cogeneration is a technology which makes power and captures wasted heat to make steam for heating. It is frequently used in heating plants to improve the efficiency of the overall energy operation.) It is the airport s current operating philosophy to maintain one backup boiler and one backup chiller unit. Under current peak conditions, approximately 40 percent of total heating capacity and 50 percent of total chilling capacity is available, so any major addition to terminal space in the future will require the addition of new boiler and chiller equipment in order to maintain adequate backup units. Very little space is available in the existing plant to add more equipment. Chapter I Inventory I-54 June 15, 2001

55 Thermal distribution systems run from the plant in a loop through the terminal. The existing systems are at capacity. Any major terminal space addition would require a rework of the thermal distribution systems, or construction of a separate plant and distribution loop to serve the new space. Emergency power generators for life safety systems (such as exit signs and fire protection systems) are located in a separate room in the plant. Two 600 kilowatt generators have about 60 percent more capacity than is currently needed and could accommodate some additional loads. Ground power is provided for aircraft at all gates. Preconditioned air is provided by individual airlines via stand-alone units at all gates, and is not provided from the airport s thermal systems. There are currently no charging stations for GSE. I.5.6 Drainage and Utilities Drainage In 1987, the firm of Hoyle, Tanner & Associates presented a Drainage Master Plan for T. F. Green Airport. The plan consisted of a compilation of drainage infrastructure as-builts. In order to reflect the current status of the drainage system infrastructure at T. F. Green, a Drainage Master Plan Update is currently being prepared. Information will be provided as it becomes available. Utilities There are buried utility systems that are owned and maintained by the airport while some are owned and maintained by utility companies or airport tenants. The airport does not maintain a composite atlas of buried systems, but refers to construction as-built drawings as needed. Table I.5-7 describes the existing buried utilities at the airport. I.6 CURRENT CAPITAL IMPROVEMENT PROGRAM (CIP) FUNDING I.6.1 Current Five-Year CIP/Sources of Funds Following the opening of the new terminal building at T. F. Green Airport in September 1996, RIAC has continued to plan and implement various airport capital projects in order to keep up with significant increases in passenger demand and other infrastructure needs. RIAC s current five-year CIP (as of June 2001), which covers Fiscal Year (FY) 2002 through FY 2006, includes $1.7 million in planning projects, $11.7 million in noise mitigation, $1.2 million in easements/obstruction removal, $4.4 million in airfield pavement rehabilitation/new pavement projects, $26.7 million in terminal area/building and landside improvements, $7.7 million in environmental compliance projects, and $0.8 million in miscellaneous projects. Chapter I Inventory I-55 June 15, 2001

56 Table I.5-7 BURIED UTILITIES T. F. Green Airport System Storm Sewer mains and service lines Sanitary sewer mains and service lines Aircraft lavatory service facility (Triturator) Water mains and service lines Fire Hydrants Gas mains Gas service lines Communications-Telephone duct bank Communications- FAA lines and ductbank Communications- telephone company lines Communications-[other vendor] lines Electrical - high voltage systems and transformer bank Electrical low-voltage ductbank and cable Outdoor Lighting-Roadway Outdoor Lighting-Apron Aircraft Fueling-piping and pumping, hydrant systems, tanks Aircraft gate utilities Owner Airport Airport system connects to City of Warwick system at property line Separate facility in cargo building, connects to sanitary sewer Airport system connects to City of Warwick system at property line Airport Providence Gas, up to the meter Airport, after the meter Mixed ownership FAA Verizon/Lucent Airlines and some tenants lease lines from vendors Narragansett Electric Airport Airport Airport Owned by Airport/Managed by Northstar Airlines supply all PCA, ground power supplied by Airport Chapter I Inventory I-56 June 15, 2001

