Appendices

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A 
MEPA Certificates and Responses to Comments 
▪ Secretary of the Executive Office of Energy and Environmental Affairs Certificate on the Logan Airport 2015
Environmental Data Report (EDR) and Massport’s Responses to Com ments raised in the Certificate. 
▪ Secretary of the Executive Office of Energy and Environmental Affairs Certificate on the Logan Airport 2016
EDR Notice of Project Change and Massport ’ s Responses to New Comments raised in the Certificate. 
▪ Copies of the Secretary of the Executive Office of Energy and Environmental Affairs Certificates issued for the
reporting years 2011, 2012/2013, and 2014. 
▪ Copy of the Secretary of the Executive Office of Energy and Environmental Affairs Certificate issued for the
Terminal E Modernization Project Environmental Notification Form and Responses to Comments. 
▪ Copy of the Secretary of the Executive Office of Energy and Environmental Affairs Certificate issued for the
Terminal E Modernization Project Draft Environmental Assessment/Draft Environmental Impact Report and
Responses to Comments. 
▪ Copy of the Secretary of the Executive Office of Energy and Environmental Affairs Certificate issued for the
Terminal E Modernization Project Final Environmental Assessment/Environmental Impact Report. 
▪ Copy of the Secretary of the Executive Office of Energy and Environmental Affairs Certificate issued for the
Logan Airport Parking Project Environmental Notification Form and Responses to Comments. Appendix A. MEPA Certificates and Responses to Comments A-1

Secretary of the Executive Office of Energy and
Environmental Affairs Certificate on the Logan
Airport 2015 Environmental Data Report and
Responses to Comments Appendix A. MEPA Certificates and Responses to Comments A-3

The Commonwealth of Massachusetts 
Executive Office of Energy and Environmental Affairs 
100 Cambridge Street, Suite 900 
Boston, MA 02114 
Charles D. Baker 
GOVERNOR 
Karyn E. Polito
LIEUTENANT GOVERNOR 
Matthew A. Beaton 
SECRETARY 
Tel: (617) 626-1000 
Fax: (617) 626-1181 
http://www.mass.gov/envir 
February 17, 2017 
CERTIFICATE OF THE SECRETARY OF ENERGY AND ENVIRONMENTAL AFFAIRS 
ON THE 
2015 LOGAN AIRPORT ENVIRONMENTAL DATA REPORT 
PROJECT NAME : 2015 Environmental Data Report 
PROJECT MUNICIPALITY : Boston/Winthrop 
PROJECT WATERSHED : Boston Harbor 
EOEA NUMBER : 3247 
PROJECT PROPONENT : Massachusetts Port Authority 
DATE NOTICED IN MONITOR : December 21, 2016 
As Secretary of Executive Office of Energy and Environmental Affairs (EEA), I hereby
determine that the Environmental Data Report submitted on this project adequately and properly
complies with the Massachusetts Environmental Policy Act (MEPA) (M.G.L. c. 30, ss. 61-62I) and with
its implementing regulations (301 CMR 11.00). 
The environmental review process for Logan Airport has been structured to occur on two levels:
airport-wide and project-specific. The Environmental Status and Planning Report (ESPR) has evolved
from a largely retrospective status report on airport operations to a broader analysis that also provides a
prospective assessment of long-range plans. It has thus become, consistent with the objectives of the
MEPA regulations, part of the Massachusetts Port Authority’s (Massport) long-range planning process.
The ESPR provides a "big picture" analysis of the environmental impacts of current and anticipated
levels of activities, and presents an overall strategy to minimize impacts. The ESPR is supplemented by
(and ultimately incorporates) the detailed analyses and mitigation commitments for project-specific
Environmental Impact Reports (EIR). The ESPR is generally updated on a five-year basis; the most
recent ESPR for the year 2011 was filed in April of 2013. Environmental Data Reports (EDRs)
(formerly referred to as Annual Updates) are filed in the years between ESPRs. Appendix A. MEPA Certificates and Responses to Comments A-5

Through these reports, Logan Airport is subject to comprehensive and regular MEPA review,
including opportunities for public comment on cumulative impacts. This regular updating and reporting
on planning and cumulative impacts is unique among State Agencies. It reflects the challenge and
complexity of managing and modernizing Logan Airport within a dense, urban area. It recognizes that
the proximity of communities to the Airport warrants an enhanced level of public engagement and a
concerted, long-term effort to minimize and mitigate impacts. 
The 2015 EDR is the subject of this review and includes the Scope for the 2016 ESPR. The 2016
ESPR is an opportunity to update the cumulative impacts of passenger growth and associated ground
and aircraft operations based on revised forecasts. The 2016 ESPR will document trends and
environmental impacts and will update and revise environmental management plans to address impacts.
The next ESPR will analyze calendar year 2016 and provide projections through 2035. 
Subsequent ESPRs and EDRs will also update the cumulative impacts of passenger growth and
associated ground and aircraft operations based on revised forecasts and will update and revise
environmental management plans to address impacts. Future submittals will continue to document
potential impacts and trends and propose measures to implement the broad goal of maintaining or
reducing Logan’s overall environmental impacts, even as annual passenger volumes rise. I would like to
acknowledge Massport’s concerted outreach effort over the last year, including the creation of the Logan
Airport Impact Advisory Group (IAG) to solicit comment and to identify and prioritize projects and
programs of significance to the IAG. 
The 2015 EDR provides a comprehensive, cumulative analysis of the effects of all Logan Airport
activities based on actual passenger activity and aircraft operational levels, provides updates on projects,
environmental management plans and the status of project mitigation. The 2016 ESPR will report on
updated passenger activity levels, aircraft operations forecasts, and environmental conditions forecasts. 
Review of the 2015 EDR and 
Scope for the 2016 ESPR 
In 2015, Logan Airport served an all-time high of 33.4 million passengers, exceeding the 2014
historic peak. A significant portion of growth in passengers is driven by an increase in demand for
international air service. Massport has provided new service to international destinations and expandined
service to existing destinations. As passenger levels have increased, aircraft operations remain
significantly below the peak of 507,449 operations experienced in 1998 when Logan Airport served 26.5
million passengers. 
The long-term trend is towards more efficient operations and reductions or limited increases in
overall environmental impacts. Although environmental impacts are significantly lower compared to
1998 when operations were highest, comparison of activity level and environmental impact data to 2014
and more recent EDRs identifies increases in noise exposure and air emissions. These increases were not
forecast in the 2011 ESPR. The increases are associated with passenger growth, changes in flight
patterns and changes in modeling of noise and air quality. A significant impact since 2011 is the
introduction by the Federal Aviation Administration (FAA) of changes to area navigation (RNAV)
procedures. The RNAV program has been implemented throughout the country and its primary purpose Appendix A. MEPA Certificates and Responses to Comments A-6

is to increase safety and operational efficiency. The implementation of several of these procedures have
resulted in concentration of flight patterns over certain communities and significant increases in noise
exposure. 
The impact of the RNAV program on communities and individuals is clearly reflected in the
many comment letters received on the EDR and received during review of specific projects, including
the Terminal E Modernization Project (EEA# 15434). In addition, the 2015 EDR indicates that noise
complaints have grown significantly. I have received comment letters from elected officials including
U.S. Senator Elizabeth Warren, the City of Quincy’s Office of Council, and the Milton Office of
Selectmen); the Logan Airport Community Advisory Committee; environmental advocacy groups;
businesses; and residents. Massport and the FAA recently signed a Memorandum of Understanding
(MOU) to frame a process for analyzing opportunities to incrementally reduce noise through changes or
amendments to Performance Based Navigation (PBN), including RNAV procedures. I commend
Massport and the FAA for establishing this agreement and committing to coordinate to address the
impact of the RNAV program on citizens and communities. Massport has indicated that this process will
incorporate community outreach and public input. This effort should be a significant focus of the 2016
ESPR. 
In addition to noise impacts and abatement, traffic and air quality are common concerns of
commenters. Several commenters express continued concern with the effects of ultrafine particulates
(less than 100 nanometers in diameter) which are associated with transportation sources, including
aviation. Massport has proposed that the Massachusetts Department of Environmental Protection
(MassDEP) amend the Logan Airport Parking Freeze Regulation (310 CMR 7.30) so that Massport may
increase on-airport parking. Massport has proposed increasing its parking supply, if the regulations are
amended, to reduce trip generation associated with increases in passenger drop-off and pick-up at the
airport. Commenters are concerned that the lifting of the Parking Freeze will lead to increases in long-
term growth in traffic and congestion. I expect the data provided in the 2015 EDR will inform any
project-specific review which would include review of potential environmental impacts and of project-
specific impact avoidance, minimization, and mitigation measures. I note that commenters have
requested to review data that supports Massport’s assertion including data from its parking survey. 
The EDR includes a significant amount of information and data which can be analyzed to
understand historical conditions and trends as well as compare data on an annual basis or to significant
milestones or benchmarks. For instance, the EDR identifies and refers to 1998 because it represents the
maximum number of operations, references 2000 because that marks the beginning of a concerted effort
to identify and track sustainability indicators to guide programs and mitigation, and references 2008-9
because of the economic recession and its associated effect on activity levels. Equally important to
monitoring and historical data, are projections to understand how past or existing trends may affect
future conditions. The 2011 ESPR projected year was 2030 and the 2016 ESPR projected year will be
2035. Many of the comments received question the relevance of comparison to certain years, assert that
too much emphasis has been placed on historical trends rather than recent increases in certain indicators,
and/or question the accuracy of data analysis. Massport has responded to comments regarding data in the
past by improving the organization, content and presentation of data and analysis of the ESPR and EDR.
The 2014 EDR in particular was a significant improvement and the 2015 EDR continues this trend. Appendix A. MEPA Certificates and Responses to Comments A-7

The 2015 EDR identifies additional data collection and identifies changes in modeling programs
that are designed to more accurately estimate impacts but may produce different results based on same
inputs (i.e. a decrease in emissions could result from a change in modeling rather than an actual
reduction in emissions). Also Massport has expanded its reporting on greenhouse gas (GHG) emissions
to include tenants and ground access passenger vehicles as well as indirect sources. 
The FAA Aviation Environmental Design Tool (AEDT) which was introduced in 2015 is a
significant change in modeling of noise and air quality. FAA is requiring airports to use AEDT for
National Environmental Policy Act (NEPA) review projects and soundproofing eligibility. The tool
models aircraft performance in space and time to produce fuel burn, emissions, and noise information.
The EDR indicates that Massport initiated modeling with AEDT but had concerns that it did not
accurately reflect the noise environment at Logan Airport. Massport consulted with FAA and
determined that the AEDT results would not be published in the 2015 EDR. Massport is evaluating the
new model and working with the FAA to develop the types of Logan Airport specific adjustments for
the AEDT model that have been used for many years in the Integrated Noise Model (INM). Massport
has requested that the FAA consider and approve these adjustments and indicates that, if completed in a
timely fashion, AEDT modeling results would be presented in the 2016 ESPR. 
Based on significant changes in operations, modeling and data collection, the 2016 EDR
provides an opportunity to reconsider data collection, presentation and analysis. I expect Massport will
consider the many thoughtful comments provided on these issues and will provide a comprehensive
analysis of these significant changes (e.g. RNAV, AEDT) and results and projections may be influenced
by them. 
General 
The 2016 ESPR should follow the general format of the 2011 ESPR, presenting major policy
discussions and an overview of the role of Logan Airport in the regional planning context. This should
be followed by a status report on Massport’s planning initiatives, projects, and mitigation measures. The
ESPR should include an Executive Summary and Introduction, similar to previous ESPRs and EDRs.
Massport must provide necessary background information to allow reviewing agencies and the public to
understand the environmental policies and planning which form the context of the environmental
reporting, technical studies, and environmental mitigation initiatives at Logan Airport. Some
commenters acknowledged Massport’s efforts to increase outreach and resources, including providing
translation at meetings and translation of the EDR Executive Summary into Spanish. 
The 2016 ESPR should report on updated passenger and operations activity forecasts for Logan
Airport, Hanscom Field and Worcester Regional Airport. The new forecast used should begin with 2016
as the base year and project activity forecasts forward to calendar year 2035. In addition, the 2016 ESPR
will use the results of the 2016 Logan Airport Air Passenger Ground Access Survey and the Long-term
Parking Management Plan to inform transportation planning. 
The technical studies in the 2016 ESPR should include reporting on and analysis of key
indicators of airport activity levels, the regional transportation system, ground access, noise, air quality,
environmental management, and project mitigation tracking. The 2016 ESPR must also respond to
issues explicitly noted in this Certificate and the comments received on the 2015 EDR. Appendix A. MEPA Certificates and Responses to Comments A-8

A distribution list for the 2016 ESPR (indicating those receiving documents, CDs, or Notices of
Availability) should be provided in the document. This section must also include copies of all ESPR
and EDR Certificates issued since the 2011 Logan ESPR to provide context for reviewers. Supporting
technical appendices should be provided as necessary. 
Responses to Comments 
To ensure that the issues raised by commenters are addressed, the 2016 ESPR should include
direct responses to comments to the extent that they are within MEPA jurisdiction. This directive is not
intended to, and shall not be construed to, enlarge the scope of the 2016 ESPR beyond what has been
expressly identified in this Certificate. I recommend that Massport continue to use the format from the
EDR; however, it should limit references to a section of the 2016 ESPR unless they are directly
responsive to the comment. Common themes that should be addressed throughout the ESPR and in the
Responses to Comments include noise modeling, contours and abatement. The 2016 ESPR should
include sufficient information to address comments on traffic and air quality. Massport should consult
directly with individual commenters as appropriate. 
Activity Levels 
This section reports on annual air traffic activity at Logan Airport in 2015, including air
passengers, aircraft operations, aircraft fleet mix, and cargo volumes. Air traffic activity levels at Logan
Airport are the basis for the evaluation of noise, air quality effects, and ground access conditions. In this
section, current activity levels at the Airport are compared to prior-year levels, and historical passenger
and operations trends at Logan Airport dating back to 2000 which is the year Massport approved an
Environmental Management Policy. The total number of air passengers increased by 5.7 percent to 33.4
million in 2015, compared to 31.6 million in 2014. As noted previously, the 2015 passenger level
represents a record high for Logan Airport. 
Passenger aircraft operations accounted for 91 percent of total aircraft operations in 2015. The
total number of aircraft operations increased from 363,797 in 2014 to 372,930 in 2015, a 2.5-percent
increase. This was preceded by a 0.7 percent increase from 2013 to 2014. Operations are increasing
compared to previous years; however, aircraft operations at remained below the 487,996 operations in
2000 and the historical peak of 507,449 achieved in 1998. In 1998, Logan Airport served 26.5 million
air passengers, compared to 33.4 million in 2015, which saw 134,519 fewer operations. 
Air carrier efficiency continued to improve in 2015 as the average number of passengers per
aircraft operation at Logan Airport grew from 87.0 in 2014 to 89.7 in 2015. While the number of
domestic and international passengers is increasing, international passenger demand is projected to
increase at a faster rate than domestic passenger demand. Annual domestic passengers’ activity levels
increased from 26.5 million in 2014 to 27.8 million in 2015, a 4.8-percent increase. Total international
passengers at Logan Airport increased from 5.0 million in 2014 to 5.5 million in 2015, a 10.9-percent
increase. International passengers made up approximately 16.1 percent of total Airport passengers in
2015, and this is projected to increase steadily to nearly 20 percent of the total by 2030 or sooner. The
strong international passenger growth was driven by the economic attractiveness of the metropolitan Appendix A. MEPA Certificates and Responses to Comments A-9

Boston region and the strength of Boston as an O&D market. New international destinations from Logan
Airport in 2015 included Mexico City, Hong Kong, Tel Aviv, and Shanghai. 
The 2016 ESPR should report on airport activity levels and aircraft operations, including: 
• Aircraft operations, including fleet mix and scheduled airline services at Logan Airport; 
• Domestic and international passenger activity levels; 
• Cargo and mail volumes; 
• Compare 2016 aircraft operations, cargo/mail operations, and passenger activity levels to 2015
activity levels; and 
• Report on national aviation trends in 2016 and compare to trends at Logan Airport. 
It should report on forecasting upon which planning and impact sections will be based for the
next five years. Future year analyses should be based on the 2035 forecast. It should update the aircraft
operations and passenger activity forecasts, and provide a discussion of analysis methodologies and
assumptions, including anticipated fleet mix changes and other trends in the aviation industry. It should
also provide: 
• A comparison of 2016 operations to historic trends and 2035 forecasts; 
• Updated forecasts of Logan Airport’s passenger volume, aircraft operations, and fleet mix; and 
• A comparison of forecast activity levels to Massport forecasts, FAA forecasts and the U.S.
aviation industry. 
Sustainability at Logan Airport 
The 2015 EDR describes Massport’s airport wide sustainability goals as identified in its
Environmental Management Policy (EMP) and 2015 Sustainability Management Report (SMR). The
SMR identifies efforts to promote, coordinate and integrate sustainability Airport-wide. A baseline data
assessment was completed in winter 2014 to assess current sustainability performance at the Airport. 
The 2015 EDR reports its progress towards achieving each goal. Massport revised its Sustainable
Design Standards and Guidelines (SDSG) in March 2011 which provide a framework for sustainable
design and construction for both new construction and rehabilitation projects. Since 2000 Massport has
been striving to achieve certification by the U.S. Green Building Council Leadership in Energy and
Environmental Design (LEED) for new and substantial rehabilitation of building projects over 20,000
square feet (sf). The Rental Car Center in the Southwest Service Area was certified at the LEED Gold
level and the Green Bus Depot was certified at the LEED Silver level. 
Progress on the EMP should be incorporated into subsequent EDRs and ESPRs. 
Climate Change 
Massport assets including Logan Airport are critical elements of the State’s infrastructure and
economy. As recognized in Governor Baker’s recent Executive Order 569 “Establishing an Integrated
Climate Change Strategy for the Commonwealth” and a suite of other state and municipal initiatives, the
impacts of climate change must be an important consideration for development across the state. The EO Appendix A. MEPA Certificates and Responses to Comments A-10

indicates that climate change presents a serious threat to the environment and the Commonwealth’s
residents, communities and economy. It indicates that extreme weather events associated with climate
change present a serious threat to public safety and the lives and property of our residences. In addition,
it indicates that the transportation sector continues to be a significant contributor to GHG emissions in
the Commonwealth and is the only sector in which GHG emissions are increasing. 
The 2015 EDR contains a greenhouse gas (GHG) emissions inventory for Logan Airport. Data is
presented in units of million metric tons. It indicates that, in 2015, total GHG emissions grew by 6
percent due to aircraft operations and taxi times. Analysis of emissions has been expanded from a focus
on direct sources associated with Massport assets and facilities to incorporate emissions associated with
tenants and transportation and include indirect emissions for all sources. 
Massport has indicated that it will continue to report on GHG emissions in 2016 and will
quantify aircraft, ground service equipment (GSE), motor vehicles and stationary sources using emission
factors and methodologies outlined in the EEA GHG Policy and the Transportation Research Board’s 
Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories (Airport Cooperative Research
Program (ACRP) Report 11, Project 02-06) and other relevant guidance. The expansion of GHG
reporting is significant and will guide Massport efforts to achieve sustainability goals and GHG
emission reduction goals. The presentation of the data could be improved, for instance, by normalizing
data and/or reporting emissions in several units (e.g. MMT and tpy) to allow comparisons between
various programs, policies and reporting requirements. Massport controlled emissions and tenant
emissions, for instance, could be reported in kBtu/sf-yr by building for benchmarking purposes.
Identification of total GHG emissions associated with buildings and fuel sources would be informative. I
encourage Massport to consider make this a focus for the 2016 ESPR. In addition, I encourage Massport
to consider establishment of aggressive goals for reducing GHG emissions, and in particular
transportation emissions, in the 2016 ESPR. The ESPR should describe analysis methodologies and
assumptions to develop the 2016 ESPR emissions inventory and provide forecasts for 2035. The results
should be compared to 2015. 
In recognition of the potential effects of climate change on Massport infrastructure and
operations, the Disaster and Infrastructure Resiliency Planning (DIRP) Study was initiated. A particular
concern for Massport is the effect of sea level rise and projected increases in the severity and frequency
of storms. The Study includes Logan Airport, the Port of Boston, and Massport’s waterfront assets in
South and East Boston. The DIRP Study includes a hazard analysis; modeling of projected sea-level rise
and storm surge; and, temperature and precipitation projections and anticipated increases in extreme
weather events. The study is nearing completion. I note that information from the Study has been
incorporated into project-specific reviews. The 2016 ESPR should provide a summary of the DIRP
Study and identify which recommendations Massport will implement in the short term to increase the
resiliency of its facilities to the potential effects of climate change. 
Mitigation 
The 2015 EDR identifies the status of mitigation commitments for specific Massport and tenant
projects at Logan Airport that have undergone MEPA review. The 2016 ESPR and future EDRs will
continue to be the forum to address cumulative, Airport-wide impacts. The 2016 ESPR should update Appendix A. MEPA Certificates and Responses to Comments A-11