57 In the FY 1997 to FY 2001 timeframe (the most recent five-year period), an estimated $183.5 million was available for use on required capital projects. Sources of funds have included the following: Federal entitlement grants Federal discretionary grants Federal noise grants State funds RIAC funds Passenger facility charge (PFC) pay-as-you-go funds Airport revenue bond proceeds Exhibit I.6-1 and Table I.6-1 reflect the amounts of specific sources of funds that were available during FY 1997 to FY T. F. Green Airport projects either completed or started in the FY 1997 to FY 2001 period include: Construction of new parking garage Noise mitigation and land acquisition Rehabilitation of Runway 5R-23L New airfield maintenance facilities Four-gate terminal building expansion Northwest Ramp rehabilitation Deicing improvements Miscellaneous projects I.6.2 Historical Airline Payments Per Enplaned Passenger A primary goal of airport management is to provide a reasonable cost of doing business to the airport users, including the airlines. This can be accomplished by maintaining a realistic and financially feasible operating budget environment, as well as a prudent capital program. These parameters can be monitored through the airport s actual rates and charges to the airlines and reported as cost per enplaned passenger. Prior to the opening of the new terminal building at T. F. Green Airport, the total cost per enplaned passenger ranged from $1.71 to $1.88 in FY 1994 to FY Following the opening of the new terminal building, the total cost per enplaned passenger increased to $4.10 in the first full FY of operation (FY 1998) as a result of increased operating Chapter I Inventory I-57 June 15, 2001

58 Table I.6-1 ESTIMATED HISTORICAL AVAILABLE SOURCES OF FUNDS (FY 1997-FY 2001) T. F. Green Airport Funding Source FY 1997 FY 2001 (Last 5 Fiscal Years) Federal Funds Federal entitlement grants 1 $ 9,580,000 Federal discretionary grants 2 41,470,000 Total Federal Funds 51,050,000 State funds 3 5,450,000 RIAC funds (available for pay-as-you-go capital project costs) 4 17,036,000 Other funds 1,250,000 Available PFC revenues for pay-as-you-go use 5 13,917,000 Airport Revenue Bond proceeds Series 1998 Airline revenue-supported (MI-approved) 11,500,000 PFC-supported 0 RIAC-supported 40,896,000 Total Series ,396,000 Series 2000 Airline revenue-supported (MI-approved) 17,254,000 PFC-supported 10,350,000 RIAC-supported 14,816,000 Total Series ,420,000 Total Airport Revenue Bond proceeds 94,816,000 GRAND TOTAL $183,519,000 Notes: Fiscal Years Ending June All amounts estimated as received or available during FY 1997 FY 2001, but not actually spent within that same time period. Based on actual enplaned passengers and the entitlement formula. Includes noise grants. A portion of these funds were used for an underground storage tank removal project. Based on estimated deposits to Capital Projects Account from feasibility studies for Series 1998 and Series 2000 Bonds. FY 1997 deposit assumed to be $0. PFC collections received during this period that were not committed to pay PFC debt service. Not necessarily equal to pay-as-you-go amounts spend during this period. Source: FY Table Chapter I Inventory I-58 June 15, 2001

59 and debt service costs associated with the new terminal building. Since FY 1998, the total cost per enplaned passenger has decreased to $3.79 in FY 1999 and to $3.58 in FY (See Exhibit I.6-2). Between FY 1994 and FY 2001, the average cost per enplaned passenger has ranged between 1.0 percent and 3.2 percent of estimated average one-way fares at T. F. Green Airport. Industry-wide, a range of four percent to six percent is generally considered to be reasonable by the airlines. I.7 Airport Environmental Conditions This section provides a preliminary overview of the physical environmental conditions at T. F. Green Airport and its vicinity. This is a preliminary discussion of currently available data and is not meant to be viewed as a complete Affected Environment chapter of the EIS nor a comprehensive discourse on environmental conditions. This information is meant to help the master planners recognize the environmental constraints during the master plan process. Investigation of the environmental conditions is ongoing and the Affected Environmental chapter will provide complete and confirmed data on environmental conditions at the airport. The National Environmental Policy Act of 1969 (NEPA) established 21 areas of potential environmental impact that are required to be evaluated as part of any airport development proposal requiring a Federal Action. One example of a Federal Action is a request for approval of an Airport Layout Plan (ALP), such as what will be produced as a result of this master planning effort. Specific information on how airports fulfill the requirements of the NEPA can be found in the FAA Order A or FAA Order D. The 21 categories of environmental consideration for a Federal Action include: Noise Compatible Land Use Social Impacts (Environmental Justice) Induced Socioeconomic Impacts Air Quality Water Quality 49 USC Section 303(c) Properties 14 (Public Parks and Recreation) Historic, Architectural, Archaeological and Cultural Resources Biotic Communities Endangered and Threatened Species of Flora and Fauna Wetlands USC, Subtitle I, Section 303(c) was recodified from Department of Transportation Act of 1966, Section 4(f). Chapter I Inventory I-59 June 15, 2001