the status of Massport’s mitigation commitments for the Terminal E Modernization Project and report
on projects previously included in the EDRs. 
Planning 
The Airport Planning section describes the status of projects underway or completed at Logan
Airport by the end of 2015 and provides updates for projects in progress. Specific topics include
terminal area projects, service area projects, buffer/open space projects, Airport parking projects, airside
area projects, high occupancy vehicle (HOV) improvements, and Airport-wide projects. It also describes
known future planning, construction, and permitting activities. 
It includes the following Airport Projects: 
• Terminal E Renovation and Enhancements Project : This project includes interior and exterior
improvements at Terminal E to accommodate regular service by wider and longer Group VI
aircraft. The project does not include any new gates, but will reconfigure three existing gates to
accommodate Group VI aircraft (including the Airbus A380 and Boeing 747-8 primarily used by
international air carriers). An addition to the west side of Terminal E will allow passenger
holdrooms to be reconfigured to accommodate the larger passenger loads associated with larger
aircraft. The project also includes modifications to the airfield to meet required FAA safety and
design standards to accommodate the larger aircraft. Construction commenced in 2015. 
• Terminal E Modernization Project : This is proposed to accommodate existing and long range
forecasted demand for international service. The expansion will add the three contact gates
approved in 1996 as part of the International Gateway West Concourse project (EEA #9791),
which were never constructed, and an additional two to four additional new gates in an extended
concourse. A key feature of this project is the first direct pedestrian connection from the MBTA
Blue Line Airport Station to the terminal complex at Logan Airport. It will also include
improvements to Airport roadways to facilitate access. The project underwent MEPA review in
2016. Massport intends to commence construction prior to 2018. 
• Terminal C to E Connector: The Terminal C to E Connector provides a new post-security
connection between Terminals C and E on the Departures Level. Approximately 18,900 sf were
made to the existing building, and 3,500 sf of new exterior construction. The connector provides
improved passenger circulation within the post-security concourses, additional holdroom space
at Terminal E, reconfigured office space, concessions and concessions support, and a new
consolidated location for escalators and stairs. The project was completed in May 2016. 
Terminal B Airline Optimization Project: Massport is upgrading its facilities on the Pier B side
of Terminal B to meet airlines’ needs (primarily reflecting the merger of American Airlines and
US Airways) and to provide facilities that improve the passenger traveling experience. Similar
improvements have been implemented with the recent renovations and improvements at
Terminal B, Pier A. Planned improvements include an enlarged ticketing hall, improved
outbound bag area, expanded bag claim hall, expanded concession areas, and expanded
holdroom capacity at the gate. Appendix A. MEPA Certificates and Responses to Comments A-12

The 2016 ESPR should continue to assess planning strategies for improving Logan Airport’s
operations and services in a safe, secure, more efficient, and environmentally sensitive manner. As
owner and operator of Logan Airport, Massport must accommodate and guide tenant development. The
ESPR should describe the status of planning initiatives for the following areas: 
• Roadways and Airport Parking; 
• Terminal Area; 
• Airside Area; 
• Service and Cargo Areas; and 
• Airport Buffers and Landscaping. 
The 2016 ESPR should also indicate the status of long-range planning activities, including the
status of public works projects implemented by other agencies within the boundaries of Logan Airport.
The ESPR should also indicate the status and effectiveness of ground access changes, including roadway
and parking projects, that consolidate and direct airport-related traffic to centralized locations and
minimize airport-related traffic on streets in adjacent neighborhoods. 
Regional Transportation 
The 2015 EDR describes activity levels at New England’s regional airports in 2015 and provides
an update on regional planning activities, including long-range transportation efforts. The New England
region is anchored by Logan Airport and a system of 10 other commercial service, reliever, and general
aviation (GA) airports (regional airports). Overall, passenger traffic at the New England airports in
2015 represented the highest passenger traffic level for the region since the economic downturn in 2008
and exceeding the historical peak of 48.0 million in 2005. The increase in the region’s passenger traffic
was largely driven by continued growth at Logan Airport. In 2015, the total number of air passengers
utilizing New England’s commercial service airports, including Logan Airport, increased by 4.1 percent
from 46.8 million annual air passengers in 2014 to 48.7 million in 2015. Of the 48.7 million passengers
using New England’s commercial service airports in 2015, 68.6 percent of passengers (33.4 million)
used Logan Airport compared to 67.6 percent (31.6 million) in 2014. While passenger activity levels
have increased, aircraft operations in the New England region remained flat in 2015, increasing 0.3
percent from 987,652 operations in 2014 to 991,041 operations in 2015. The 2016 ESPR should report
on the issues identified below. 
Regional Airports 
• 2016 regional airport operations, passenger activity levels, and schedule data within an historical
context; 
• Status of plans and new improvements as provided by the regional airport authorities; 
• Role of the Worcester Regional Airport and Hanscom Field in the regional aviation system and
Massport’s efforts to promote these airports; and 
• Ground access improvements at Massachusetts Regional Airport. 
Regional Transportation System 
• Massport’s role in managing the regional transportation facilities within MassDOT; 
• Massport’s cooperation with other transportation agencies to promote efficient regional highway
and transit operations; and Appendix A. MEPA Certificates and Responses to Comments A-13

• Report on metropolitan and regional rail initiatives and ridership. 
Ground Access to and from Logan Airport 
The 2015 EDR reports on transit ridership, roadways, traffic volumes, and parking for 2015.
Massport continues to be in full compliance with the Logan Airport Parking Freeze regulations (310
Code of Massachusetts Regulations 7.30) which regulates the number of commercial and employee
parking spaces allowed at Logan Airport (total limit of 21,088). The Parking Freeze is included in the
Massachusetts State Implementation Plan (SIP) to achieve compliance with the Clean Air Act (42
U.S.C. §7401 et seq. [1970]). Massport submits semi-annual compliance filings to MassDEP; March and
September reports are provided in the 2015 EDR. As permitted (and encouraged) by the Parking Freeze
provisions, Massport has converted employee spaces to commercial spaces, within the overall limits. 
The EDR states that Massport has continued to invest in and operate Logan Airport with a goal
of increasing the number of passengers arriving by transit or other high occupancy vehicle (HOV)
modes. The HOV/transit mode share at Logan Airport continues to rank at the top of U.S. airports. The
2015 EDR identifies improvements to increase HOV/transit mode share including introduction of the
Back Bay Logan Express pilot service (since May 2014); free boardings from Logan Airport to the
MBTA Silver Line outbound; construction of a 1,100-car parking garage at the Framingham Logan
Express; reduced holiday travel parking rates at Logan Express facilities; increased parking rates on the
Airport; and support for private coach bus and van operators. 
As part of its Long-Term Parking Management Plan, Massport is considering a series of
measures to minimize pick-up/drop-off activity. The EDR indicates that the increase in terminal area
parking rates since July 1, 2014 described in the 2014 EDR, does not seem to be have influenced
parking demand; daily parking demand more frequently approached the Parking Freeze cap in 2015.
The 2015 EDR identifies a proposal to build up to 5,000 new on-Airport commercial parking spaces.
Massport states that the goal of the project is to reduce the number of drop-off/pick-up mode which
generate more traffic than parking. The construction of additional commercial parking spaces is
dependent upon amending the Parking Freeze legislation. Massport has initiated a stakeholder process
prior to proposing any amendments and Massport anticipates initiating a parallel review process. 
The Airport-wide Automated Traffic Monitoring System (ATMS) consists of permanent traffic
count stations at the Airport’s gateway roadways, including the Route 1A roadway ramps, the Interstate-
90 (I-90) Ted Williams Tunnel ramps, and Frankfort Street/Neptune Road. These stations provide data
on annual average daily traffic (AADT), annual average weekday daily traffic (AWDT), and annual
average weekend daily traffic (AWEDT). The AADT increased by 0.1 percent between 2014 and 2015.
The change in average daily traffic can be attributed to: a 5.7-percent increase in air passenger activity in
2015; a 3.0-percent increase in taxi dispatches in 2015; and 1.1-percent decrease in parking activity
(exits) in 2015. Historically, the highest AADT recorded at Logan Airport was in 2007, when AADT
reached 110,690, AWDT was 119,200, and AWEDT was 91,320 that same year. These gateway traffic
volumes corresponded to an annual air passenger level of 28,102,455 passengers. 
On-Airport vehicle miles of travel (VMT) is calculated based on the total number of miles
traveled by all vehicles within the Logan Airport roadway system and is used to calculate motor vehicle
air emissions. Massport upgraded its modeling capabilities in 2011 and began using an on-Airport
VISSIM-10 model which is more robust than the previous model. The adjustment factors for the 2015 Appendix A. MEPA Certificates and Responses to Comments A-14

VMT calculations were determined by using 2011 to 2015 gateway, Airport roadway, and parking
volume averages. 
Based on the traffic data obtained from Massport’s ATMS, the change in on-Airport daily traffic
volumes between 2014 and 2015 was negligible. However, 2015 evening peak hour gateway volumes
grew by roughly 5 percent when compared to 2014. Additionally, a shift in gateway traffic
entering/exiting the Airport from the Ted Williams Tunnel to the Sumner/Callahan Tunnels was noted.
Daily traffic volumes in the Ted Williams Tunnel decreased by 8.4 percent (from 49,600 to 45,400
vehicles) while volumes in the Sumner/Callahan Tunnels increased by 19.5 percent (from 29,800 to
35,600 vehicles). Since 2000, the highest average weekday VMT estimated at Logan Airport was in
2007, when weekday VMT was modeled at 184,613. Although VMT was estimated at lower levels in
2015, a direct comparison between values cannot be made because of significant changes in the study
area. 
The 2016 ESPR should report on 2016 ground access conditions at the airport and provide a
comparison of 2016 findings to those of 2015 for the following: 
• Detailed description of compliance with Logan Airport Parking Freeze; 
• HOV ridership (including Blue Line, Silver Line, Water Transportation, and Logan Express); 
• Logan Airport Employee Transportation Management Association (Logan TMA) services; 
• Logan Airport gateway volumes; 
• On-airport traffic volumes; 
• On-airport VMT; 
• Parking demand and management (including rates and duration statistics); 
• Status of long-range ground access management strategy planning; 
• Results of the 2016 Logan Airport Air Passenger Survey; and, 
• Status of proposed connector to the Airport Station associated with the planned Terminal E
Modernization Project. 
The chapter should present a discussion of analytical methodologies and assumptions for the
planning horizon year (2035) for traffic volumes, on-airport VMT and parking demand. 
The 2016 ESPR should address the following topics: 
• Massport’s target HOV mode share along with incentives; 
• Non-Airport through-traffic; 
• Massport’s cooperation with other transportation agencies to increase transit ridership to and
from Logan Airport via the Blue Line, Silver Line, Water Transportation, and Logan Express; 
• Efforts to increase capacity and usage of Logan Express; 
• Progress on enhancing water transportation to and from Logan Airport; 
• Report on results of ground access study; and 
• Strategies for enhancing services and increasing employee membership in the TMA. Appendix A. MEPA Certificates and Responses to Comments A-15

Noise 
The 2015 EDR updates the status of the noise environment at Logan Airport in 2015, and
describes Massport’s efforts to mitigate noise exposure and impacts. As noted previously, the
implementation of RNAV has resulted in concentration of flight patterns over certain communities and
significant increases in noise exposure. Noise complaints have increased from 12,855 calls in 2014 to
17,685 calls in 2015. In addition, the FAA introduced the AEDT, a new model for noise and air quality.
Massport did not submit AEDT modeling results and, instead, modeled noise using the FAA’s
Integrated Noise Model (INM) as in previous years. Massport intends to use the AEDT for noise
modeling for the 2016 ESPR if the adjustments are approved by the FAA. Massport should update the
MEPA office regarding the status of the requested adjustments and consult with the MEPA office
regarding ESPR noise modeling as early as possible if the FAA does not approve use of the requested
adjustments or it appears that the FAA review will be delayed. I note comments that indicate data should
be provided regardless of FAA’s approval or timing. Otherwise, noise contours for 2016 should be
developed using AEDT and compared to the most recent version of the Integrated Noise Model (INM)
which has been in place for all previous EDRs and ESPRs. Logan Airport-specific model adjustments
made to account for over-water sound propagation and the propagation of sound to areas of higher
terrain may be reported as an add-on to AEDT, if accepted by the FAA. 
Compared to 2000, the 2015 EDR indicates that total operations were down by 23.6 percent
while total passengers were up by 20.6 percent; that the percentage of jet operations increased to 86
percent from 66 percent; and the number of people exposed to Day-Night Average Sound Level (DNL)
65 decibels (dB) has declined by 20.6 percent. 
Compared to 2014, the 2015 DNL 65 dB noise contours were larger in most areas around the
Airport due to changes in: (1) runway usage, primarily as a result of wind and weather conditions, (2) a
5.7% increase in the number of nighttime operations, and (3) an increase in the number of overall
operations. The overall number of people exposed to DNL values greater than or equal to 65 dB
increased by 58.0 percent, from 8,922 people in 2014 to 14,097 people in 2015. This increase is a
significant concern to residents, as clearly indicated in comment letters, and to Massport. 
Runway use changes from 2014 to 2015 were the largest factor in the increase in the number of
people exposed to DNL values greater than or equal to 65 dB in 2015 which is a significant issues raised
in many comments. The DNL contour increased in East Boston and slightly in South Boston due to an
increase in Runway 22R departures. The DNL contour in Winthrop increased because departures from
Runway 22L increased. Increased nighttime arrivals to Runways 22L and 27 contributed to increases in
Revere and Winthrop. Data from 2015 reflects almost a full year of the head-to-head night noise
abatement procedures on Runway 15R-33L. While this reduces overall noise exposure by concentrating
operations over water rather than over populated areas, it increases start-of-takeoff-roll noise in East
Boston, north and west of the Runway 15R end. Decreased use of Runway 4R for arrivals in 2015
resulted in a reduction in the contour south of the Airport. 
Nighttime operations increased from 48,056 to 50,786 in 2015. The increase remains below the
peak of 54,038 annual operations at night reached in 1999; however, this growth is significant and a
particular concern given the extent and concentration of noise exposure. As airlines have expanded to Appendix A. MEPA Certificates and Responses to Comments A-16

new destinations, the number of commercial operations, and in turn the number of nighttime operations,
has increased. In 2015, there was an increase of 7.5 nighttime operations per day compared to 2014. 
The overall increase in operations was smaller than the increase in nighttime operations (2.5
percent overall versus 5.7 percent nighttime), but contributed to the expansion of the noise contours. The
DNL and population levels in 2015 remain well below the peak levels reached in 1990 and are less than
in the year 2000 when 17,745 people were exposed to DNL levels greater than or equal to DNL 65 dB.
The 2015 DNL 65 dB contour is somewhat larger than the 2014 DNL 65 dB contour. Almost all of the
residences exposed to levels greater than or equal to DNL 65 dB in 2015 have been eligible in the past to
participate in Massport’s residential sound insulation program (RSIP). To date, Massport has provided
sound insulation for a total of 11,515 residential units, and will continue to seek funding for sound
insulation for properties that are eligible and whose owners have chosen to participate. 
The 2016 ESPR should provide an overview of the environmental regulatory framework
affecting aircraft noise, the changes in aircraft noise, and the updates in noise modeling. The chapter
should report on 2016 conditions and compare those conditions to those of 2015 for the following: 
• Fleet Mix, including Stage II, Recertified Stage III, newly manufactured Stage III, and qualifying
Stage IV aircraft; 
• Nighttime operations; 
• Runway utilization (report on aircraft and airline adherence with runway utilization goals); and 
• Flight tracks. 
The 2016 ESPR should report on the following: 
• Changes in annual noise contours and noise-impacted population; 
• Measured versus modeled noise values, including reasons for differences and any improvements
attributable to the models deployed; 
• Cumulative Noise Index (CNI); 
• Times-Above for 65, 75, and 85 dBA threshold values/Dwell and Persistence of noise levels; and 
• Flight track monitoring noise reports. 
The 2016 EDR should also report on consultation between Massport and FAA regarding the
impacts of RNAV, noise abatement efforts, results of Boston Logan Airport Noise Study (BLANS)
study, and provide an update on the noise and operations monitoring system. 
Air Quality/Emissions Reduction 
The 2015 EDR provides an overview of airport-related air quality issues in 2015 and efforts to
reduce emissions. The air quality modeling reported in 2015 EDR is based on aircraft operations, fleet
mix characteristics, airfield taxiing times, GSE usage, motor vehicle traffic volumes, and stationary
source utilization rates. Total air quality emissions from all sources associated with Logan Airport in
2015 are significantly less than they were a decade ago. 
In 2015, calculated emissions of volatile organic compounds (VOCs), oxides of nitrogen (NOx),
carbon monoxide (CO), and particulate matter (PM) went up slightly compared to 2014. The increase is Appendix A. MEPA Certificates and Responses to Comments A-17

primarily due to the increase in aircraft landing and take offs (LTOs) and airfield taxi times. Total
emissions of VOCs increased by 1 percent in 2015 to 1,188 kilograms (kg)/day compared to 1,177
kg/day in 2014. Total NOx emissions increased by approximately 5 percent in 2015, to 4,262 kg/day
compared to 2014 levels of 4,040 kg/day. Massport’s voluntary Air Quality Initiative (AQI) has tracked
NOx emissions since the benchmark year of 1999. In the final year of this program (2015), total NOx
emissions were 632 tons per year (tpy) lower than the 1999 benchmark. This represents an overall
decrease of 27 percent in NOx emissions over the past 15 years. Between 1999 and 2015, the greatest
reductions of NOx emissions were associated with aircraft, GSE, and on-Airport motor vehicles at 17
percent, 71 percent, and 87 percent reductions, respectively. Total CO emissions increased by about 3.5
percent in 2015 to 7,243 kg/day, from 6,987 kg/day in 2014; emissions in 2015 were still well below
1990 and 2000 levels. Total PM10/PM2.5 emissions also increased by about 3 percent in 2015 to 98
kg/day, from 95 kg/day in 2014. 
The ESPR should contain an overview of the environmental regulatory framework affecting
aircraft emissions, changes in aircraft emissions, changes in air quality modeling and air quality studies.
The ESPR should also provide discussion on progress on the national and international levels to
decrease air emissions, including alternative fuel vehicle programs implemented by Massport and/or its
tenants. If the AEDT tool is used for modeling the 2016 ESPR should compare results to the most recent
version of the Emissions Dispersion Modeling System (EDMS) that has been used in recent EDR
filings. The Environmental Protection Agency (EPA) MOVES2014a program will continue to be used to
estimate vehicular emission on airport roadways. The ESPR should include an emissions inventory for
CO, NOx, VOCs, and PMs. 
Commenters express concern that the EDR does not provide a substantive response to concerns
expressed regarding ultrafine particulates (UFP). As commenters are aware, UFPs are not regulated by
the US Environmental Protection Agency (EPA) and EPA has not proposed to adopt standards for UFPs.
I encourage Massport to consider how the ESPR might constructively address the concern presented by
commenters. The ESPR should specifically identify any ongoing or new policies or programs that would
reduce diesel emissions. 
The ESPR should include an update on its efforts to encourage the use of single engine taxiing
under safe conditions and, as required in the review of the Terminal E Expansion, Massport should
report on progress made in designing the energy systems for the facility and the feasibility of combined
heat and power (CHP). 
Water Quality/Environmental Compliance 
The 2015 EDR describes Massport’s ongoing environmental management activities including
National Pollutant Discharge Elimination System (NPDES) compliance, stormwater, fuel spills,
activities under the Massachusetts Contingency Plan (MCP), and tank management. Massport’s primary
water quality goal is to prevent or minimize pollutant discharges, thus limiting adverse water quality
impacts of airport activities. Massport employs several programs to promote awareness of activities that
may impact surface and groundwater quality. Programs include implementing best management
practices (BMPs) for pollution prevention by Massport, its tenants, and its construction contractors;
training of staff and tenants; and a comprehensive stormwater pollution prevention plan. The EDR
reports that Massport continues to comply with water quality and other environmental regulations. Appendix A. MEPA Certificates and Responses to Comments A-18

The 2016 ESPR should identify any planned stormwater management improvements and
report on the status of: 
• NPDES Permit and monitoring results for Logan Airport’s outfalls and the Fire Training
Facility; 
• Jet fuel usage and spills; 
• MCP activities; 
• Tank management; 
• Environmental management plan; and 
• Fuel spill prevention. 
Conclusion 
I have determined that the 2015 EDR for Logan Airport has adequately complied with MEPA.
The EDR provides a comprehensive overview of environmental planning, issues and data. Massport
may prepare the 2016 ESPR for submission in 2017 consistent with the Scope included in this
Certificate. 
February 17, 2017 _____________________ 
Date Matthew A. Beaton 
Comments received: 
01/18/2017 Logan CAC 
01/20/2017 Nancy Timmerman 
01/20/2017 Stephen Kaiser 
01/20/2017 Boston Harbor Now 
01/31/2017 Brian Palmucci, Quincy City Council 
01/31/2017 Aaron Toffler, Airport Impact Relief, Inc. 
01/31/2017 Chris Marchi 
01/31/2017 Wig Zamore 
02/01/2017 Bill Schmidt 
02/01/2017 Cindy L. Christiansen 
02/01/2017 James Roberts 
02/01/2017 James Linthwaite 
02/01/2017 Town of Milton Office of Selectmen 
02/02/2017 John Antonellis 
02/17/2017 U.S. Senator Elizabeth Warren 
MAB/ACC/acc Appendix A. MEPA Certificates and Responses to Comments A-19

Commen
t # 
Author Topic Comment Response 
A-1 Matthew
Beaton,
Secretary 
Content The 2016 ESPR will document trends and
environmental impacts and will update and revise
environmental management plans to address impacts. 
The Environmental Data Reports (EDRs) and Environmental Status and Planning Reports (ESPRs) continue to provide
documentation on environmental conditions for the reporting year compared to the previous year. The EDR also provides
historical data because it is critical context information to understand the long term performance trends at Logan Airport.
This 2016 EDR provides 1990, 2000, and 2010-2016 data as available in each chapter. The 2016 EDR also includes data
from 1990 and 2000, and in some cases 1998 (the year of peak operations at Logan Airport), to provide a historical
benchmark of progress over the last few decades. The technical appendices contain available historical data. This 2016 EDR 
provides information on past, current, and anticipated projects at Logan Airport in Chapter 3, Airport Planning , and reports
on specific environmental conditions in the following chapters: Chapter 1, Introduction/Executive Summary (available in
both English and Spanish), Chapter 2, Activity Levels , Chapter 3, Airport Planning , Chapter 4, Regional Transportation ,
Chapter 5, Ground Access to and from Logan Airport , Chapter 6, Noise Abatement , Chapter 7, Air Quality/Emissions
Reduction , Chapter 8, Water Quality/Environmental Compliance and Management , and Chapter 9, Mitigation . The 2016
EDR also discusses the status of management plans, including the Long Term Parking Management Plan, Noise Abatement
Management Plan, Air Quality Management Program, Energy Master Plan, Environmental Management Policy,
Environmental Management System, Sustainability Management Plan, Tank Management Program, and Outfall Sampling
Plan. Each chapter provides a detailed discussion of environmental effects and management strategies. 
A-2 Matthew
Beaton,
Secretary 
Content The next ESPR will analyze calendar year 2016 and
provide projections through 2035. 
While the next annual report was originally scheduled to be a 2016 ESPR , with approval from the Executive Office of Energy
and Environmental Affairs (EEA), Massport has prepared an EDR for 2016. The key difference between the two documents is
that the ESPR provides future forecasts for airport activity levels and environmental conditions. In the past few years,
passenger demand trends for air travel have been rapidly increasing and the air carrier landscape is changing. Additionally,
the ground transportation arena at Logan Airport has also changed rapidly with the introduction of transportation network
companies (TNCs), such as Uber and Lyft. Due to these rapid changes, Massport needs additional time to understand these
evolving trends and what it means for future activity levels and airport ground access. Massport will prepare a 2017 ESPR 
which will include an updated future forecast and a better understanding of future ground transportation options to and
from Logan Airport. 
The scope for this EDR was established by the Secretary‘s Certificate dated March 9, 2018, which is included in Appendix A, 
MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all requirements laid out in the Secretary’s Certificate. 
Future year forecasts and impact assessments will be provided in the 2017 ESPR . See the cover letter and Chapter 1, 
Introduction/Executive Summary of this 2016 EDR for more information.
This 2016 EDR provides 1990, 2000, and 2010-2016 data as available in each chapter. Each chapter of the document
discusses calendar year 2016 findings and compares data to 2015 and historical years. The document includes data from
1990 and 2000, and in some cases 1998 (the year of peak operations at Logan Airport), to provide a historical benchmark
of progress over the last few decades. The technical appendices contain all available historical data. 
A-3 Matthew
Beaton,
Secretary 
Activity
Levels/
Forecast 
The 2016 ESPR will report on updated passenger
activity levels, aircraft operations forecasts, and
environmental conditions forecasts. 
In accordance with the March 9, 2018 Notice of Project Change Certificate, the 2016 EDR reports on current and historical
passenger activity levels and aircraft operations in Chapter 2, Activity Levels . The 2016 EDR reports trends in annual
passenger and operations activity levels from 1990 through 2016; passenger volumes have trended upward since 1990,
from 26.5 million passengers in 1990 to 36.3 million passengers in 2016. Simultaneously, aircraft operations have trended
downward since 1990, from a peak of 507,499 operations in 1998 to 391,222 operations in 2016. Appendix A. MEPA Certificates and Responses to Comments A-20

Commen
t # 
Author Topic Comment Response 
A-4 Matthew
Beaton,
Secretary 
Noise Massport and the FAA recently signed a Memorandum
of Understanding (MOU) to frame a process for
analyzing opportunities to incrementally reduce noise
through changes or amendments to Performance
Based Navigation (PBN), including RNAV procedures. I
commend Massport and the FAA for establishing this
agreement and committing to coordinate to address
the impact of the RNAV program on citizens and
communities. Massport has indicated that this process
will incorporate community outreach and public input.
This effort should be a significant focus of the 2016
ESPR. 
The 2016 EDR provides information on the MOU and the RNAV program in Chapter 6, Noise Abatement (see the section
titled Massport and FAA RNAV Pilot Program ). The Federal Aviation Administration (FAA) and Massport have committed to:
analyzing the feasibility of changes to RNAV procedures; analyzing the benefits and impacts of modifying existing Logan
Airport RNAV procedures; and testing and developing an implementation plan, which will include environmental analysis
and community/public outreach. Final recommendations will be provided to FAA for its review and implementation.
Massport continues to seek public input through the Massport Community Advisory Committee (MCAC), which is a state-
legislated body that works with Massport on a range of topics, including environmental issues. Massport provided a set of
initial recommendations regarding Block 1 to the FAA in December 2017. Additional analysis continues on more ideas
(Block 2). Appendix A. MEPA Certificates and Responses to Comments A-21

Commen
t # 
Author Topic Comment Response 
The intent of the Logan Airport Parking Freeze was to reduce emissions by shifting air passengers to travel modes requiring
fewer vehicle trips. However, survey data since the 1970s has consistently shown that constrained parking has the 
unintended consequence of shifting air passengers to travel modes with higher numbers of vehicle trips, despite Massport’s 
extensive efforts to provide and encourage the use of high-occupancy vehicle (HOV) travel modes. According to the 2016
Logan Airport Air Passenger Ground Access Survey, if parking was not an option for passengers who parked on-Airport, 81
percent of survey respondents indicated that they would use drop-off/pick-up modes (i.e., dropped off or picked up by
private vehicles, taxi, TNC, or black car/limousine service). Prior surveys of Logan Airport air passengers have consistently
shown similar results.
As the number of air travelers has increased, the constrained parking supply at Logan Airport may have contributed to an
increase in environmentally harmful drop-off/pick-up vehicle activity (which generates up to four vehicle trips per air
passenger, compared to two trips for those who drive and park). The potential impact has been mitigated by the successful
growth of transit and shared-ride mode ground access, especially Logan Express park-and-ride and private buses.
Nonetheless, implementing parking policies and investments to reduce diversion to growing drop-off/pick-up modes
remains an Airport priority.
On March 31, 2017, Massport filed an Environmental Notification Form (ENF) for the Logan Airport Parking Project, which
proposes to build 5,000 new on-Airport commercial parking spaces at Logan Airport in two locations (on top of the
existing Economy Garage and in the location of the existing Terminal E surface lot). On May 5, 2017, the Secretary of EEA
issued the Certificate on the ENF establishing the Scope for the required Draft Environmental Impact Report (EIR) for the
Logan Airport Parking Project. The Draft EIR will further evaluate the environmental impacts of the project in accordance
with the Certificate.
The construction of additional commercial parking spaces at Logan Airport was predicated on a regulatory change, by the
Massachusetts Department of Environmental Protection (MassDEP), whereby MassDEP would need to amend the existing
Logan Airport Parking Freeze to allow for some additional commercial parking spaces at Logan Airport. In response to 
Massport’s 2016 request to consider an amendment to the Logan Airport Parking Freeze (to increase the commercial 
parking freeze limit by 5,000 spaces), MassDEP conducted a stakeholder process, which was followed by a public process to
amend the Parking Freeze regulation. MassDEP issued the amended regulation on June 30, 2017 approving the requested
parking increase. On March 6, 2018, U.S. Environmental Protection Agency (EPA) formally amended the Massachusetts State
Implementation Plan (SIP) to accommodate an increase of 5,000 spaces in the Logan Airport Parking Freeze. 
Commenters are concerned that the lifting of the
Parking Freeze will lead to increases in long-term
growth in traffic and congestion. 
Ground
Access 
Matthew
Beaton,
Secretary 
A-5 Appendix A. MEPA Certificates and Responses to Comments A-22

Commen
t # 
Author Topic Comment Response 
A-6 Matthew
Beaton,
Secretary 
Ground
Access 
I note that commenters have requested to review data 
that supports Massport’s assertion including data from 
its parking survey. 
The Logan Airport Air Passenger Ground Access Survey is the principal means of measuring air passenger ground-access
HOV mode share. Chapter 5, Ground Access to and from Logan Airport presents the air passenger ground access mode
shares from the 2016 survey findings (Table 5-12). Data from the 2016 survey can be found in Chapter 5, Ground Access to
and from Logan Airport in the section titled Logan Airport Air Passenger Ground Access Survey. Findings from the survey are
also available online at: http://massport.com/logan-airport/about-logan/air-passenger-survey/.
Since the filing of the 2015 EDR, Massport filed an ENF for the Logan Airport Parking Project on March 31, 2017. The
project proposes to build 5,000 new on-Airport commercial parking spaces at Logan Airport in two locations (on top of the
existing Economy Garage and in the location of the existing Terminal E surface lot). On May 5, 2017, the Secretary of EEA
issued the Certificate on the ENF establishing the Scope for the required Draft EIR for the Logan Airport Parking Project. The
Draft EIR will further evaluate the environmental impacts of the project in accordance with the Certificate.
The construction of additional commercial parking spaces at Logan Airport was predicated on a regulatory change, by
MassDEP, whereby MassDEP would need to amend the existing Logan Airport Parking Freeze to allow for some additional 
commercial parking spaces at Logan Airport. In response to Massport’s 2016 request to consider an amendment to the 
Logan Airport Parking Freeze (to increase the commercial parking freeze limit by 5,000 spaces), MassDEP conducted a
stakeholder process, which was followed by a public process to amend the Parking Freeze regulation. MassDEP issued the
amended regulation on June 30, 2017 approving the requested parking increase. On March 6, 2018, U.S. Environmental
Protection Agency (EPA) formally amended the Massachusetts State Implementation Plan (SIP) to accommodate an increase
of 5,000 spaces in the Logan Airport Parking Freeze. Appendix A. MEPA Certificates and Responses to Comments A-23

Commen
t # 
Author Topic Comment Response 
A-7 Matthew
Beaton,
Secretary 
Noise/Air
Quality 
The FAA Aviation Environmental Design Tool (AEDT)
which was introduced in 2015 is a significant change in
modeling of noise and air quality. FAA is requiring
airports to use AEDT for National Environmental Policy
Act (NEPA) review projects and soundproofing
eligibility. The tool models aircraft performance in
space and time to produce fuel burn, emissions, and
noise information. The EDR indicates that Massport
initiated modeling with AEDT but had concerns that it
did not accurately reflect the noise environment at
Logan Airport. Massport consulted with FAA and
determined that the AEDT results would not be
published in the 2015 EDR. Massport is evaluating the
new model and working with the FAA to develop the
types of Logan Airport specific adjustments for the
AEDT model that have been used for many years in the
Integrated Noise Model (INM). Massport has requested
that the FAA consider and approve these adjustments
and indicates that, if completed in a timely fashion,
AEDT modeling results would be presented in the 2016
ESPR. 
For this 2016 EDR , for assessing the effects of aircraft activities, Massport has transitioned from using the legacy modeling 
software, the Integrated Noise Model (INM) and Emissions and Dispersion Modeling System (EDMS), to FAA’s next- 
generation software, Airport Environmental Design Tool (AEDT). For past noise studies, Massport implemented a series of
FAA-approved adjustments to the INM model. These adjustments were developed to address specific terrain concerns
unique to Logan Airport; which included an over-water and hill-effect adjustment (see Chapter 6, Noise Abatement for
more information). These Logan Airport-specific adjustments were carried over from one version of INM to the next.
Massport has been working with the FAA since 2015 to implement equivalent adjustments in AEDT. After their review, the
FAA did not approve the two significant adjustments (accounting for over-water noise propagation and hill effects) to the
contours. The FAA did concur with the use of 2016 weather data and aircraft stage length adjustments when using the
AEDT model. Details of FAA's guidance with respect to Logan Airport specific adjustments when using AEDT can be found
in Chapter 6, Noise Abatement and Appendix H, Noise Abatement. To assist the reviewer, Massport has provided the 2016
INM contours for comparison with the 2016 AEDT contours. For air quality, Massport has provided 2016 results using both
the legacy EDMS model and new AEDT model. 
A-8 Matthew
Beaton,
Secretary 
Modeling and
Data
Collection 
Based on significant changes in operations, modeling
and data collection, the 2016 ESPR provides an
opportunity to reconsider data collection, presentation
and analysis. I expect Massport will consider the many
thoughtful comments provided on these issues and will
provide a comprehensive analysis of these significant
changes (e.g. RNAV, AEDT) and results and projections
may be influenced by them. 
Massport continues to update the annual EDRs and ESPRs based on the latest industry-standard models (e.g., AEDT),
regulatory requirements, and the scope provided in the Secretary's Certificates on the EDRs/ESPRs. AEDT is the primary
model for noise and air quality in the 2016 EDR and the only model approved by the FAA for airport environmental
analysis. Massport will continue to model environmental conditions at the Airport in accordance with FAA standards. The 
2016 EDR compares 2016 AEDT results to 2016 INM and EDMS results to show differences attributable to the models.
AEDT results are included in both Chapter 6, Noise Abatement , and Chapter 7, Air Quality/Emissions Reduction .
The FAA-required RNAV was in place for the third full year in 2016. As RNAV implementation has proceeded, the contour
lobes have become more concentrated and elongated. However, this type of year-to-year change is no longer apparent
with multiple years of full RNAV implementation, and the overall shape of the 2016 contours is very similar to 2015. On
October 7, 2016, FAA signed a MOU with Massport to frame the process for analyzing opportunities to reduce noise
through changes or amendments to PBN (see the section titled Massport and FAA RNAV Pilot Program ). FAA and Massport
have committed to: analyzing the feasibility of changes to RNAV approaches; measuring and modeling the benefits and
impacts of changing some RNAV approaches; and testing and developing an implementation plan, which will include
environmental analysis and community/public outreach. Massport will report on the progress of this pilot program in
future EDRs and ESPRs.
Based on comments received on the 2015 EDR , Massport has expanded its discussion of Ultrafine Particles (UFPs) and has
added a new section on Black Carbon (see Chapter 7, Air Quality ). Massport will continue to track the regulatory status of
each of these pollutants in the EDRs and ESPRs. Appendix A. MEPA Certificates and Responses to Comments A-24