60 Floodplains Coastal Zone Management and Coastal Barriers Wild and Scenic Rivers Farmland Energy Supply and Natural Resources Light Emissions Solid Wastes Construction Impacts Surface Transportation Hazardous Materials Specific categories that require routine and ongoing evaluation of potential conditions include the categories of Noise; Compatible Land Use, Air Quality; Water Quality; Section 303(c) Resources, Historic, Architectural, Archaeological and Cultural Resources; Threatened and Endangered Species; Wetlands; Floodplains; Farmland; Solid Wastes; and Hazardous Materials. It is these categories that will be outlined in this section of the Inventory chapter. Other environmental resource categories are being studied and will be described in their entirety in the Affected Environment chapter of the EIS. I.7.1 Noise and Compatible Land Use Aircraft engines produces undesirable noise, especially in the vicinity of an airport. Engine thrust is loudest upon application of takeoff power and throughout the initial climb segment of flight. In order to address noise at airports across the nation, the FAA, airline industry, airport management, and local communities have joined to find ways to mitigate these unwanted effects. Over the past two decades, the U.S. Congress has enacted laws to require broad participation from various stakeholders to reduce aircraft noise. The airline industry has produced quieter engines and has retrofitted older aircraft engines to meet newer noise reduction requirements. The FAA has developed and enhanced computer models that more accurately predict noise levels in the airport vicinity. In addition, Congress and the FAA has provided significant funding for the study of noise and land use compatibility in the airport vicinity when conducted in accordance with FAR Part 150. Airport management, working with local governments, has conducted Part 150 studies to identify appropriate mitigation measures for nearby incompatible land uses. T. F. Green Airport has conducted two such Part 150 studies, one in 1986 (the first of its kind in the country), and an update in In each study, measures were identified to reduce the noise exposure on the community. Since T. F. Green is surrounded by a significant amount of incompatible residential uses, it is difficult for aircraft to avoid flying over these areas. In an attempt to mitigate the noise exposure for as many eligible Chapter I Inventory I-60 June 15, 2001

61 homes as possible, the FAA and RIAC have spent or committed nearly $100 million over a fifteen year period in the form of sound insulation treatments, or voluntary acquisition of eligible houses. T. F. Green ranks 19 th out of nearly 250 airports in the country for funding of noise mitigation programs. The official Noise Exposure Map (NEM) for 1998 is presented Exhibit I.7-1. The data is also depicted in Table I.7-1. Table I.7-1 NOISE INCOMPATIBILITY 1998 Noise Exposure Map T. F. Green Airport DNL DNL 75 + DNL TOTAL Housing units 2, ,342 Population 7,091 1, ,675 Churches Schools Area (Square Miles) Source: Landrum & Brown, 1998 Reference: 97bs01 RIAC also compiles data on noise complaints it receives from its neighbors. Exhibit I.7-2 shows the number of complaints by community for the year I.7.2 Air Quality An updated evaluation of air quality conditions at T. F. Green will be performed as part of this master planning and EIS process. Prior evaluation and formal study was conducted for the Bruce Sundlun Terminal construction project. While air quality evaluations are prepared primarily as a result of proposed Federal Actions, RIAC recognizes the importance of responding to community concerns about airport air quality. As a result, RIAC is conducting an update to its air quality emissions inventory. When completed, this evaluation will identify the airport s current level of air emissions of criteria pollutants and serve as a baseline for further evaluation of relative conditions of any future airport development. The updated emissions information will also assist the Rhode Island Department of Environmental Management (RIDEM) in updating its Statewide Implementation Plan (SIP), slated for According to the U.S. Environmental Protection Agency (USEPA), Rhode Island has been designated as a severe non-attainment area for ozone. Chapter I Inventory I-61 June 15, 2001