Commen
t # 
Author Topic Comment Response 
A-9 Matthew
Beaton,
Secretary 
Content The 2016 ESPR should follow the general format of the
2011 ESPR, presenting major policy discussions and an
overview of the role of Logan Airport in the regional
planning context. This should be followed by a status 
report on Massport’s planning initiatives, projects, and 
mitigation measures. 
The scope for this document was established by the Secretary‘s Certificate on the NPC dated March 9, 2018, which is 
included in Appendix A, MEPA Certificates and Responses to Comments . The 2016 EDR follows the specified format. The
EDR provides an overview of Logan Airport and a discussion of policy and planning context in Chapter 2, Activity Levels
and Chapter 4, Regional Transportation. The EDR reports on Massport's specific planning initiatives and projects in Chapter
3, Airport Planning, and the EDR reports on resource-specific plans and programs in Chapter 5, Ground Access, Chapter 6,
Noise Abatement, Chapter 7, Air Quality/Emissions Reduction, and Chapter 8, Water Quality/Environmental Compliance and
Management. The EDR tracks and reports on Section 61 mitigation commitments in Chapter 9, Project Mitigation Tracking. 
A-10 Matthew
Beaton,
Secretary 
Introduction/
Executive
Summary 
The ESPR should include an Executive Summary and
Introduction, similar to previous ESPRs and EDRs.
Massport must provide necessary background
information to allow reviewing agencies and the public
to understand the environmental policies and planning
which form the context of the environmental reporting,
technical studies, and environmental mitigation
initiatives at Logan Airport. 
The 2016 EDR includes an executive summary and introduction in Chapter 1, Introduction/Executive Summary . This chapter
includes the critical context information for reviewing agencies and the public to understand the purpose and scope of the
elements reported in the EDR, including the environmental conditions, technical studies, and mitigation initiatives. The 
2016 EDR also provides a Spanish translation of Chapter 1, Introduction/Executive Summary. 
A-11 Matthew
Beaton,
Secretary 
Spanish
Translation 
Some commenters acknowledged Massport’s efforts to 
increase outreach and resources, including providing
translation at meetings and translation of the EDR
Executive Summary into Spanish. 
Massport is mindful of its neighbors and has prepared summaries of the EDR and other environmental documentation in
Spanish, to provide information to the community. Recently completed Spanish language documents can be found on
Massport's website at http://www.massport.com/massport/about-massport/project-environmental-filings/logan-airport/.
This 2016 EDR includes a Spanish translation of Chapter 1, Introduction/Executive Summary . 
A-12 Matthew
Beaton,
Secretary 
Activity Levels The 2016 ESPR should report on updated passenger
and operations activity forecasts for Logan Airport,
Hanscom Field and Worcester Regional Airport. The
new forecast used should begin with 2016 as the base
year and project activity forecasts forward to calendar
year 2035. 
While the next annual report was originally scheduled to be a 2016 ESPR , with EEA approval, Massport has prepared an
EDR for 2016. Massport will prepare a 2017 ESPR which will include an updated future forecast and present an update on
future ground transportation options to and from Logan Airport. 
The scope for this document was established by the Secretary‘s Certificate on the NPC dated March 9, 2018, which is 
included in Appendix A, MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all requirements laid out in 
the Secretary’s Certificate. Future year forecasts and impact assessments will be provided in the 2017 ESPR . See the cover
letter and Chapter 1, Introduction/Executive Summary of this 2016 EDR for more information. Appendix A. MEPA Certificates and Responses to Comments A-25

Commen
t # 
Author Topic Comment Response 
A-13 Matthew
Beaton,
Secretary 
Ground
Access 
In addition, the 2016 ESPR will use the results of the
2016 Logan Airport Air Passenger Ground Access
Survey and the Long-term Parking Management Plan
to inform transportation planning. 
The 2016 EDR includes the results from the 2016 Logan Airport Air Passenger Ground Access Survey and includes the most
recent Long-Term Parking Management Plan in Chapter 5, Ground Access to and from Logan Airport . Since the late 1970s, 
the Logan Airport Air Passenger Ground Access Survey has been Massport’s primary tool for understanding the changes in 
air passenger travel behavior, including ground access mode choices, travel patterns, and market characteristics. The survey
is a tool that assists Massport in evaluating the effectiveness of its transportation policies and services, and the impacts on 
the regional transportation system. The survey also shapes the direction of Massport’s planning efforts to encourage Logan 
Airport travelers to use HOV/shared-ride modes instead of single-occupancy vehicle (SOV) modes. The Final Reports for
both the 2013 and 2016 Air Passenger Ground Access Surveys are available on the Massport website at
http://massport.com/logan-airport/about-logan/air-passenger-survey/.
According to the 2016 Logan Airport Air Passenger Ground Access Survey , 30.5 percent of passengers use HOV modes to
travel to Logan Airport. Based on survey results, if parking was not an option for passengers who parked on-Airport, 81
percent of survey respondents indicated that they would use drop-off/pick-up modes (i.e., dropped off or picked up by
private vehicles, taxi, TNC, or black car/limousine service). Prior surveys of Logan Airport air passengers have consistently
shown similar results. 
A-14 Matthew
Beaton,
Secretary 
Content The technical studies in the 2016 ESPR should include
reporting on and analysis of key indicators of airport
activity levels, the regional transportation system,
ground access, noise, air quality, environmental
management, and project mitigation tracking. 
The 2016 EDR provides information and analysis on these indicators in Chapter 2, Activity Levels , Chapter 3, Airport 
Planning , Chapter 4, Regional Transportation , Chapter 5, Ground Access to and from Logan Airport , Chapter 6, Noise
Abatement , Chapter 7 , Air Quality/Emissions Reduction , Chapter 8, Water Quality/Environmental Compliance and
Management , and Chapter 9, Project Mitigation Tracking . 
A-15 Matthew
Beaton,
Secretary 
Responses to
Comments 
The 2016 ESPR must also respond to issues explicitly
noted in this Certificate and the comments received on
the 2015 EDR. 
The 2016 EDR responds to all issues raised in the Certificate on the 2015 EDR, the NPC, as well as all comments received in
Appendix B, Comment Letters and Responses . No comments were received on the NPC. 
A-16 Matthew
Beaton,
Secretary 
Distribution A distribution list for the 2016 ESPR (indicating those
receiving documents, CDs, or Notices of Availability)
should be provided in the document. 
The 2 016 EDR includes a distribution list in Appendix D, Distribution . 
A-17 Matthew
Beaton,
Secretary 
Content This section must also include copies of all ESPR and
EDR Certificates issued since the 2011 Logan ESPR to
provide context for reviewers. 
The 2016 EDR provides copies of prior ESPR and EDR Certificates issued since 2011 in Appendix A, MEPA Certificates and
Responses to Comments, including the NPC Certificate dated March 9, 2018. In addition, the appendix includes the
Secretary's Certificate on the Terminal E Modernization Project ENF, issued December 16, 2015, and Draft EA/EIR, issued
September 16, 2016, which directs certain items to be addressed in the EDRs and ESPRs. The appendix also includes the
Secretary's Certificate on the Logan Airport Parking Project ENF. 
A-18 Matthew
Beaton,
Secretary 
Content Supporting technical appendices should be provided
as necessary. 
The 2016 EDR includes supporting technical appendices for activity levels, regional transportation, ground access, noise
abatement, air quality, water quality, peak period pricing monitoring, and reduced/single engine taxiing. Massport
continually seeks to improve the quality of the ESPRs and EDRs by providing clear and concise language in the body of the
report, and providing the technical and supporting documentation as appendices. Appendix A. MEPA Certificates and Responses to Comments A-26

Commen
t # 
Author Topic Comment Response 
A-19 Matthew
Beaton,
Secretary 
Responses to
Comments 
To ensure that the issues raised by commenters are
addressed, the 2016 ESPR should include direct
responses to comments to the extent that they are
within MEPA jurisdiction. This directive is not intended
to, and shall not be construed to, enlarge the scope of
the 2016 ESPR beyond what has been expressly
identified in this Certificate. 
The 2016 EDR includes the specified content in Appendix B, Comment Letters and Responses . Twelve comment letters were
received on the 2015 EDR. No comments were received on the NPC. Massport has provided responses to issues within
MEPA jurisdiction for each comment letter. Massport has included direct responses and in some cases, refers readers to the
technical chapter and/or appendix for additional information. 
A-20 Matthew
Beaton,
Secretary 
Responses to
Comments 
I recommend that Massport continue to use the format
from the EDR; however, it should limit references to a
section of the 2016 ESPR unless they are directly
responsive to the comment. 
The 2016 EDR continues to use the same format to respond to comments as the 2015 EDR. The responses include
references to chapters and/or appendices of the 2 016 EDR in which information relevant to the comment is provided. 
A-21 Matthew
Beaton,
Secretary 
Responses to
Comments 
Common themes that should be addressed throughout
the ESPR and in the Responses to Comments include
noise modeling, contours and abatement. The 2016
ESPR should include sufficient information to address
comments on traffic and air quality. 
Massport will continue to prepare the EDRs and ESPRs in accordance with the Secretary's Certificate. Massport will continue
to model environmental impacts in accordance with FAA standard methodologies. Massport will continue to work with
organizations and communities, through the Massport CAC. The 2016 EDR provides information on noise modeling, noise
contours, noise abatement, traffic, and air quality, and responds to comments on these topics in Appendix B, Comment
Letters and Responses . 
A-22 Matthew
Beaton,
Secretary 
Responses to
Comments 
Massport should consult directly with individual
commenters as appropriate 
Massport regularly consults with commenters through project specific filings and the Massport CAC. Massport will continue
to consult with individual commenters, as appropriate. 
A-23 Matthew
Beaton,
Secretary 
Activity Levels The 2016 ESPR should report on airport activity levels
and aircraft operations, including: 
• Aircraft operations, including fleet mix and scheduled 
airline services at Logan Airport; 
• Domestic and international passenger activity levels;
• Cargo and mail volumes;
• Compare 2016 aircraft operations, cargo/mail 
operations, and passenger activity levels to 2015
activity levels; and 
• Report on national aviation trends in 2016 and 
compare to trends at Logan Airport. 
The 2016 EDR reports on current and historical aircraft operations, passenger activity levels, cargo and mail volumes, and
national aviation trends in Chapter 2, Activity Levels . The EDR provides information on Logan Airport in context of the New
England region's intermodal transportation systems and reports on the status of the region's airports in Chapter 4, 
Regional Transportation .
This EDR reports trends in annual passenger activity levels from 1990 through 2016; passenger volumes have trended
upward since 1990, from 26.5 million passengers in 1990 to 36.3 million passengers in 2016. Simultaneously, aircraft
operations have trended downward since 1990, from a peak of 507,499 operations in 1998 to 391,222 operations in 2016.
Air cargo volumes at Logan Airport totaled 640 million pounds in 2016, compared to 606 million pounds in 2015. Appendix A. MEPA Certificates and Responses to Comments A-27

Commen
t # 
Author Topic Comment Response 
A-24 Matthew
Beaton,
Secretary 
Activity Levels It should report on forecasting upon which planning
and impact sections will be based for the next five
years. Future year analyses should be based on the
2035 forecast. It should update the aircraft operations
and passenger activity forecasts, and provide a
discussion of analysis methodologies and assumptions,
including anticipated fleet mix changes and other
trends in the aviation industry. It should also provide: 
• A comparison of 2016 operations to historic trends 
and 2035 forecasts; 
• Updated forecasts of Logan Airport’s passenger 
volume, aircraft operations, and fleet mix; and 
• A comparison of forecast activity levels to Massport 
forecasts, FAA forecasts and the U.S. aviation industry. 
While the next annual report was originally scheduled to be a 2016 ESPR , with EEA approval, Massport has prepared an
EDR for 2016. The key difference between the two documents is that the ESPR provides future forecasts for airport activity
levels and environmental conditions. In the past few years, passenger demand trends for air travel have been rapidly
increasing and the air carrier landscape is changing. Additionally, the ground transportation arena at Logan Airport has also
changed rapidly with the introduction of TNCs, such as Uber and Lyft. Due to these rapid changes, before predicting long-
range future conditions, Massport needs additional time to understand these evolving trends and what it means for future
activity levels and airport ground access. Massport will prepare a 2017 ESPR which will include an updated future forecast
and a better understanding of future ground transportation options to and from Logan Airport. 
The scope for this EDR was established by the Secretary‘s Certificate dated March 9, 2018, which is included in Appendix A, 
MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all requirements laid out in the Secretary’s Certificate. 
Future year forecasts and impact assessments will be provided in the 2017 ESPR. See the cover letter and Chapter 1, 
Introduction/Executive Summary of this 2016 EDR for more information. 
A-25 Matthew
Beaton,
Secretary 
Content Progress on the EMP [EMS] should be incorporated
into subsequent EDRs and ESPRs. 
Since 2006, Massport has had an ISO 14001 certified Environmental Management System (EMS) in place, a systematic
approach which Massport uses to promote continual improvement of environmental management at Logan Airport. The 
goals of Massport’s EMS are to meet regulatory requirements and to improve Massport’s environmental performance 
beyond compliance on an ongoing basis. The EMS consists of policies, procedures, and records that are collectively used by
Massport employees to prevent pollution and address potential environmental impacts associated with Airport operations. 
Responding to environmental regulations and international standards, Logan Airport’s EMS provides a structure for 
regulatory compliance and monitoring of a wide range of activities at the Airport that affect the environment, such as air
quality, recycling, stormwater pollution prevention, and energy use. Additional information can be found in Chapter 8, 
Water Quality/Environmental Compliance and Management . 
A-26 Matthew
Beaton,
Secretary 
GHG
Emissions 
Massport has indicated that it will continue to report
on GHG emissions in 2016 and will quantify aircraft,
ground service equipment (GSE), motor vehicles and
stationary sources using emission factors and
methodologies outlined in the EEA GHG Policy and the 
Transportation Research Board’s Guidebook on 
Preparing Airport Greenhouse Gas Emissions
Inventories (Airport Cooperative Research Program
(ACRP) Report 11, Project 02-06) and other relevant
guidance. The expansion of GHG reporting is
significant and will guide Massport efforts to achieve
sustainability goals and GHG emission reduction goals. 
The 2016 EDR reports on greenhouse gas (GHG) emissions at Logan Airport, and the GHG inventory includes aircraft, GSE,
Massport fleet vehicles, and stationary sources. The inventory uses a methodology consistent with the EEA MEPA
Greenhouse Gas Emissions Policy and Protocol and the Transportation Research Board (TRB) ACRP GHG methodology
guidance. Massport has voluntarily prepared an inventory of GHG emissions both directly and indirectly associated with
Logan Airport since the 2007 EDR . The EDR provides information on the GHG assessment in Chapter 7, Air
Quality/Emissions Reduction . Appendix A. MEPA Certificates and Responses to Comments A-28

Commen
t # 
Author Topic Comment Response 
A-27 Matthew
Beaton,
Secretary 
GHG
Emissions/
Data
Reporting 
The presentation of the data could be improved, for
instance, by normalizing data and/or reporting
emissions in several units (e.g. MMT and tpy) to allow
comparisons between various programs, policies and
reporting requirements. Massport controlled emissions
and tenant emissions, for instance, could be reported
in kBtu/sf-yr by building for benchmarking purposes. 
In response to the March 9, 2018 Secretary’s Certificate on the 2016 EDR Notice of Project Change , Massport has
augmented its GHG reporting to show normalized GHG emissions and building energy use data (see Chapter 7, Air
Quality/Emissions Reduction ). Normalizing the data shows that Logan Airport is operating more efficiently over time,
serving more passengers in larger building footprints with less energy. GHG emissions per passenger (Scopes 1 and 2) have 
decreased by over 34 percent from 2007 to 2016. Logan Airport’s energy use intensity, which is a measure of building-only 
energy consumption per square foot, has decreased by over 23 percent from 2007 to 2016. Building GHG emissions per
square foot has decreased by over 43 percent from 2007 to 2016. 
A-28 Matthew
Beaton,
Secretary 
GHG
Emissions 
Identification of total GHG emissions associated with
buildings and fuel sources would be informative. I
encourage Massport to consider make this a focus for
the 2016 ESPR. 
In response to the March 9, 2018 Secretary’s Certificate on the 2016 EDR Notice of Project Change , Massport has
augmented its GHG reporting to show normalized GHG emissions and building energy use data (see Chapter 7, Air
Quality/Emissions Reduction ). Normalizing the data shows that Logan Airport is operating more efficiently over time,
serving more passengers in larger building footprints with less energy. GHG emissions per passenger (Scopes 1 and 2) have 
decreased by over 34 percent from 2007 to 2016. Logan Airport’s energy use intensity, which is a measure of building-only 
energy consumption per square foot, has decreased by over 23 percent from 2007 to 2016. Building GHG emissions per
square foot has decreased by over 43 percent from 2007 to 2016. 
A-29 Matthew
Beaton,
Secretary 
GHG
Emissions 
I encourage Massport to consider establishment of
aggressive goals for reducing GHG emissions, and in
particular transportation emissions, in the 2017 ESPR. 
In 2015, Massport prepared the Logan Airport Sustainability Management Plan (SMP); the plan set sustainability goals and
targets for ten resource areas, including Energy and Greenhouse Gas Emissions. The SMP sets a GHG emissions reductions
target of 40 percent reduction in GHG emissions per passenger by 2020, and 80 percent reduction in GHG emissions per
passenger by 2050. Massport produces an annual Sustainability Report that provides an update on Massport's progress;
these reports are available on Massport's website at http://www.massport.com/massport/business/capital-
improvements/sustainability/. Massport published an Annual Sustainability Report in April 2018 which reported a 46
percent decrease in GHG emissions per passenger from fiscal year 2002 through fiscal year 2018. 
A-30 Matthew
Beaton,
Secretary 
GHG
Emissions 
The ESPR should describe analysis methodologies and
assumptions to develop the 2016 ESPR emissions
inventory and provide forecasts for 2035. The results
should be compared to 2015. 
The 2016 EDR describes the assessment methodologies used to develop the emissions inventory in Chapter 7, Air
Quality/Emissions Reduction and compares 2016 results to 2015. As described in the Introduction/Executive Summary,
preparation of an ESPR has been deferred for approximately one year. The 2017 ESPR will present an updated 2035
forecast and associated environmental analyses. 
A-31 Matthew
Beaton,
Secretary 
Airport
Planning 
The 2016 ESPR should provide a summary of the DIRP
Study and identify which recommendations Massport
will implement in the short term to increase the
resiliency of its facilities to the potential effects of
climate change. 
The 2016 EDR provides a summary of the DIRP as well as parallel resiliency planning efforts, including the 2014 Flood
Proofing Design Guidelines (updated in 2016), and the development of Flood Operations Plans for Logan Airport in 2015.
To date, Massport has floodproofed 10 out of the 20 originally identified Tier 1 recommendations of the DIRP. Massport's
continued pursuit of resiliency improvements is discussed in Chapter 1, Introduction/Executive Summary and Chapter 3, 
Airport Planning . Massport also reports on the progress of its resiliency efforts in the Annual Sustainability Report
published in April 2016, which is available on Massport's website at http://www.massport.com/massport/business/capital-
improvements/sustainability/. 
A-32 Matthew
Beaton,
Secretary 
Mitigation The 2015 EDR identifies the status of mitigation
commitments for specific Massport and tenant projects
at Logan Airport that have undergone MEPA review.
The 2016 ESPR and future EDRs will continue to be the
forum to address cumulative, Airport-wide impacts. 
The 2 016 EDR includes the specified content in Chapter 9, Project Mitigation and Tracking. The EDR reports on the status of
specific Massport and tenant projects at Logan Airport as defined in their respective Section 61 Findings, including the
recently approved Terminal E Modernization Project. The EDR continues to report on cumulative, Airport-wide
environmental impacts. Appendix A. MEPA Certificates and Responses to Comments A-29

Commen
t # 
Author Topic Comment Response 
A-33 Matthew
Beaton,
Secretary 
Mitigation The 2016 ESPR should update the status of Massport’s 
mitigation commitments for the Terminal E
Modernization Project and report on projects
previously included in the EDRs. 
The 2016 EDR includes the specified content in Chapter 9, Project Mitigation and Tracking. The EDR reports on the status of
specific Massport and tenant projects at Logan Airport as defined in their respective Section 61 Findings, including the
recently approved Terminal E Modernization Project. 
A-34 Matthew
Beaton,
Secretary 
Airport
Planning 
The 2016 ESPR should continue to assess planning 
strategies for improving Logan Airport’s operations 
and services in a safe, secure, more efficient, and
environmentally sensitive manner. As owner and
operator of Logan Airport, Massport must
accommodate and guide tenant development. The
ESPR should describe the status of planning initiatives
for the following areas: 
• Roadways and Airport Parking;
• Terminal Area;
• Airside Area;
• Service and Cargo Areas; and
• Airport Buffers and Landscaping. 
Massport has identified priority planning projects and initiatives to accommodate increased demand in international and
domestic travel, enhance ground access to and from Logan Airport, and improve on-airport roadways and parking. The 
2016 EDR provides information on planning strategies for improving Logan Airport's operations and services in a safe,
secure, and more efficient and environmentally sensitive manner in Chapter 3, Airport Planning . Specifically, the EDR
describes short- and long-term planning initiatives for Logan Airport's terminal areas, service areas, buffer and open space
areas, parking areas, and airside areas. The EDR also describes Airport-wide projects and planning concepts. The EDR lists
all short- and long-term planning initiatives at Logan Airport in Table 3-1. 
A-35 Matthew
Beaton,
Secretary 
Airport
Planning 
The 2016 ESPR should also indicate the status of long-
range planning activities, including the status of public
works projects implemented by other agencies within
the boundaries of Logan Airport. 
The 2016 EDR lists long-term planning projects, including those that have been recently completed, are underway, and are
in planning stages, in Chapter 3, Airport Planning , Table 3-1. 
A-36 Matthew
Beaton,
Secretary 
Ground
Access 
The ESPR should also indicate the status and
effectiveness of ground access changes, including
roadway and parking projects, that consolidate and
direct airport-related traffic to centralized locations
and minimize airport-related traffic on streets in
adjacent neighborhoods. 
The 2016 EDR includes the specified content in Chapter 5, Ground Access to and from Logan Airport. The EDR reviews the
current and historical traffic and ground access trends, and provides information on projects at Logan Airport to minimize
airport-related traffic. Massport is committed to increasing HOV mode share and has a comprehensive, multi-pronged
strategy to enhance HOV ridership. Ridership on Logan Express and public transportation increased in 2016 (see Table 5-8).
Massport will continue its strategy to provide a broad range of HOV, transit, and shared-ride options for travel to and from
Logan Airport and to minimize vehicle trips, by providing convenient transit, shuttle, bike, and pedestrian connections to
the Airport. The strategy also aims to provide on-Airport parking for passengers choosing to drive or who have limited
HOV options. Table 5-9 provides monthly ridership for Back Bay Logan Express in 2016, which totaled 216,329 passengers,
or an average of about 600 riders per day. This EDR also provides the results from the 2016 Air Passenger Ground Access
Survey. For more information, see Chapter 5, Ground Access to and from Logan Airport . Appendix A. MEPA Certificates and Responses to Comments A-30

Commen
t # 
Author Topic Comment Response 
A-37 Matthew
Beaton,
Secretary 
Regional
Transportatio
n 
The 2016 ESPR should report on the issues identified
below.
Regional Airports 
• 2016 regional airport operations, passenger activity 
levels, and schedule data within an historical context; 
• Status of plans and new improvements as provided 
by the regional airport authorities; 
• Role of the Worcester Regional Airport and Hanscom
Field in the regional aviation system and Massport’s 
efforts to promote these airports; and 
• Ground access improvements at Massachusetts 
Regional Airport. 
Logan Airport is one of three airports owned and operated by Massport, and is the primary international and domestic
airport operating within a larger network of New England Regional Airports. The 2016 EDR provides information on
passenger and aircraft activity levels at New England regional airports, including Worcester Regional Airport and Hanscom
Field, in Chapter 4, Regional Transportation . Massport recognizes the continued importance of coordinated airport
development through the New England region, and the 2016 EDR identifies significant airport improvements that are
planned and under construction at regional airports. Notably, Massport continues to invest in Hanscom Field through
projects like the Runway 23 safety area rehabilitation, installation of new entrance signage, and planned replacement of the
airfield lighting control system and rehabilitation of facilities and landside roadways. Together, with the City of Worcester,
Massport invests $100 million over the next 10 years to revitalize and grow commercial operations at Worcester Regional
Airport. Massport, in conjunction with the City of Worcester and other community stakeholders, actively promoted the
reintroduction of scheduled airline service at Worcester Regional Airport and successfully secured new service provided by
JetBlue Airways. As a result of this collaboration, JetBlue Airways has already served over 430,000 passengers at Worcester 
Regional Airport since commencing operations in late 2013. Massport is nearing completion of Worcester’s Category (CAT) 
III Instrument Landing System to elevate operational conditions and enhance safety to a level equal to that of all other 
commercial airports in New England. This project will significantly improve Worcester Regional Airport’s all-weather 
reliability, a long-standing impediment to greater utilization of this airport. 
A-38 Matthew
Beaton,
Secretary 
Regional
Transportatio
n 
Regional Transportation System 
• Massport’s role in managing the regional 
transportation facilities within MassDOT; 
• Massport’s cooperation with other transportation 
agencies to promote efficient regional highway and
transit operations; and 
• Report on metropolitan and regional rail initiatives 
and ridership. 
The 2016 EDR provides an update on Massport's role and joint efforts to improve the efficiency of New England's regional
transportation system. Massport coordinates with a broad array of transportation agencies and concerned parties to
promote an integrated, multimodal regional transportation network. Massport supports multiple regional planning
organizations and stakeholder initiatives. Massport partners with agencies to implement regional plans, including the 
Massachusetts Statewide Airport System Plan, the Boston Region Metropolitan Planning Organization Charting Progress to
2040 , MassDOT's weMove Massachusetts , the MBTA's Focus40 , the Massachusetts State Freight Plan , the New England
Regional Airport System Plan and General Aviation Plan , Imagine Boston 2030 , and GoBoston 2030. The 2016 EDR 
provides information on the current status of the regional transportation system in Chapter 4, Regional Transportation . Appendix A. MEPA Certificates and Responses to Comments A-31

Commen
t # 
Author Topic Comment Response 
A-39 Matthew
Beaton,
Secretary 
Ground
Access 
The 2016 ESPR should report on 2016 ground access
conditions at the airport and provide a comparison of
2016 findings to those of 2015 for the following: 
• Detailed description of compliance with Logan 
Airport Parking Freeze; 
• HOV ridership (including Blue Line, Silver Line, Water 
Transportation, and Logan Express); 
• Logan Airport Employee Transportation Management 
Association (Logan TMA) services; 
• Logan Airport gateway volumes;
• On-airport traffic volumes;
• On-airport VMT;
• Parking demand and management (including rates 
and duration statistics); 
• Status of long-range ground access management 
strategy planning; 
• Results of the 2016 Logan Airport Air Passenger 
Survey; and, 
• Status of proposed connector to the Airport Station 
associated with the planned Terminal E Modernization
Project. 
This EDR includes the specified content and compares 2016 findings to those of 2015. The 2016 EDR provides information
on current and historical ground access conditions in Chapter 5, Ground Access to and from Logan Airport . The EDR
discusses critical aspects of ground access conditions at Logan Airport, including HOV modes and ridership, Logan Airport
Employee TMA services, traffic volumes and VMT, parking conditions, ground access strategy, and the status of current
projects, including the Terminal E Modernization Project. Pedestrian access between Terminal E and the MBTA Blue Line
Airport Station will be implemented as part of Phase 2 of the Terminal E Modernization Project; the EDRs and ESPRs will
provide updates on the design status as it progresses. The results of the 2016 Logan Airport Air Passenger Ground Access
Survey are included in Chapter 5, Ground Access to and from Logan Airport and available online at:
http://massport.com/logan-airport/about-logan/air-passenger-survey/. 
A-40 Matthew
Beaton,
Secretary 
Ground
Access 
The chapter should present a discussion of analytical
methodologies and assumptions for the planning
horizon year (2035) for traffic volumes, on-airport VMT
and parking demand. 
While the next annual report was originally scheduled to be a 2016 ESPR , with EEA approval, Massport has prepared an
EDR for 2016. The key difference between the two documents is that the ESPR provides future forecasts for airport activity
levels and environmental conditions. In the past few years, passenger demand trends for air travel have been rapidly
increasing and the air carrier landscape is changing. Additionally, the ground transportation arena at Logan Airport has also
changed rapidly with the introduction of TNCs, such as Uber and Lyft. Due to these rapid changes, Massport needs
additional time to understand these evolving trends and what it means for future activity levels and airport ground access.
Massport will prepare a 2017 ESPR which will include an updated future forecast and a better understanding of future
ground transportation options to and from Logan Airport. 
The scope for this EDR was established by the Secretary‘s Certificate dated March 9, 2018, which is included in Appendix A, 
MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all requirements laid out in the Secretary’s Certificate. 
Future year forecasts and impact assessments will be provided in the 2017 ESPR . See the cover letter and Chapter 1, 
Introduction/Executive Summary of this 2016 EDR for more information.
This 2016 EDR provides 1990, 2000, and 2010-2016 data as available in each chapter. Each chapter of the document
discusses calendar year 2016 findings and compares data to 2015 and historical years. The document includes data from
1990 and 2000, and in some cases 1998 (the year of peak operations at Logan Airport), to provide a historical benchmark
of progress over the last few decades. The technical appendices contain all available historical data. Appendix A. MEPA Certificates and Responses to Comments A-32

Commen
t # 
Author Topic Comment Response 
A-41 Matthew
Beaton,
Secretary 
Ground
Access 
The 2016 ESPR should address the following topics: 
• Massport’s target HOV mode share along with 
incentives; 
• Non-Airport through-traffic;
• Massport’s cooperation with other transportation 
agencies to increase transit ridership to and from
Logan Airport via the Blue Line, Silver Line, Water
Transportation, and Logan Express; 
• Efforts to increase capacity and usage of Logan 
Express; 
• Progress on enhancing water transportation to and 
from Logan Airport; 
• Report on results of ground access study; and
• Strategies for enhancing services and increasing 
employee membership in the TMA. 
The 2016 EDR discusses efforts to manage and improve traffic conditions and ground access to Logan Airport in Chapter 5, 
Ground Access to and from Logan Airport . Massport is committed to increasing HOV mode share and has a comprehensive,
multi-pronged strategy to enhance HOV ridership. Ridership on Logan Express and public transportation increased in 2016
(see Table 5-8). Massport will continue its strategy to provide a broad range of HOV, transit, and shared-ride options for
travel to and from Logan Airport and to minimize vehicle trips, by providing convenient transit, shuttle, bike, and pedestrian
connections to the Airport. The strategy also aims to provide on-Airport parking for passengers choosing to drive or who
have limited HOV options. Table 5-9 provides monthly ridership for Back Bay Logan Express in 2016, which totaled 216,329
passengers, or an average of about 600 riders per day. The results of the 2016 Logan Airport Air Passenger Ground Access
Survey are included in Chapter 5, Ground Access to and from Logan Airport and available online at:
http://massport.com/logan-airport/about-logan/air-passenger-survey/. 
A-42 Matthew
Beaton,
Secretary 
Noise Massport intends to use the AEDT for noise modeling
for the 2016 ESPR if the adjustments are approved by
the FAA. Massport should update the MEPA office
regarding the status of the requested adjustments and
consult with the MEPA office regarding ESPR noise
modeling as early as possible if the FAA does not
approve use of the requested adjustments or it appears
that the FAA review will be delayed. I note comments
that indicate data should be provided regardless of 
FAA’s approval or timing. 
For this 2016 EDR , for assessing the effects of aircraft activities, Massport has transitioned from using the legacy modeling 
software, INM for noise and EDMS for air quality, to FAA’s next-generation software, AEDT. For past noise studies, Massport 
implemented a series of FAA-approved adjustments to the INM model. These adjustments were developed to address
specific terrain concerns unique to Logan Airport; which included an over-water and hill-effect adjustment (see Chapter 6, 
Noise Abatement for more information). These Logan Airport-specific adjustments were carried over from one version of
INM to the next. Massport has been working with the FAA since 2015 to implement adjustments in AEDT. After their review,
the FAA did not approve the two significant adjustments (accounting for over-water noise propagation and hill effects) to
the contours. The FAA did concur with the use of 2016 weather data and aircraft stage length adjustments when using the
AEDT model. Details of FAA's guidance with respect to Logan Airport specific adjustments when using AEDT can be found
in Chapter 6, Noise Abatement and Appendix H, Noise Abatement . To assist the reviewer, Massport has provided the 2016
INM contours for comparison with the 2016 AEDT contours. For air quality, Massport has provided 2016 results using both
the legacy EDMS model and new AEDT model. 
A-43 Matthew
Beaton,
Secretary 
Noise Otherwise, noise contours for 2016 should be
developed using AEDT and compared to the most
recent version of the Integrated Noise Model (INM)
which has been in place for all previous EDRs and
ESPRs. Logan Airport-specific model adjustments made
to account for over-water sound propagation and the
propagation of sound to areas of higher terrain may be
reported as an add-on to AEDT, if accepted by the FAA. 
For this 2016 EDR , for assessing the effects of aircraft activities, Massport has transitioned from using the legacy modeling 
software, INM for noise and EDMS for air quality, to FAA’s next-generation software, AEDT. For past noise studies, Massport 
implemented a series of FAA-approved adjustments to the INM model. These adjustments were developed to address
specific terrain concerns unique to Logan Airport; which included an over-water and hill-effect adjustment (see Chapter 6, 
Noise Abatement for more information). These Logan Airport-specific adjustments were carried over from one version of
INM to the next. Massport has been working with the FAA since 2015 to implement adjustments in AEDT. After their review,
the FAA did not approve the two significant adjustments (accounting for over-water noise propagation and hill effects) to
the contours. The FAA did concur with the use of 2016 weather data and aircraft stage length adjustments when using the
AEDT model. Details of FAA's guidance with respect to Logan Airport specific adjustments when using AEDT can be found
in Chapter 6, Noise Abatement and Appendix H, Noise Abatement . To assist the reviewer, Massport has provided the 2016
INM contours for comparison with the 2016 AEDT contours. For air quality, Massport has provided 2016 results using both
the legacy EDMS model and new AEDT model. Appendix A. MEPA Certificates and Responses to Comments A-33

Commen
t # 
Author Topic Comment Response 
A-44 Matthew
Beaton,
Secretary 
Noise The 2016 ESPR should provide an overview of the
environmental regulatory framework affecting aircraft
noise, the changes in aircraft noise, and the updates in
noise modeling. The chapter should report on 2016
conditions and compare those conditions to those of
2015 for the following: 
• Fleet Mix, including Stage II, Recertified Stage III, 
newly manufactured Stage III, and qualifying Stage IV
aircraft; 
• Nighttime operations;
• Runway utilization (report on aircraft and airline 
adherence with runway utilization goals); and 
• Flight tracks. 
The 2016 EDR provides an overview of the regulatory framework for aircraft noise, the noise modeling methodology, and
the resulting changes in modeled aircraft noise in Chapter 6, Noise Abatement . All jet aircraft currently operating at Logan
Airport are categorized by FAA as Stage 3 or Stage 4. Stage 5 aircraft certification will begin in 2017, however 18 percent of
the current jet fleet already meets Stage 5 standards. Nighttime operations increased from 50,786 operations in 2015 to
55,499 operations in 2016. Runway utilization remained relatively stable between 2015 and 2016. The EDR shows RNAV
flight tracks for Air Carrier, Regional Jet, and Non-Jet arrivals and departures throughout 2016. 
A-45 Matthew
Beaton,
Secretary 
Noise The 2016 ESPR should report on the following: 
• Changes in annual noise contours and noise- 
impacted population; 
• Measured versus modeled noise values, including 
reasons for differences and any improvements
attributable to the models deployed; 
• Cumulative Noise Index (CNI);
• Times-Above for 65, 75, and 85 dBA threshold 
values/Dwell and Persistence of noise levels; and 
• Flight track monitoring noise reports. 
The 2016 EDR includes the specified content in Chapter 6, Noise Abatement . Massport has modeled 2016 noise conditions
using both INM and AEDT. Chapter 6, Noise Abatement compares 2015 INM to 2016 INM, 2016 INM to 2016 AEDT, and
2015 INM to 2016 AEDT. The EDR describes changes attributable to both operations and modeling. The EDR reports on
CNI, Time Above, and Dwell and Persistence in Chapter 6, Noise Abatement. Appendix H, Noise Abatement includes the
flight track monitoring reports for 2016. Future EDRs and ESPRs will use AEDT only to model noise. 
A-46 Matthew
Beaton,
Secretary 
Noise The 2016 EDR should also report on consultation
between Massport and FAA regarding the impacts of
RNAV, noise abatement efforts, results of Boston
Logan Airport Noise Study (BLANS) study, and provide
an update on the noise and operations monitoring
system. 
The 2016 EDR includes the specified content in Chapter 6, Noise Abatement . The Boston Logan Airport Noise Study, or
BLANS, has been ongoing since 2008. Detailed information from the study can be found at:
http://www.bostonoverflightnoisestudy.com. This study has been an open forum for noise discussions. The FAA-sponsored
BLANS program recently concluded and a final report was published in 2017. The 2016 EDR reviews the past and current
coordination between Massport and the FAA regarding RNAV procedures. On October 7, 2016, FAA signed a MOU with
Massport to frame the process for analyzing opportunities to reduce noise through changes or amendments to PBN. The
EDR includes an update on noise abatement efforts and Massport's noise and operations monitoring system. 
A-47 Matthew
Beaton,
Secretary 
Air Quality/
Emissions
Reduction 
The ESPR should contain an overview of the
environmental regulatory framework affecting aircraft
emissions, changes in aircraft emissions, changes in air
quality modeling and air quality studies. 
Chapter 7, Air Quality/Emissions Reduction provides an overview of the regulatory framework for aircraft emissions, the
emissions modeling methodology, and the resulting changes in modeled aircraft emissions. The chapter includes
information on the Clean Air Act, the National Ambient Air Quality Standards, and Massachusetts state laws governing air
quality. The EDR includes an expanded section on UFPs and a new section on Black Carbon. Massport will continue to track
the regulatory status of these pollutants. Appendix A. MEPA Certificates and Responses to Comments A-34

Commen
t # 
Author Topic Comment Response 
A-48 Matthew
Beaton,
Secretary 
Air Quality/
Emissions
Reduction 
The ESPR should also provide discussion on progress
on the national and international levels to decrease air
emissions, including alternative fuel vehicle programs
implemented by Massport and/or its tenants. 
The 2016 EDR includes the specified content in Chapter 7, Air Quality/Emissions Reduction . Massport now operates 99
vehicles powered by compressed natural gas (CNG), propane, E85 flex fuel, or operates hybrids powered by gasoline or
diesel. Massport also operates 125 electric ground service equipment (eGSE) vehicles at Logan Airport and is working to
replace all of its GSE with electric alternatives. The EDR reports on Massport's air quality emissions reduction goals and their
status in 2016. 
A-49 Matthew
Beaton,
Secretary 
Air Quality/
Emissions
Reduction 
If the AEDT tool is used for modeling the 2016 ESPR
should compare results to the most recent version of
the Emissions Dispersion Modeling System (EDMS) that
has been used in recent EDR filings. The Environmental
Protection Agency (EPA) MOVES2014a program will
continue to be used to estimate vehicular emission on
airport roadways. 
For this 2016 EDR, Massport has transitioned from using the legacy modeling software, INM for noise and EDMS for air 
quality, to FAA’s next-generation software, AEDT. AEDT was used to determine aircraft emissions in 2016. MOVES2014a was 
used to estimate vehicle emissions. Massport has included 2016 results using both the legacy EDMS model and new AEDT
model. These results are reported on and discussed in Chapter 7, Air Quality/Emissions Reduction. 
A-50 Matthew
Beaton,
Secretary 
Air Quality/
Emissions
Reduction 
The ESPR should include an emissions inventory for
CO, NOx, VOCs, and PMs. 
The 2016 EDR includes an emissions inventory for carbon monoxide (CO), oxides of nitrogen (NOx), volatile organic
compounds (VOCs), and particulate matter (PM 10 /PM 2.5 ) in Chapter 7, Air Quality/Emissions Reduction . The 2016 data (using
AEDT) show an increase in CO (1.5 percent increase since 2015), NOx (24.4 percent increase since 2015), VOCs (7.7 percent
increase since 2015), and PM (2.0 percent decrease since 2015). The increase in VOC emissions is primarily influenced by the
increase in emissions from other sources, which include stationary and fueling sources; the increase in VOC emissions is
also attributable to modeling differences between EDMS and AEDT. The increase in NOx emissions was partially due to the
increase in aircraft operations and partially due to modeling differences between EDMS and AEDT. The increase in CO
emissions was primarily influenced by the increase in aircraft operations. The decrease in PM emissions was primarily due to
model differences between EDMS and AEDT. All emissions levels continue to remain below those reported in 2000. For a
detailed discussion, please see Chapter 7, Air Quality/Emissions Reduction. 
A-51 Matthew
Beaton,
Secretary 
Air Quality/
Emissions
Reduction 
Commenters express concern that the EDR does not
provide a substantive response to concerns expressed
regarding ultrafine particulates (UFP). As commenters
are aware, UFPs are not regulated by the US
Environmental Protection Agency (EPA) and EPA has
not proposed to adopt standards for UFPs. I encourage
Massport to consider how the ESPR might
constructively address the concern presented by
commenters. The ESPR should specifically identify any
ongoing or new policies or programs that would
reduce diesel emissions. 
As noted by the Secretary, at this time, there are no state or federal air quality standards for outdoor levels of UFPs.
Massport is actively tracking the research and regulatory status of this pollutant and will comply with future UFP standards
if promulgated by EPA. The EDR provides information on initiatives to reduce diesel and other GHG emissions, and provides
an expanded section on UFPs in Chapter 7, Air Quality/Emissions Reduction . Massport has also added a section that
discusses Black Carbon to address concerns voiced by the community. Massport will also track the research and regulatory
status of this pollutant. Appendix A. MEPA Certificates and Responses to Comments A-35