62 I.7.3 Water Quality T. F. Green Airport is located in Warwick, Rhode Island within four sub-drainage basins of Narragansett Bay. Topographically, the site is relatively flat, except for the wetland area around Buckeye Brook, which drops off sharply to the southeast beyond the limits of Runway The majority of the airport is within the Narragansett Bay sub-basin. The southern corner of the facility and south of the site is located in the Greenwich Bay sub-basin. The Providence River sub-basin is to the north and the Pawtuxet River sub-basin is located to the west. Exhibit I.7-3 shows the drainage area sub-basins and groundwater characteristics. During the past five years, RIAC (with assistance from the Rhode Island Department of Administration, State Budget Office and RIDEM) has funded approximately $15 million in water quality improvement projects. In 1996, a large oil/water separator was installed as part of the Bruce Sundlun Terminal construction. All stormwater drainage that collects at the terminal apron passes through this cleansing system, and any oil products are properly disposed, preventing any offsite oil pollution impacts. In 1997, RIAC prepared a Spill Prevention, Control and Countermeasures Plan and a Stormwater Pollution Prevention Plan for T. F. Green Airport, and periodically updates these plans as needed to ensure that best management practices remain implemented to prevent off-site water quality impacts. In 1997 and 1998, all underground storage tanks from the fuel farm area were removed from the airport, and approximately 3,000 tons of contaminated soil were disposed of, and the site remediated. Recently, monitoring wells at the former fuel farm site were removed, after soil tests indicated no presence of petroleum-based products. In 1998 and 1999, long-term parking lot expansion projects included the installation of Vortechnics units, designed to remove a minimum of 80 percent of total suspended solids from the drainage from the parking lot, in accordance with RIDEM regulations. In 1999 and 2000, T. F. Green s main runway (Runway 5R-23L) was repaved. During the repaving project, the pavement width was narrowed from 200 feet to 150 feet (reducing the amount of impervious surface), and an in-pavement drainage system was removed. The replacement drainage system allows stormwater to flow and be filtered by the soil, rather than being quickly conveyed in a piped system. In 2000, an oil/water separator was installed by RIAC near the approach end of Runway 23L in order to process all stormwater runoff from the Northwest Ramp area of the airport. Another major ongoing effort is a glycol waste management program designed to remove as much as 35 percent of glycol products used to deice aircraft during winter operations. The emerging system includes vehicles that vacuum some of the spent glycol product before it enters the storm drainage system, storm drain inserts that Chapter I Inventory I-62 June 15, 2001

63 prevent stormwater discharges during most deicing operations, and an interceptor that senses glycol at certain concentrations and then routes the glycol to a holding tank for proper disposal or recycling. Periodically through the year, RIAC also samples and monitors the quality of receiving waters by testing for pollutants, as part of its Rhode Island Pollution Discharge Elimination System (RIPDES) Permit. I.7.4 Section 303(c) Resources and Historic, Architectural, Archaeological, and Cultural Resources Structures potentially eligible for listing in the National Register of Historic Places are located on the Northwest Ramp and include the original terminal building of the Rhode Island State Airport, Hangar #1, and the Air National Guard Hangar. Two cemeteries on the airport, both located on the north side of Main Avenue (Route 113), are of local historic interest (see Exhibit I.7-4). I.7.5 Endangered and Threatened Species Mapping of state threatened and endangered species indicated a rare species west of the main airport terminal and north of the main access road to the airport. Based on communication with the RIDEM Natural Heritage Program, the species is the sora (Porzana carolina), a small marsh-nesting bird that has historically been found in the Three Ponds Marsh area. I.7.6 Wetlands Wetlands are located adjacent to the airport, primarily on the south and east sides. To provide more detailed information on the presence of wetlands, field delineation on airport property was performed in the fall of Freshwater wetlands (approximately 7.8 acres) were found to occur on, or near airport property in undeveloped areas (see Exhibit I.7-5). I.7.7 Floodplains As mapped by the Federal Emergency Management Agency (FEMA), Exhibit I.7-6a and Exhibit I.7-6b show 100 and 500-year floodplains near T. F. Green Airport. A floodplain area is located east and south of the airfield and is associated with Buckeye Brook. Chapter I Inventory I-63 June 15, 2001