Commen
t # 
Author Topic Comment Response 
A-52 Matthew
Beaton,
Secretary 
Air Quality/
Emissions
Reduction 
The ESPR should include an update on its efforts to
encourage the use of single engine taxiing under safe
conditions 
The 2016 EDR includes the specified content in Chapter 7, Air Quality/Emissions Reduction. The document also includes the
2016 and 2017 memoranda sent to the Logan Airport Airline Committee on reduced/single engine taxiing at Logan Airport
in Appendix L, Reduced/Single Engine Taxiing at Logan Airport Memorandum. 
A-53 Matthew
Beaton,
Secretary 
Airport
Planning 
As required in the review of the Terminal E Expansion,
Massport should report on progress made in designing
the energy systems for the facility and the feasibility of
combined heat and power (CHP). 
Final program definition and schematic design for the project is currently being advanced consistent with the commitments
in the EA/EIR. Massport will report on the progress of the Terminal E Modernization Project energy systems when
information is available. 
A-54 Matthew
Beaton,
Secretary 
Water Quality The 2016 ESPR should identify any planned stormwater
management improvements and report on the status
of: 
• NPDES Permit and monitoring results for Logan
Airport’s outfalls and the Fire Training Facility;
• Jet fuel usage and spills;
• MCP activities;
• Tank management;
• Environmental management plan; and
• Fuel spill prevention. 
The 2016 EDR includes the specified content. The EDR provides an overview of the regulatory framework for stormwater
management at Logan Airport, the National Pollution Discharge Elimination System Permit (NPDES) Permit and monitoring
results, and records of hazardous material spills, tank management activities, and implementation of the EMS in Chapter 8, 
Water Quality/Environmental Compliance and Management and Appendix J, Water Quality/Environmental Compliance and
Management . Massport continues to sample outfalls and implement a Stormwater Pollution Prevention Plan (SWPPP) in
accordance with the current NPDES Permit. In 2016, 98.6 percent of stormwater samples were in compliance with standards.
Massport complies with the Massachusetts Contingency Plan (MCP) by monitoring fuel spills and tracking the status of spill
response actions, and implements the ISO 14001-certified EMS to control, monitor, and improve environmental compliance
for underground and aboveground storage tanks, materials management, and other environmental compliance activities. Appendix A. MEPA Certificates and Responses to Comments A-36

Secretary of the Executive Office of Energy and
Environmental Affairs Certificate on the Logan
Airport 201 6 Environmental Data Report 
Notice of Project Change and Responses to
Comments Appendix A. MEPA Certificates and Responses to Comments A-37

The Commonwealth of Massachusetts 
Executive Office of Energy and Environmental Affairs 
100 Cambridge Street, Suite 900 
Boston, MA 02114 
Charles D. Baker 
GOVERNOR 
Karyn E. Polito 
LIEUTENANT GOVERNOR 
Matthew A. Beaton 
SECRETARY 
Tel: (617) 626-1000 
Fax: (617) 626-1181 
http://www.mass.gov/envir 
March 9, 2018 
CERTIFICATE OF THE SECRETARY OF ENERGY AND ENVIRONMENTAL AFFAIRS 
ON THE 
NOTICE OF PROJECT CHANGE 
PROJECT NAME : 2016 Environmental Status and Planning Report (ESPR)/ 
Environmental Data Report (EDR) 
PROJECT MUNICIPALITY : Boston/Winthrop 
PROJECT WATERSHED : Boston Harbor 
EOEA NUMBER : 3247 
PROJECT PROPONENT : Massachusetts Port Authority 
DATE NOTICED IN MONITOR : February 7, 2018 
Pursuant to the Massachusetts Environmental Policy Act (MEPA; M.G.L. c. 30, ss. 61-
62I) and Section 11.10 of the MEPA regulations (301 CMR 11.00), I have reviewed the Notice
of Project Change (NPC) and hereby determine that a Supplemental Environmental Impact
Report (EIR) is not required. 
The NPC consists of a request by the Massachusetts Port Authority (Massport) to shift
the timing and sequence of the 2016 Environmental Status and Planning Report (ESPR) and
2017 Environmental Data Report (EDR). Massport has proposed this change because it is
concerned that 2016 is not an appropriate baseline year from which to forecast long-term
operational and environmental conditions. The NPC indicates that the concern is based changes
associated with: (1) rapidly growing domestic and international passenger demand; (2) the
formal introduction to Logan Airport of transportation network companies (TNC), such as Uber
and Lyft, in early 2017; and (3) use of the Federal Aviation Administration’s (FAA) Aviation
Environmental Design Tool (AEDT) for noise and air quality modeling for 2016 reporting. Appendix A. MEPA Certificates and Responses to Comments A-39

I am granting this request based on the following: 
• Massport will submit a 2016 EDR in lieu of the ESPR. 
• The 2016 EDR will supplement typical EDR data reporting with discussion of
future passenger and activity levels, planning to address growth and strategies to
minimize environmental impacts. 
• The 2016 EDR will include a draft Scope for the 2017 ESPR and identify when
the ESPR will be filed. 
Logan Airport Environmental Review and Planning 
The environmental review process for Logan Airport has been structured to occur on two
levels: airport-wide and project-specific. The ESPR has evolved from a largely retrospective
status report on airport operations to a broader analysis that also provides a prospective
assessment of long-range plans. It has thus become, consistent with the objectives of the MEPA
regulations, part of the long-range planning process for Massport. The ESPR provides a "big
picture" analysis of the environmental impacts associated with current and projected activity
levels, and presents a comprehensive strategy to minimize impacts. 
The ESPR is generally updated on a five-year basis. EDRs (formerly referred to as
Annual Updates) are filed annually in the years between ESPRs. EDRs consist of a status report
and annual reporting on activity levels and associated environmental impacts at Logan Airport.
ESPR’s are also supplemented by (and ultimately incorporate) project-specific Environmental
Impact Reports (EIR) that provide detailed analyses and mitigation commitments for proposed
projects. The sequence and timing for submitting ESPRs and EDRs has been adjusted previously
based on consultation between Massport and the Executive Office of Energy and Environmental
Affairs (EEA). Most recently, with EEA approval, Massport deferred submittal of the 2011
ESPR by two years based on the regional and national economic downturn experienced in the
mid- to late-2000s. 
Through these reports, Logan Airport is subject to comprehensive and regular MEPA
review, including opportunities for public comment on cumulative impacts. This regular
updating and reporting on planning and cumulative impacts is unique among State Agencies. It
reflects the challenge and complexity of managing and modernizing Logan Airport within a
dense, urban area. It recognizes that the proximity of communities to the Airport warrants an
enhanced level of public engagement and a concerted, long-term effort to minimize and mitigate
impacts. 
On February 17, 2017, I issued a Certificate on the 2015 EDR which contained a review
of the 2015 EDR and Scope for the 2016 ESPR. This Certificate on the NPC is informed by and
includes references to the 2015 EDR, data and conclusions. This Certificate supplements, but
does not replace, the 2015 EDR Certificate. The Scope for the 2017 EDR will be revised based
on the review of the 2016 EDR. Appendix A. MEPA Certificates and Responses to Comments A-40

In 2015, Logan Airport served an all-time high of 33.4 million passengers, exceeding
the 2014 historic peak. A significant portion of growth in passengers is driven by an increase in
demand for international air service. Massport has responded to this demand by providing new
service to international destinations and expanding service to existing destinations. As passenger
levels have increased, aircraft operations remain significantly below the peak of 507,449
operations experienced in 1998 when Logan Airport served 26.5 million passengers. The
reduction of over 130,000 annual flight operations combined with transition towards newer and
larger aircraft with improved environmental performance and operational efficiencies, have
supported passenger growth while limiting environmental impacts. 
The long-term trend is towards more efficient operations and significant reductions in
overall environmental impacts. Although environmental impacts are significantly lower
compared to 1998 when operations were highest, comparison of activity level and environmental
impact data to 2014 and more recent EDRs identifies increases in noise exposure, air emissions
and traffic. These increases were not forecast in the 2011 ESPR. The increases are associated
with passenger growth, changes in flight patterns and changes in modeling of noise and air
quality. 
The most significant change since 2011 is the introduction by the FAA of changes to area
navigation (RNAV) procedures. The RNAV program has been implemented throughout the
country and its primary purpose is to increase safety and operational efficiency. The
implementation of several of these procedures has resulted in concentrations of flight patterns
over certain communities and significant increases in noise exposure. 
The impact of the RNAV program was reflected in the many comment letters received
during review of specific projects, including the Terminal E Modernization Project (EEA#
15434). Massport and the FAA signed a Memorandum of Understanding (MOU) in 2017 to
frame a new process for analyzing opportunities to incrementally reduce noise through changes
or amendments to Performance Based Navigation, including RNAV procedures. 
Another significant change identified in the 2015 EDR was the introduction of AEDT for
emissions and noise modeling. Based on its evaluation of the model, Massport requested that
FAA approve development of specific adjustments to the AEDT model consistent with those
developed for the Integrated Noise Model (INM). Based on this consultation, Massport deferred
use of the AEDT. Projections in the 2016 EDR will be based on AEDT and will provide an
opportunity to review and comment on the model and results prior to its use in the 2017 ESPR. 
In addition, Logan Airport passenger ground access is changing rapidly with the use of
TNCs for departures and arrivals at the Airport. Massport has been collecting TNC data since
February 2017 when TNCs began picking up, in addition to dropping off, at Logan. The 2017
ESPR will include limited data from 2016 and a year of data for 2017. 
The Scope for the 2016 EDR will include description and analysis of these changes
which will influence results and projections and provide context for the 2017 ESPR. The
deferment of the ESPR until 2019 will provide more meaningful data and will be employed to
develop a more reliable baseline from which activity and impacts can be projected. Appendix A. MEPA Certificates and Responses to Comments A-41

Scope for the 2016 EDR 
General 
The 2016 EDR should follow the general format of the 2015 EDR to provide an update
on conditions at Logan Airport, including passenger and aircraft operation activity levels. It
should include an Executive Summary and Introduction, similar to previous ESPRs and EDRs. 
The 2016 EDR must include information on the environmental policies and planning that
form the context of environmental reporting, technical studies, and environmental mitigation
initiatives against which projects at Logan Airport can be evaluated. This should include
identification of the cumulative effects of Logan Airport operations and activities, compared to
previous years, as appropriate. It should report on status of Massport’s proposed planning
initiatives, projects, and mitigation measures. The results of the 2016 Logan Airport Air
Passenger Ground Access Survey and the Long-term Parking Management Plan should be used
in the 2016 EDR to inform transportation planning. 
The technical studies should include reporting on and analysis of key indicators of airport
activity levels, the regional transportation system, ground access, noise, air quality,
environmental management, and project mitigation tracking. The 2016 EDR must also respond
to those issues explicitly noted in this Certificate and the comments received on the 2015 EDR
and noted in the February 17, 2017 Certificate. 
A distribution list for the 2016 EDR (indicating those receiving documents, CDs, or
Notices of Availability) should be provided in the document. This section must also include
copies of all ESPR and EDR Certificates. Supporting technical appendices should be provided as
necessary. 
Response to Comments 
The Response to Comments section should address all of the substantive comments on
the 2015 EDR, and other Certificates for Logan Airport that reference EDR/ESPR
documentation (e.g. Logan Airport Parking Project, Terminal E). To ensure that the issues raised
by commenters are addressed, the 2016 EDR should include direct responses to comments to the
extent that they are within MEPA jurisdiction. This directive is not intended to, and shall not be
construed to, enlarge the scope of the 2016 EDR beyond what has been expressly identified in
this Certificate. I recommend that the Massport continue to use the format from the 2015 EDR.
The Responses to Comments should not reference a section of the 2016 EDR unless they are
directly responsive to the comment. Common themes that should be addressed throughout the
EDR and in the Responses to Comments include noise (modeling of noise contours and noise
abatement) and emissions reduction issues. The 2016 EDR should include sufficient information
to address comments on traffic, air quality and public health which are common concerns of
commenters. Appendix A. MEPA Certificates and Responses to Comments A-42

Activity Levels 
Air traffic activity levels at Logan Airport are the basis for the evaluation of noise, air
quality, and ground access conditions associated with the Airport. In this section, current activity
levels at the Airport are compared to prior-year levels, and historical passenger and operations
trends at Logan Airport dating back to 2000 which is the year Massport approved an
Environmental Management Policy. The total number of air passengers increased by 5.7 percent
to 33.4 million in 2015, compared to 31.6 million in 2014. As noted previously, the 2015
passenger level represents a record high for Logan Airport. 
Passenger aircraft operations accounted for 91 percent of total aircraft operations in 2015.
The total number of aircraft operations increased from 363,797 in 2014 to 372,930 in 2015, a
2.5-percent increase. This was preceded by a 0.7 percent increase from 2013 to 2014. Although
operations are increasing compared to previous years, aircraft operations at Logan Airport
remained well below the 487,996 operations in 2000 and the historical peak of 507,449 achieved
in 1998. In 1998, Logan Airport served 26.5 million air passengers, compared to 33.4 million in
2015, which saw 134,519 fewer operations. 
Air carrier efficiency continued to improve in 2015 as the average number of passengers
per aircraft operation at Logan Airport grew from 87.0 in 2014 to 89.7 in 2015. This positive
trend is indicative of the industry-wide shift toward higher aircraft load factors and an increase in
the number of domestic and international destinations. Annual domestic passengers’ activity
levels increased from 26.5 million in 2014 to 27.8 million in 2015, a 4.8-percent increase. While
the numbers of both domestic and international passengers have increased, international
passenger demand continues to increase at a faster rate than domestic passenger demand. Total
international passengers at Logan Airport increased from 5.0 million in 2014 to 5.5 million in
2015, a 10.9-percent increase. International passengers made up approximately 16.1 percent of
total Airport passengers in 2015, and this is projected to increase steadily to nearly 20 percent of
the total by 2030 or sooner. The 2015 EDR indicates that strong international passenger growth
was driven by the economic attractiveness of the metropolitan Boston region and the strength of
Boston as an origin and destination market. New international destinations from Logan Airport
in 2015 included Mexico City, Hong Kong, Tel Aviv, and Shanghai. 
The NPC indicates that passenger activity has continued to grow faster than forecasts
provided in the 2015 EDR and that it is outpacing growth in aircraft operations. The 2016 EDR
should describe how this trend will support Massport’s long-standing goals to reduce overall
operating and environmental impacts at the airport. 2016 The EDR should include more
discussion of future passenger and activity levels and planning/mitigation to address impacts of
growth than that which is typically provided in an EDR. 
The 2016 EDR should report on airport activity levels and aircraft operations, including: 
• Aircraft operations, including fleet mix and scheduled airline services at Logan Airport; 
• Domestic and international passenger activity levels; 
• Cargo and mail volumes; Appendix A. MEPA Certificates and Responses to Comments A-43

• Compare 2016 aircraft operations, cargo/mail operations, and passenger activity levels to
2015 activity levels; and 
• National aviation trends compared to Logan Airport trends. 
Sustainability at Logan Airport 
The 2015 EDR described Massport’s airport wide sustainability goals as identified in its
Environmental Management Policy (EMP) and 2015 Sustainability Management Report (SMR).
The SMR identifies efforts to promote, coordinate and integrate sustainability Airport-wide.
Progress towards achieving these goals was addressed in the 2015 EDR. Massport revised its
Sustainable Design Standards and Guidelines (SDSG) in March 2011 which provide a
framework for sustainable design and construction for both new construction and rehabilitation
projects. Since 2000 Massport has been striving to achieve certification by the U.S. Green
Building Council Leadership in Energy and Environmental Design (LEED) for new and
substantial rehabilitation of building projects over 20,000 square feet (sf). 
The 2016 EDR should report on progress on achieving EMP goals. 
Climate Change 
Massport assets and Logan Airport, in particular, are critical infrastructure and play an
important role in the economy. As recognized in Governor Baker’s recent Executive Order 569
“Establishing an Integrated Climate Change Strategy for the Commonwealth” and a suite of
other state and municipal initiatives, the impacts of climate change must be an important
consideration for development across the state. Climate change presents a serious threat to the
environment and the Commonwealth’s residents, communities and economy. The EO indicates
that extreme weather events associated with climate change present a serious threat to public
safety and the lives and property of our residences. The recent flooding and storm damage
caused by two storms in early March underscore these risks and the importance of adaptation and
resiliency planning. 
The EO also identifies the transportation sector as a significant contributor to GHG
emissions in the Commonwealth and the only sector in which GHG emissions are increasing. In
2017, EEA and the Massachusetts Department of Transportation (MassDOT) conducted a
number of transportation listening sessions throughout the Commonwealth to inform
development of strategies and programs to reverse the growth in this sector. 
Massport has begun reporting on GHG emissions and, in recognition of the potential
effects of climate change on Massport infrastructure and operations, Massport initiated a Disaster
and Infrastructure Resiliency Planning (DIRP) Study. A particular concern for Massport is the
effect of sea level rise and projected increases in the severity and frequency of storms. The
Study includes Logan Airport, the Port of Boston, and Massport’s waterfront assets in South and
East Boston. The DIRP Study includes a hazard analysis; modeling of projected sea-level rise
and storm surge; temperature and precipitation projections; and anticipated increases in extreme
weather events. Appendix A. MEPA Certificates and Responses to Comments A-44