64 I.7.8 Farmland There are areas of prime farmland around the airport, mostly in scattered pockets between developed areas. Larger blocks of soils of statewide importance occur in the vicinity, particularly north of Airport Road and continuing southeasterly toward Warwick Pond and beyond (see Exhibit I.7-7). I.7.9 Solid and Hazardous Waste RAIC has a RIPDES Permit for T. F. Green Airport (RIPDES Permit Number RI ). The former Truk-Away Landfill lies on airport property to the southeast of the ATCT. Landfills attract bird populations, which can be hazardous to aircraft operations, leading the state of Rhode Island to purchase the landfill in 1978 from the city of Warwick. While the former landfill site (see Exhibit I.7-8) has never been appropriately closed from an environmental standpoint, RIAC is evaluating potential redevelopment and closure options with the state s Department of Administration. Studies of the appropriate closure methods are ongoing, and will be discussed with the Master Plan Study Resource Committee (SRC) as evaluations are completed. S:\02PVD\Master Plan\Final Document\ch I - inventory.doc Chapter I Inventory I-64 June 15, 2001

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66 park JOHNSTON "!10 PROVIDENCE EAST PROVIDENCE CRANSTON.-, 95 CRANSTON BARRINGTON "!37 St. Rt. 37 WARWICK "! 117 I-295 I-95 Conrail Rt. 1 T.F. Green Airport.-, 295 Greenwich Ave. Airport Connector 5L Airport Rd R 23L 34 Warwick Pond Warwick Ave. West Shore Rd. Rt. 117 Narragansett Bay I-95 Post Road 5R Industrial Drive Sandy Ln. Gorton Pond Main Ave. Little Pond.-, 95 Toll Gate Rd. Rt. 117 Rt. 1 Cowesett Rd. Rt. 117 Long St. West Shore Rd. WARWICK "! 117 Legend Airport Property Municipal Boundaries Feet Prepared by: Landrum & Brown 2002 (c) 1990 RIGIS 10/22/02 p:/pvd00/gis/arcview/projects/ masterplan/masterplan.apr Vicinity Map Exhibit I.1-2

67 Classification Definition CLASS A CLASS B CLASS C CLASS D CLASS E CLASS F Airspace above 18,000 feet MSL up to and including FL 600. Multi-layered airspace from the surface up to 10,000 feet MSL surrouding the nation s busiest airports. Airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control. Airspace from the surface to 2,500 feet AGL surrounding towered airports. Controlled airspace that is not Class A, Class B, Class C, or Class D. Uncontrolled airspace that is not Class A, Class B, Class C, Class D, or Class E. 14,500 MSL FL ,000 MSL CLASS A CLASS E CLASS G CLASS B 40 n.m. CLASS C Nontowered Airport 700 AGL 30 n.m. 20 n.m. 12 n.m. 20 n.m. 10 n.m. 1,200 AGL CLASS D Nontowered 10 mi. Airport CLASS G CLASS G CLASS G Legend AGL - Above Ground Level FL - Flight Level in Hundreds of Feet MSL - Mean Sea Level Source: Airspace Reclassification& Charting Changes for VFR Products, National Oceanic & AtmoshericAdmin., National Ocean Service, Jan Rhode Island Airport Corporation X:\PVD\Airspace Class2.cdr 10/22/02

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73 Survey of Geographical Origins of Parked Autos at T. F. Green Airport in Warwick, RI For the Period of November 1-3, 2000 Rhode Island Airport Corporation X:\Pvd\Geo-Orig.cdr 10/25/02 Study of Geographical Origins of Parked Autos at T. F. Green Airport Exhibit I.5-6

74 A Rhode Island Airport Corporation X:\Pvd\Study Area.cdr 10/25/02 Ground Transportation Exhibit I.5-7

75 way 1-way Volume Airport Connector Airport Rd. Post Rd. Main Ave. Jefferson Blvd. Airport Conn. at airport Rte. 37 WB from Rte 1 NB Rte. 37 EB to Rte 1 SB Terminal Loop Road Rte. 37 WB from Rte 1 SB Rte. 37 EB to Rte 1 NB * Non-factored 24 Hour volumes Volume Volume Location (2-Way Road) Location (1-Way Road) Airport Connector 52,237 Rte. 37 WB from Rte. 1 NB 15,139 Airport Road 36,071 Rte. 37 EB to Rte. 1 SB 14,203 Post Road 31,481 Terminal Loop Road 13,305 Main Avenue 30,742 Rte. 37 WB from Rte. 1 SB 12,488 Jefferson Boulevard 17,600 Rte. 37 EB to Rte. 1 NB 9,804 Airport Connector at Airport 12,041 1/6/2003 P:\pvd00\Master Plan\Inventory\exhibits\[ek-exhibits-rev.xls]ADT 2000 Average Daily Traffic (ADT) Exhibit I.5-8

76 Terminal Loop Road Short-Term Parking - Rhode Island Airport Corporation X:\Pvd\Traffic-Control.cdr 10/25/02 Traffic Control at Study Area Traffic Intersections Exhibit I.5-9

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78 $100,000,000 $90,000,000 Total for all sources of funds during FY FY 2001 = $183,519,000 $80,000,000 $70,000,000 Total Funds (dollars) $60,000,000 $50,000,000 $40,000,000 $30,000,000 $20,000,000 $10,000,000 $- Federal Funds State funds RIAC funds Other funds PFC pay-as-you-go (a) Type of Funds Revenue Bond proceeds (a) PFC collections received during FY FY 2001 that were not committed to pay PFC-supported Airport Revenue Bond debt service. NOTE: All amounts estimated as received or available during FY FY 2001, but not necessarily actually spent within that same period. 1/6/2003 P:\pvd00\Master Plan\Inventory\exhibits\[lfa-exhibits.xls]SOURCES FY Estimated Historical Available Sources of Funds Exhibit T. F. Green Airport (FY 1997-FY 2001) I.6-1

79 Total airline cost per enplaned passenger $5.00 $4.50 $4.00 $3.50 $3.00 $2.50 $2.00 $1.50 $1.00 $0.50 $0.00 TOTAL COST PER ENPLANED PASSENGER New terminal opened in Sept (3 months into FY 1997) Est Fiscal Year TOTAL COST PER ENPLANED PASSENGER AS A % OF AVERAGE ONE-WAY FARE 3.5% 3.0% 2.5% 2.0% 1.5% 1.0% 0.5% 0.0% New terminal opened in Sept (3 months into FY 1997) Est Fiscal Year Historical Est Total airline cost (sig. and nonsig.) $2,110,307 $2,049,521 $1,928,079 $6,699,866 $8,958,362 $9,178,456 $9,483,056 $9,570,000 Enplaned passengers 1,124,242 1,198,872 1,077,634 1,652,755 2,184,395 2,419,061 2,651,519 2,731,000 Total airline cost per enplaned passenger $1.88 $1.71 $1.79 $4.05 $4.10 $3.79 $3.58 $3.50 Average one-way fare $159 $155 $177 $136 $130 $129 $134 $137 Total airline cost per enplaned passenger as a % of average one-way fare 1.2% 1.1% 1.0% 3.0% 3.2% 2.9% 2.7% 2.6% P:\pvd00\Master Plan\Inventory\exhibits\[lfa-exhibits.xls]COST FY Historical Cost per Enplaned Passenger FY 1994-FY 2001 Exhibit I.6-2

80 16 St. Rt. 37 Conrail I-95 Rt. 1 Cranston Warwick 23R Airport Rd. 23L West S Airport Connector T. F. Green Airport Warwick Pond Warwick Ave. Post Road 5L 34 5R 75 DNL 70 DNL 65 DNL Buckeye Brook Park Sandy Ln. Gorton Pond Rt. 117 Main Ave. West Shore Rd. Little Pond Legend 1998 Baseline Contour Airport Property Airport Noise Berm Municipal Boundaries Land Use Residential Commercial Industrial Institutional park Open Land Transportation Apponaug Cove Shriner's Park Brush Neck Cove Prepared by: Landrum & Brown 2002 (c) 1990 RIGIS 10/22/02 p:/pvd00/gis/arcview/projects/ masterplan/masterplan.apr Feet 1998 Existing Noise Exposure Map Exhibit I.7-1