The 2016 EDR should provide a summary of the DIRP Study and identify which
recommendations Massport will implement in the short term to increase the resiliency of its
facilities to the potential effects of climate change. 
Mitigation 
The 2015 EDR identifies the status of mitigation commitments for specific Massport and
tenant projects at Logan Airport that have undergone MEPA review. The 2016 EDR will
continue to be the forum to address cumulative, Airport-wide impacts. The 2016 EDR should
update the status of mitigation commitments for recent projects such as the Terminal E
Modernization Project and the Logan Airport Parking Project as well as projects previously
included in the 2015 EDR. 
Planning 
The Airport Planning section of the 2016 EDR should describe the status of projects
underway or completed at Logan Airport by the end of 2016 and provide updates for projects in
progress. It should address planning, construction, and permitting activities. Specific topics
include terminal area projects, service area projects, buffer/open space projects, Airport parking
projects, airside area projects, high occupancy vehicle (HOV) improvements, and Airport-wide
projects. Project updates include: 
• Terminal E Renovation and Enhancements Project : This project includes interior and
exterior improvements at Terminal E to accommodate regular service by wider and
longer Group VI aircraft. The project will reconfigure three gates to accommodate Group
VI aircraft (including the Airbus A380 and Boeing 747-8 primarily used by international
air carriers) and will reconfigure passenger holdrooms to accommodate larger passenger
loads associated with these aircraft. Construction commenced in 2015. 
• Terminal E Modernization Project : This project will accommodate existing and long
range forecasted demand for international service. The expansion will add the three gates
approved in 1996 (International Gateway West Concourse project, EEA #9791), which
were never constructed, and an additional two to four additional new gates in an extended
concourse. A key feature of this project is the first direct pedestrian connection from the
MBTA Blue Line Airport Station to the terminal complex at Logan Airport. It will also
include improvements to Airport roadways to facilitate access. The project completed
MEPA review in 2016. Phase 1 has been permitted and is in the final design stage. 
• Terminal C to E Connector: This project provides a new post-security connection
between Terminals C and E on the Departures Level and provides improved passenger
circulation within the post-security concourses, additional holdroom space at Terminal E,
reconfigured office space, concessions and concessions support, and a new consolidated
location for escalators and stairs. The project was completed in May 2016. 
• Terminal B Airline Optimization Project: Massport is upgrading its facilities on the Pier
B side of Terminal B to meet airlines’ needs (primarily reflecting the merger of American
Airlines and US Airways) and to provide facilities that improve the passenger traveling Appendix A. MEPA Certificates and Responses to Comments A-45

experience. Similar improvements have been implemented with the recent renovations
and improvements at Terminal B, Pier A. Planned improvements include an enlarged
ticketing hall, improved outbound bag area, expanded bag claim hall, expanded
concession areas, and expanded holdroom capacity at the gate. 
Logan Airport Parking Project : This project includes the construction of up to 5,000 new
commercial parking spaces to reduce trip generation associated with increases in
passenger drop-off and pick-up at the airport. The Certificate on the ENF was issued on
May 5, 2017 and included a Scope for the Draft Environmental Impact Report (DEIR).
This project required an amendment to the Logan Airport Parking Freeze Regulations
(310 CMR 7.30). MassDEP proposed amendments to the regulations on March 24, 2017
and amendments were promulgated last year. 
In the absence of a 2016 ESPR and the significant public interest in passenger growth,
ground access, noise and air quality, the 2016 EDR should provide a broader context for long
range planning than would normally be included in an EDR. It should address planning strategies
for improving Logan Airport’s operations and services in a safe, secure, more efficient, and
environmentally sensitive manner. The 2016 EDR should describe the status of planning
initiatives for the following areas: 
• Roadways and Airport Parking; 
• Terminal Area; 
• Airside Area; 
• Service and Cargo Areas; and 
• Airport Buffers and Landscaping. 
The 2016 EDR should describe the status and effectiveness of ground access changes,
including roadway and parking projects, that consolidate and direct airport-related traffic to
centralized locations and minimize airport-related traffic on streets in adjacent neighborhoods. 
Regional Transportation 
The 2015 EDR describes activity levels at New England’s regional airports in 2015 and
provides an update on regional planning activities, including long-range transportation efforts.
The New England region is anchored by Logan Airport and a system of 10 other commercial
service, reliever, and general aviation (GA) airports (regional airports). In 2015, passenger traffic
at the New England airports represented the highest passenger traffic level for the region since
the economic downturn in 2008 and exceeded the historical peak of 48.0 million in 2005. The
increase in the region’s passenger traffic was largely driven by continued growth at Logan
Airport. In 2015, the total number of air passengers utilizing New England’s commercial service
airports, including Logan Airport, increased by 4.1 percent from 46.8 million annual air
passengers in 2014 to 48.7 million in 2015. Of the 48.7 million passengers, 68.6 percent of
passengers (33.4 million) used Logan Airport compared to 67.6 percent (31.6 million) in 2014.
Aircraft operations in the region remained flat in 2015, increasing 0.3 percent from 987,652
operations in 2014 to 991,041 operations in 2015. Appendix A. MEPA Certificates and Responses to Comments A-46

Regional Airports 
• 2016 regional airport operations, passenger activity levels, and schedule data within an
historical context; 
• Status of plans and new improvements as provided by the regional airport authorities; 
• Role of the Worcester Regional Airport and Hanscom Field in the regional aviation
system and Massport’s efforts to promote these airports; and 
• Ground access improvements at Massachusetts Regional Airport. 
Regional Transportation System 
• Massport’s role in managing the regional transportation facilities within MassDOT; 
• Massport’s cooperation with other transportation agencies to promote efficient regional
highway and transit operations; and 
• Report on metropolitan and regional rail initiatives and ridership. 
Ground Access to and from Logan Airport 
The 2015 EDR reports on transit ridership, roadways, traffic volumes, and parking for
2015. Specifically, the EDR states that Massport has continued to invest in and operate Logan
Airport with a goal of increasing the number of passengers arriving by transit or other high
occupancy vehicle (HOV) modes. 
Massport remains in compliance with the Parking Freeze regulations which regulates the
number of commercial and employee parking spaces allowed at Logan Airport (total limit of
21,088). Massport submits semi-annual compliance filings to MassDEP; March and September
reports are provided in the 2015 EDR. As permitted (and encouraged) by the regulations,
Massport has converted employee spaces to commercial spaces, within the overall limits. 
The HOV/transit mode share at Logan Airport continues to rank at the top of U.S.
airports. At the same time, private passenger vehicle trips continue to increase as air travel
grows. Massport has indicated that as passenger levels have increased, the constrained parking
supply at Logan Airport has resulted in an increase in pick-up and drop-off vehicle trips. Despite
an increase in terminal area parking rates on July 1, 2014, daily parking demand more frequently
approached the Parking Freeze cap in 2015. As described previously, Massport is proposing to
construct additional parking to reverse this trend. 
The Airport’s gateway roadways are equipped with permanent traffic count stations, as
part of the Airport-wide Automated Traffic Monitoring System (ATMS). These stations provide
data on annual average daily traffic (AADT), annual average weekday daily traffic (AWDT), and
annual average weekend daily traffic (AWEDT). The AADT (entering and departing Logan
Airport via its gateway roadways) increased by 0.1 percent between 2014 and 2015. The change
in average daily traffic can be attributed to: a 5.7-percent increase in air passenger activity in
2015; a 3.0-percent increase in taxi dispatches in 2015; and 1.1-percent decrease in parking
activity (exits) in 2015. Historically, the highest AADT recorded at Logan Airport was in 2007,
when AADT reached 110,690, AWDT was 119,200, and AWEDT was 91,320 that same year.
These gateway traffic volumes corresponded to an annual air passenger level of 28,102,455
passengers. Current AADT and AWDT values are 2 and 5 percent (respectively) lower than Appendix A. MEPA Certificates and Responses to Comments A-47

current on-Airport traffic volumes despite a 19.0-percent increase in air passenger levels from
2007 to 2015. 
On-Airport VMT is calculated based on the total number of miles traveled by all vehicles
within the Logan Airport roadway system. In 2011 as detailed in the 2011 ESPR, Massport
upgraded its modeling capabilities and began using an on-Airport VISSIM-10 model to estimate
VMT. Based on the ATMS data, the change in on-Airport daily traffic volumes between 2014
and 2015 was negligible. However, 2015 evening peak hour gateway volumes grew by roughly 5
percent when compared to 2014. Additionally, a shift in gateway traffic entering/exiting the
Airport from the Ted Williams Tunnel to the Sumner/Callahan Tunnels was noted. Daily traffic
volumes in the Ted Williams Tunnel decreased by 8.4 percent (from 49,600 to 45,400 vehicles)
while volumes in the Sumner/Callahan Tunnels increased by 19.5 percent (from 29,800 to
35,600 vehicles). Since 2000, the highest average weekday VMT estimated at Logan Airport was
in 2007, when weekday VMT was modeled at 184,613. 
The 2015 EDR describes improvements to support HOV access which include: Back Bay
Logan Express pilot service (since May 2014); free MBTA Silver Line outbound (from Logan
Airport) boardings; a 1,100-car parking garage at the Framingham Logan Express; reduced
holiday travel parking rates at Logan Express facilities; increased parking rates on the Airport;
and support for private coach bus and van operators. 
As noted previously, TNCs such as Lyft and Uber that did not exist just a few years ago
are becoming prominent providers of Logan Airport passenger ground access/egress. According
to the NPC, this new mode is already beginning to have a dramatic impact on how passengers
arrive and depart Logan Airport. Using TNC data collected since February 2017 when TNCs
began picking up at Logan will provide a better indication of future ground access mode share
than using limited 2016 information. The 2016 EDR should describe how this TNC data
collection and analysis will be incorporated into the 2017 ESPR. 
The 2016 EDR should report on 2016 ground access conditions at the airport and provide
a comparison of 2016 findings to those of 2015 for the following: 
• Detailed description of compliance with Logan Airport Parking Freeze; 
• High-occupancy vehicle (HOV) ridership (including Blue Line, Silver Line, Water
Transportation, and Logan Express); 
• Logan Airport Employee Transportation Management Association (Logan TMA)
services; 
• Logan Airport gateway volumes; 
• On-airport traffic volumes; 
• On-airport vehicle miles traveled (VMT); 
• Parking demand and management (including rates and duration statistics); 
• Status of long-range ground access management strategy planning; 
• Results of the 2016 Logan Airport Air Passenger Survey; and, 
• Status of proposed connector to the Airport Station associated with the planned Terminal
E Modernization Project. Appendix A. MEPA Certificates and Responses to Comments A-48

The 2016 ESPR should address the following topics: 
• Massport’s target HOV mode share along with incentives; 
• Non-Airport through-traffic; 
• Massport’s cooperation with other transportation agencies to increase transit ridership to
and from Logan Airport via the Blue Line, Silver Line, Water Transportation, and Logan
Express; 
• Report on Logan Express usage and efforts to increase capacity and usage; 
• Progress on enhancing water transportation to and from Logan Airport; 
• Report on results of ground access study; and 
• Strategies for enhancing services and increasing employee membership in the Logan
Airport TMA. 
Noise 
The 2015 EDR updated the status of the noise environment at Logan Airport in 2015, and
described Massport’s efforts to mitigate noise exposure and impacts. As noted previously, the
implementation of RNAV has resulted in concentration of flight patterns over certain
communities and significant increases in noise exposure. At the same time, the FAA introduced
the AEDT for modeling noise and air quality. Massport did not submit AEDT modeling results
for 2015. Noise was modeled using the FAA INM. Massport will use the AEDT for noise
modeling for the 2016 EDR. 
Compared to 2000, overall operations were down by 23.6 percent while overall
passengers were up by 20.6 percent; jet operations made up 86 percent of operations compared to
66 percent; and the number of people exposed to Day-Night Average Sound Level (DNL) 65
decibels (dB) has declined by 20.6 percent. 
Compared to 2014, the 2015 DNL 65 dB noise contours were larger in most areas around
the Airport due to changes in: (1) runway usage, primarily as a result of wind and weather
conditions, (2) an increase in the number of nighttime operations, and (3) an increase in the
number of overall operations. The overall number of people exposed to DNL values greater than
or equal to 65 dB increased by 58.0 percent, from 8,922 people in 2014 to 14,097 people in
2015. 
Runway use changes from 2014 to 2015 were the largest factor in the increase in the
number of people exposed to DNL values greater than or equal to 65 dB. The DNL contour
increased in East Boston and slightly in South Boston due to an increase in Runway 22R
departures. Increased departures from Runway 22L also resulted in increases in Winthrop.
Increased arrivals to Runways 22L and 27 at night contributed to increases in Revere and
Winthrop. Unlike 2014, 2015 reflects almost a full year of the head-to-head night noise
abatement procedures on Runway 15R-33L. While this reduces overall noise exposure by
concentrating operations over water rather than over populated areas, it increases start-of-
takeoff-roll noise in East Boston, north and west of the Runway 15R end. Lower use of Runway
4R for arrivals in 2015 resulted in a reduction in the contour south of the Airport. Appendix A. MEPA Certificates and Responses to Comments A-49

An additional factor influencing noise contour changes in 2015 was a 5.7-percent
increase in nighttime operations (from 48,056 nighttime operations in 2014 to 50,786 nighttime
operations in 2015). This increase in overall operations and nighttime operations is still well
below the peak of 54,038 annual operations at night reached in 1999. As airlines have expanded
to new destinations, the number of commercial operations, and in turn the number of nighttime
operations, has increased. In 2015, there was an increase of 7.5 nighttime operations per day
compared to 2014. 
The overall increase in operations was smaller than the increase in nighttime operations
(2.5 percent overall versus 5.7 percent nighttime), but contributed to the expansion of the noise
contours. The DNL and population levels in 2015 remain well below the peak levels reached in
1990 and are less than in the year 2000 when 17,745 people were exposed to DNL levels greater
than or equal to DNL 65 dB. The 2015 DNL 65 dB contour is somewhat larger than the 2014
DNL 65 dB contour. Almost all of the residences exposed to levels greater than or equal to DNL
65 dB in 2015 have been eligible to participate in Massport’s residential sound insulation
program (RSIP). 
To date, Massport has provided sound insulation for a total of 11,515 residential units,
and will continue to seek funding for sound insulation for properties that are eligible and whose
owners have chosen to participate. The 2016 EDR should provide an overview of the
environmental regulatory framework affecting aircraft noise, the changes in aircraft noise, and
the updates in noise modeling. The chapter should report on 2016 conditions and provide a
comparison to 2015 for the following: 
• Fleet Mix, including Stage II, Recertified Stage III, newly manufactured Stage III, and
qualifying Stage IV aircraft; 
• Nighttime operations; 
• Runway utilization (report on aircraft and airline adherence with runway utilization
goals); 
• Preferential runway advisory system (PRAS) tracking; and 
• Flight tracks. 
The 2016 EDR will be based on AEDT for the first time. The initial analysis will provide
a baseline from which to project noise conditions in the future. 
Noise contours for 2016 should be developed using AEDT and compared to the most
recent version of the INM which has been in place for all previous EDRs and ESPRs. The 2016
EDR should report on the following: 
• Changes in annual noise contours and noise-impacted population; 
• Measured versus modeled noise values, including reasons for differences and any
improvements attributable to the models deployed; 
• Cumulative Noise Index (CNI); 
• Times-Above for 65, 75, and 85 dBA threshold values/Dwell and Persistence of noise
levels; and 
• Flight track monitoring noise reports. Appendix A. MEPA Certificates and Responses to Comments A-50

The 2016 EDR should also report on noise abatement efforts, results from Boston Logan
Airport Noise Study (BLANS) study, and provide an update on the noise and operations
monitoring system. 
Air Quality/Emissions Reduction 
The 2015 EDR provided an overview of airport-related air quality issues in 2015 and
efforts to reduce emissions. The air quality modeling is based on aircraft operations, fleet mix
characteristics, and airfield taxiing times combined with ground support equipment (GSE) usage,
motor vehicle traffic volumes, and stationary source utilization rates. Total air quality emissions
from all sources associated with Logan Airport are significantly lower than a decade ago. 
In 2015, calculated emissions of volatile organic compounds (VOCs), oxides of nitrogen
(NOx), carbon monoxide (CO), and particulate matter (PM) went up slightly compared to 2014.
The increase is primarily due to the corresponding increase in aircraft landing and take offs
(LTOs) and airfield taxi times. Total emissions of VOCs increased by 1 percent in 2015 to 1,188
kilograms (kg)/day compared to1,177 kg/day in 2014, which is still well below 1990 and 2000
levels. Total NOx emissions increased by approximately 5 percent in 2015, to 4,262 kg/day
compared to 2014 levels of 4,040 kg/day. Massport’s voluntary Air Quality Initiative (AQI) has
tracked NOx emissions since the benchmark year of 1999. In the final year of this program
(2015), total NOx emissions were 632 tons per year (tpy) lower than the 1999 benchmark. This
represents a decrease of 27 percent in NOx emissions over the past 15 years. Between 1999 and
2015, the greatest reductions of NOx emissions were associated with aircraft, ground service
equipment (GSE), and on-Airport motor vehicles at 17 percent, 71 percent, and 87 percent
reductions, respectively. Massport has committed to continue to report on NOx emissions as part
of the Logan Airport emissions inventory in future EDRs/ESPRs. Total CO emissions increased
by about 3.5 percent in 2015 to 7,243 kg/day, from 6,987 kg/day in 2014; emissions in 2015
were still well below 1990 and 2000 levels. Total PM10/PM2.5 emissions also increased by
about 3 percent in 2015 to 98 kg/day, from 95 kg/day in 2014. 
The increases are associated with transportation and a significant portion is due to
changes in modeling from MOBILE 6.2.03 to MOVES 2014a. Use of this program provides
consistency with the State Implementation Plan (SIP) and MassDEP’s methodologies. 
The 2015 EDR contains a greenhouse gas (GHG) emissions inventory for the Logan
Airport EDR. In 2015, total GHG emissions grew by 6 percent. As reported in past year EDRs,
Logan Airport-related GHG emissions in 2015 comprised less than 1 percent of statewide totals. 
The 2016 EDR should contain an overview of the environmental regulatory framework
affecting aircraft emissions, changes in aircraft emissions, and the changes in air quality
modeling. The 2016 EDR should also provide discussion on progress on the national and
international levels to decrease air emissions. Massport has committed to use the FAA’s AEDT
model for air emissions modeling. The 2016 EDR should compare results to the most recent
version of the Emissions Dispersion Modeling System (EDMS) that has been used in recent EDR
filings. Appendix A. MEPA Certificates and Responses to Comments A-51

The EPA Motor Vehicle Emission Simulator (MOVES) tool will continue to be used to
assess vehicular emissions on airport roadways. The 2016 EDR should include an emissions
inventory for CO, NOx, VOCs, and PMs. It should also report on Massport and tenant alternative
fuel vehicle programs and the status of Logan Airport air quality studies undertaken by Massport
or others, as available. 
The 2016 EDR should incorporate GHG emissions reporting. The 2015 EDR provided
extensive data on GHG emissions. As required in the Certificate on the 2015 EDR, Massport
should consider changes to the presentation of this data and normalizing it to support effective
review and analysis. Massport should consult with the MEPA Office and DOER regarding
presentation of GHG data in the 2016 EDR and subsequent ESPR. 
The 2016 EDR GHG emissions should continue to be quantified for aircraft, GSE, motor
vehicles and stationary sources using emission factors and methodologies outlined in the 
Greenhouse Gas Emissions Policy and Protocol issued by EEA and the Transportation Research
Board’s Guidebook on Preparing Airport Greenhouse Gas Emissions Inventories (Airport
Cooperative Research Program (ACRP) Report 11, Project 02-06). The results of the 2016 GHG
emissions inventory should be compared to the 2015 results. 
Massport should also provide an update on its efforts to encourage the use of single
engine taxiing under safe conditions. In addition, the 2016 EDR should provide an update on the
feasibility of combined heat and power (CHP) use for Terminal E and updates to progress made
in designing the energy systems for the facility. 
Water Quality/Environmental Compliance 
The 2015 EDR describes Massport’s ongoing environmental management activities
including National Pollutant Discharge Elimination System (NPDES) compliance, stormwater,
fuel spills, activities under the Massachusetts Contingency Plan (MCP), and tank management.
Massport’s primary water quality goal is to prevent or minimize pollutant discharges, thus
limiting adverse water quality impacts of airport activities. Massport employs several programs
to promote awareness of activities that may impact surface and groundwater quality. Programs
include implementing best management practices (BMPs) for pollution prevention by Massport,
its tenants, and its construction contractors; training of staff and tenants; and a comprehensive
stormwater pollution prevention plan. 
The 2016 EDR should identify any planned stormwater management improvements
and report on the status of: 
• NPDES Permit and monitoring results for Logan outfalls and the Fire Training Facility; 
• Jet fuel usage and spills; 
• MCP activities; 
• Tank management; 
• Update on the environmental management plan; and 
• Fuel spill prevention. Appendix A. MEPA Certificates and Responses to Comments A-52