81 16 Garden City St. Rt. 37 Conrail 23 I-95 Norwood 8 Rt. 1 Lakewood 9 Cranston Lincoln Park 12 Warwick Spring Grove 30 Palace Garden 9 Hillsgrove 2 23R Airport Rd. 23L W Airport Connector T. F. Green Airport Hoxsie 46 Warwick Pond Warwick Ave. Post Road 5L 34 Pontiac 7 5R Buckeye Brook orton ond Greenwood 1,375 94% received from one individual Apponaug 15 Apponaug C Park Rt. 117 Main Ave. West Shore Rd. Shriner's Park Wildes Corner 30 Sandy Ln. Little Pond Brush Neck C xx Prepared by: Landrum & Brown 2002 (c) 1990 RIGIS 10/22/02 p:/pvd00/gis/arcview/projects/ masterplan/masterplan.apr Kettle Corner 23 Legend Airport Property Airport Noise Berm Municipal Boundaries Number of Complaints Feet park Noise Complaints by Neighborhood Year 2000 Exhibit I.7-2

82 16 St. Rt. 37 I-95 Conrail GB Rt. 1 Cranston GB Warwick Narragansett Bay Basin Providence River Sub-Basin GA Pawtuxet River Basin Pawtuxet River Sub-Basin 23R Airport Rd. 23L Airport Connector Narragansett Bay Basin Narragansett Bay Sub-Basin Providence / Warwick Groundwater Aquifer Post Road 5L T. F. Green Airport 34 Warwick Pond Warwick Ave. 5R Main Ave. Narragansett Bay Basin Greenwich Bay Sub-Basin Sandy Ln. Buckeye Brook orton ond Rt. 117 West Shore Rd. GB Little Pond Apponaug GA GA Legend Drainage Area Sub-Basins Groundwater unsuitable GB for consumption Airport Property without treatment Airport Noise Berm GA be drinking water quality Municipal Boundaries Providence / Warwick Groundwater Acquifer Brush Neck C Brush N Prepared by: Landrum & Brown 2002 (c) 1990 RIGIS 10/22/02 p:/pvd00/gis/arcview/projects/ masterplan/masterplan.apr Groundwater park presumed to Feet Drainage Areas and Groundwater Characteristics Exhibit I.7-3

83 16 St. Rt. 37 Conrail I-95 Rt. 1 Cranston T. F. Green Historic Terminal and Hangars Warwick 23R Airport Rd. 23L W Airport Connector T. F. Green Airport Warwick Pond Warwick Ave. Post Road 5L 34 5R Buckeye Brook Park Main Ave. Cemetery Sandy Ln. orton ond Little Pond Cemetery Apponaug C Rt. 117 West Shore Rd. Shriner's Park Brush Neck C Prepared by: Landrum & Brown 2002 (c) 1990 RIGIS 10/22/02 p:/pvd00/gis/arcview/projects/ masterplan/masterplan.apr Legend Airport Property Airport Noise Berm Municipal Boundaries Feet park Section 303(c) Resources Exhibit I.7-4

84 16 St. Rt. 37 Conrail I-95 Rt. 1 Cranston Warwick 23R Airport Rd. 23L Airport Connector T. F. Green Airport Warwick Pond Warwick Ave. Post Road 5L 34 5R Sandy Ln. Buckeye Brook Gorton Pond Rt. 117 Main Ave. West Shore Rd. Little Pond Legend State Defined Wetlands and Water Cover Lakes Municipal Boundaries Brush Neck Cov park Airport Property Apponaug Co Brush Nec Prepared by: Landrum & Brown 2002 (c) 1990 RIGIS 10/22/02 p:/pvd00/gis/arcview/projects/ masterplan/masterplan.apr Feet Existing Wetlands and Water Cover Exhibit I.7-5

85 Prepared by: Landrum & Brown 2002 Source: Federal Emergency Management Agency 10/22/02 p:/pvd00/gis/arcview/prj/masterplan/masterplan.apr Floodplains Exhibit I.7-6a

86 Prepared by: Landrum & Brown 2002 Source: Federal Emergency Management Agency 10/22/02 p:/pvd00/gis/arcview/prj/masterplan/masterplan.apr Floodplains Legend Exhibit I.7-6b