Conclusion 
Massport may prepare a 2016 EDR for submission in 2018 consistent with the Scope
included in this Certificate. Massport has indicated that the 2016 EDR will be filed within the
next few months. The 2016 EDR should include a draft Scope for the 2017 ESPR and identify a
date by which the 2017 ESPR will be filed. I encourage Massport to target early 2019 for filing
of the 2017 ESPR. 
March 9, 2018 _____________________ 
Date Matthew A. Beaton 
No comments received. 
MAB/ACC/acc Appendix A. MEPA Certificates and Responses to Comments A-53

Comment # Author Topic Comment Response 
NPC-1 Matthew Beaton,
Secretary 
2016 EDR
Scope 
• Massport will submit a 2016 EDR in lieu of the ESPR.
• The 2016 EDR will supplement typical EDR data 
reporting with discussion of future passenger and
activity levels, planning to address growth and strategies
to minimize environmental impacts. 
• The 2016 EDR will include a draft Scope for the 2017 
ESPR and identify when the ESPR will be filed. 
Massport has prepared the 2016 Logan Airport Environmental Data Report (EDR) in lieu of a 2016
Environmental Status and Planning Report (ESPR) . The 2016 EDR continues to provide
documentation on environmental conditions for the reporting year compared to the previous year.
This 2016 EDR provides information on past, current, and anticipated projects at Logan Airport in
Chapter 3, Airport Planning. Chapter 1, Introduction/Executive Summary and Chapter 2, Activity
Levels describes why 2016 does not serve as a reasonable baseline for prediction of longer-range
impact assessments. In the past few years, passenger demand trends for air travel have been rapidly
increasing and the air carrier landscape is changing. Additionally, the ground transportation arena at
Logan Airport has also changed rapidly with the introduction of transportation network companies
(TNCs) such as Uber and Lyft. The 2017 ESPR will include updated long-range forecasts and will
assess future impacts for noise, air quality, and ground access.
The 2016 EDR discusses the status of management plans, including the Long Term Parking
Management Plan, Noise Abatement Management Plan, Air Quality Management Program, Energy
Master Plan, Environmental Management Policy, Environmental Management System, Sustainability
Management Plan, Tank Management Program, and Outfall Sampling Plan. Each chapter provides a
detailed discussion of environmental effects and management strategies. The 2016 EDR also includes
the Scope for the 2017 ESPR in Appendix C, Proposed Scope for the 2017 ESPR . 
NPC-2 Matthew Beaton,
Secretary 
Ground
Access 
Massport has been collecting TNC data since February
2017 when TNCs began picking up, in addition to
dropping off, at Logan. The 2017 ESPR will include
limited data from 2016 and a year of data for 2017. 
The 2017 ESPR will report on Transportation Network Companies (TNC) data collected at Logan
Airport for 2017, Chapter 5, Ground Access to and from Logan Airport . TNCs, such as Uber and Lyft,
are increasingly becoming a mode of choice for ground-access at airports throughout the country.
Data from the 2016 Logan Airport Air Passenger Ground Access Survey show a number of departing
air passengers choosing TNCs. Beginning in February 2017, Massport began allowing TNCs to pick-
up arriving air passengers via a TNC pool lot and collecting that activity data. This is a service that is
being tracked for reporting in 2017. TNC information for 2017 will be included in the 2017 ESPR and
also used to inform future ground-access/HOV mode shares. 
NPC-3 Matthew Beaton,
Secretary 
Responses to
Comments 
The 2016 EDR must also respond to those issues
explicitly noted in this Certificate and the comments
received on the 2015 EDR and noted in the February 17,
2017 Certificate. 
The 2016 EDR responds to all issues raised in the Certificate on the 2015 EDR and the 2016 EDR
Notice of Project Change in Appendix A, MEPA Certificates and Responses to Comments . The 2016
EDR also responds to all comments received on the 2015 EDR in Appendix B, Comment Letters and
Responses . No comments were received on the 2016 Notice of Project Change. 
NPC-4 Matthew Beaton,
Secretary 
Responses to
Comments 
The Response to Comments section should address all
of the substantive comments on the 2015 EDR, and
other Certificates for Logan Airport that reference
EDR/ESPR documentation (e.g. Logan Airport Parking
Project, Terminal E). 
The 2016 EDR responds to all issues raised in the Certificate on the 2015 EDR, and in the 2016 EDR
Notice of Project Change Certificate , the Terminal E Modernization Environmental Notification Form
(ENF) and Draft Environmental Assessment/Draft Environmental Impact Report (Draft EA/EIR), and the
Certificate on the Logan Airport Parking Project Environmental Notification Form (ENF) in Appendix A, 
MEPA Certificates and Responses to Comments . The 2016 EDR also responds to all comments
received in Appendix B, Comment Letters and Responses . Appendix A. MEPA Certificates and Responses to Comments A-54

Comment # Author Topic Comment Response 
NPC-5 Matthew Beaton,
Secretary 
Ground
Access, Air
Quality, Public
Health 
The 2016 EDR should include sufficient information to
address comments on traffic, air quality and public
health which are common concerns of commenters. 
The 2016 EDR includes information pertaining to traffic in Chapter 5, Ground Access to and from
Logan Airport and information pertaining to air quality and public health in Chapter 7, Air
Quality/Emissions Reduction . Massport has carefully reviewed comment letters received on the 2015
EDR and has responded to comments in Appendix B, Comment Letters and Responses. 
NPC-6 Matthew Beaton,
Secretary 
Activity Levels
, Planning 
The NPC indicates that passenger activity has continued
to grow faster than forecasts provided in the 2015 EDR
and that it is outpacing growth in aircraft operations. The
2016 EDR should describe how this trend will support 
Massport’s long-standing goals to reduce overall 
operating and environmental impacts at the airport.
2016 The EDR should include more discussion of future
passenger and activity levels and planning/mitigation to
address impacts of growth than that which is typically
provided in an EDR. 
The 2016 EDR reports on current and historical passenger activity levels and aircraft operations in
Chapter 2, Activity Levels . The 2016 EDR reports trends in annual passenger and operations activity
levels from 1990 through 2016; passenger volumes have trended upward since 1990, from 26.5
million passengers in 1990 to 36.3 million passengers in 2016. Simultaneously, the long-range trend
for aircraft operations is downward since 1990, from a peak of 507,499 operations in 1998 to 391,222
operations in 2016.
Chapter 2, Activity Levels describes why 2016 does not serve as a reasonable baseline for prediction
of longer-range impact assessments. In the past few years, passenger demand trends for air travel
have been rapidly increasing and the air carrier landscape is changing. Additionally, the ground
transportation arena at Logan Airport has also changed rapidly with the introduction of TNCs such as
Uber and Lyft. The 2017 ESPR will include updated long-range forecasts and will assess future
impacts for noise, air quality, and ground access. 
NPC-7 Matthew Beaton,
Secretary 
Planning In the absence of a 2016 ESPR and the significant public
interest in passenger growth, ground access, noise and
air quality, the 2016 EDR should provide a broader
context for long range planning than would normally be
included in an EDR. It should address planning strategies 
for improving Logan Airport’s operations and services in 
a safe, secure, more efficient, and environmentally
sensitive manner. 
Chapter 2, Activity Levels and Chapter 3, Airport Planning provide updates on current and future
activity levels, and updates on planning efforts through the date of filing. 
NPC-8 Matthew Beaton,
Secretary 
Ground
Access 
Using TNC data collected since February 2017 when
TNCs began picking up at Logan will provide a better
indication of future ground access mode share than
using limited 2016 information. The 2016 EDR should
describe how this TNC data collection and analysis will
be incorporated into the 2017 ESPR. 
Transportation Network Companies (TNC), such as Uber and Lyft, are increasingly becoming a mode
of choice for ground-access at airports throughout the country. Data from the 2016 Logan Airport Air
Passenger Ground Access Survey show a number of departing air passengers choosing TNCs.
Beginning in February 2017, Massport began allowing TNCs to pick-up arriving air passengers via a
TNC pool lot and collecting that activity data. This is a service that is being tracked for reporting in
2017. TNC information for 2017 will be included in the 2017 ESPR and also used to inform future
ground-access/HOV mode shares. 
NPC-9 Matthew Beaton,
Secretary 
Noise
Abatement 
Massport will use the AEDT for noise modeling for the
2016 EDR. 
For this 2016 EDR, Massport has transitioned from using the legacy modeling software, the 
Integrated Noise Model (INM), to FAA’s next-generation software, Airport Environmental Design Tool 
(AEDT). To assist the reviewer, Massport has provided the 2016 INM noise contours for comparison
with the 2016 AEDT noise contours. In future EDRs and ESPRs, Massport will only use AEDT for
modeling noise. Appendix A. MEPA Certificates and Responses to Comments A-55

Comment # Author Topic Comment Response 
NPC-10 Matthew Beaton,
Secretary 
Air Quality Massport has committed to use the FAA’s AEDT model 
for air emissions modeling. The 2016 EDR should
compare results to the most recent version of the
Emissions Dispersion Modeling System (EDMS) that has
been used in recent EDR filings. 
For this 2016 EDR, Massport has transitioned from using the legacy modeling software, the Emissions 
Dispersion Modeling System (EDMS), to FAA’s next-generation software, AEDT. To assist the reviewer, 
Massport has provided 2016 results using both the legacy EDMS model and new AEDT model. In
future EDRs and ESPRs, Massport will only use AEDT for modeling emissions. 
NPC-11 Matthew Beaton,
Secretary 
Air Quality As required in the Certificate on the 2015 EDR, Massport
should consider changes to the presentation of this data
and normalizing it to support effective review and
analysis. Massport should consult with the MEPA Office
and DOER regarding presentation of GHG data in the
2016 EDR and subsequent ESPR. 
In response to the March 9, 2018 Secretary’s Certificate on the 2016 EDR Notice of Project Change, 
Massport has augmented its GHG reporting to show normalized GHG emissions and building energy
use data (see Chapter 7, Air Quality/Emissions Reduction). Normalizing the data shows that Logan
Airport is operating more efficiently over time, serving more passengers in larger building footprints
with less energy. GHG emissions per passenger (Scopes 1 and 2) have decreased by over 34 percent 
from 2007 to 2016. Logan Airport’s energy use intensity, which is a measure of building-only energy 
consumption per square foot, has decreased by over 23 percent from 2007 to 2016. Building GHG
emissions per square foot has decreased by over 43 percent from 2007 to 2016. 
NPC-12 Matthew Beaton,
Secretary 
2017 ESPR
Scope 
The 2016 EDR should include a draft Scope for the 2017
ESPR and identify a date by which the 2017 ESPR will be
filed. I encourage Massport to target early 2019 for filing
of the 2017 ESPR. 
The 2016 EDR includes a draft Scope for the 2017 ESPR in Appendix C, Proposed Scope for the 2017
ESPR . Massport will target spring 2019 for the 2017 ESPR filing. Appendix A. MEPA Certificates and Responses to Comments A-56

Copies of Secretary of the Executive Office of
Energy and Environmental Affairs Certificates
issued for the Reporting Years 2011, 2012/2013,
and 2014 Appendix A. MEPA Certificates and Responses to Comments A-57

Appendix A. MEPA Certificates and Responses to Comments A-59

Appendix A. MEPA Certificates and Responses to Comments A-60

Appendix A. MEPA Certificates and Responses to Comments A-61

Appendix A. MEPA Certificates and Responses to Comments A-62

Appendix A. MEPA Certificates and Responses to Comments A-63

Appendix A. MEPA Certificates and Responses to Comments A-64

Appendix A. MEPA Certificates and Responses to Comments A-65

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Copy of the Secretary of the Executive Office of
Energy and Environmental Affairs Certificate
issued for the Terminal E Modernization Project
Environmental Notification Form and Responses
to Comments Appendix A. MEPA Certificates and Responses to Comments A-81

Appendix A. MEPA Certificates and Responses to Comments A-83

Appendix A. MEPA Certificates and Responses to Comments A-84

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Appendix A. MEPA Certificates and Responses to Comments A-91

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Comment # Author Topic Comment Response 
Terminal E
Modernization
Project
C.5 
Matthew Beaton, Secretary Regional
Transportation 
I acknowledge that long-term strategies to mitigate
Logan's impacts will continue to include an emphasis on
diverting travel to regional airports and to rail. Regional
transportation will continue to be addressed through
the ESPR and EDR, not through this project-specific
review. 
Regional transportation is addressed in Chapter 4, Regional Transportation, of this 2016 Environmental
Data Report (EDR). It will continue to be addressed through the ongoing Environmental Status and
Planning Report (ESPR) and EDR process. 
Terminal E
Modernization
Project
C.10 
Matthew Beaton, Secretary General Cumulative impacts will continue to be addressed
through the ESPR and EDR, not through project specific
review of the Terminal E project. 
This 2016 EDR reports on cumulative, Airport-wide impacts for 2016. Massport is unique among state
agencies and airports in the U.S. for publishing annual environmental reports specifically designed to
describe, analyze, and project the cumulative effects of Logan Airport operations based on current and
anticipated future operating conditions. This process was developed with the Executive Office of Energy
and Environmental Affairs (EEA) to allow individual projects at Logan Airport to be considered and
analyzed in the broader, airport-wide context.
Additional information specific to the Terminal E Modernization Project will be reported on in future
EDR/ESPR filings, as appropriate.
While the next annual report was originally scheduled to be a 2017 ESPR , with approval from EEA,
Massport has prepared an EDR for 2016. The key difference between the two documents is that the
ESPR provides future forecasts for airport activity levels and environmental conditions. In the past few
years, passenger demand trends for air travel have been rapidly increasing and the air carrier landscape
is changing. Additionally, the ground transportation arena at Logan Airport has also changed rapidly
with the introduction of transportation network companies (TNCs) such as Uber and Lyft. Due to these
rapid changes, Massport needs additional time to understand these trends and what it means for future
activity levels and airport ground access. Massport will have a clearer sense of the effect of TNCs at
Logan Airport after a full year of data has been collected. Therefore, Massport will prepare a 2017 ESPR 
which will include an updated future forecast and a better understanding of future ground
transportation options to and from Logan Airport. 
The scope for this document was established by the Secretary‘s Certificate dated March 9, 2018, which is 
included in Appendix A, MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all 
requirements laid out in the Secretary’s Certificate. Future year forecasts and impact assessments will be 
provided in the 2017 ESPR. See the cover letter and Chapter 1, Introduction/Executive Summary of this 
2016 EDR for more information. Appendix A. MEPA Certificates and Responses to Comments A-93

Comment # Author Topic Comment Response 
Terminal E
Modernization
Project
C.11 
Matthew Beaton, Secretary Air Quality/
Emissions
Reduction 
The 2014 EDR demonstrated that total emissions are
incrementally increasing. Massport will continue to
assess the applicability of emissions reduction measures
to the extent practicable and report on air quality in the
ESPR and the EDR. 
Massport will continue to assess the applicability of emissions reduction measures and report on air
quality in the ESPR and the EDR. Chapter 7, Air Quality/Emissions Reduction reports on Airport
emissions in 2016. The 2017 ESPR will report on conditions in 2016 and will assess impacts through 
2035. In response to the March 9, 2018 Secretary’s Certificate on the 2016 EDR Notice of Project 
Change, Massport has augmented its GHG reporting to show normalized GHG emissions and building
energy use data (see Chapter 7, Air Quality/Emissions Reduction). Normalizing the data shows that
Logan Airport is operating more efficiently over time, serving more passengers in larger building
footprints with less energy. GHG emissions per passenger (Scopes 1 and 2) have decreased by over 34 
percent from 2007 to 2016. Logan Airport’s energy use intensity, which is a measure of building-only 
energy consumption per square foot, has decreased by over 23 percent from 2007 to 2016. Building
GHG emissions per square foot has decreased by over 43 percent from 2007 to 2016. 
Terminal E
Modernization
Project
C.12 
Matthew Beaton, Secretary Air Quality/
Emissions
Reduction 
Cumulative air quality impacts will continue to be
addressed through the ESPR and EDR, not through
project specific review of the Terminal E project. 
As directed by the Secretary, this 2016 EDR reports on cumulative, Airport-wide air quality impacts in
Chapter 7, Air Quality/Emissions Reduction. Cumulative impacts will continue to be addressed through
the ESPR and EDR. 
Terminal E
Modernization
Project
C.14 
Matthew Beaton, Secretary Ground Access/
Air Quality 
The issues of ground transportation and parking are
clearly relevant to any discussion of cumulative impacts,
and are an important component of any cumulative air
quality analysis, which will continue to be addressed
through the ESPR and EDR, not through this project
specific review of the Terminal E Expansion. 
As directed by the Secretary, this 2016 EDR reports on ground transportation and parking in Chapter 5, 
Ground Access to and from Logan Airport. The air quality analysis is reported in Chapter 7, Air
Quality/Emissions Reduction. These issues will continue to be addressed through the ESPR and EDR. Appendix A. MEPA Certificates and Responses to Comments A-94

Comment # Author Topic Comment Response 
Terminal E
Modernization
Project
C.15 
Matthew Beaton, Secretary Ground Access The ESPR and annual EDR updates include a substantial
body of analysis on ground transportation issues. The
2014 EDR indicates that Massport is developing a Long-
Term Parking Management Plan intended to address the
parking supply, pricing and operations associated with
Logan's constrained parking. Strategies to address the
parking issue may have implications for design of the
Terminal E Modernization project, including curbside
access and/or short-term parking areas. 
This 2016 EDR documents updates to Massport's Long-Term Parking Management Plan, which is
intended to address the parking supply, pricing, and operations associated with Logan Airport's
constrained parking. The Long-Term Parking Management Plan was originally published in the 
2012/2013 EDR. This 2016 EDR report on this plan in Chapter 5, Ground Access to and from Logan
Airport. 
Massport's ground transportation strategy is designed to provide a broad range of high occupancy
vehicle (HOV), transit, and shared-ride options for travel to and from Logan Airport and to minimize
vehicle trips, by providing convenient transit, shuttle, bike, and pedestrian connections to the Airport.
The strategy also aims to provide on-Airport parking for passengers choosing to drive or who have
limited HOV options. Massport continues to manage parking supply, pricing, and operations to promote
the use of transit, HOV, shared-ride options. Increasing available on-airport parking is one strategy
Massport employs to minimize drop-off/pick-up trips.
On March 31, 2017, Massport filed an Environmental Notification Form (ENF) for the Logan Airport
Parking Project, which proposes to build 5,000 new on-Airport commercial parking spaces at Logan
Airport in two locations (on top of the existing Economy Garage and in the location of the existing
Terminal E surface lot). On May 5, 2017, the Executive Office of Energy and Environmental Affairs (EEA)
issued its Certificate on the ENF establishing the Scope for the required Draft Environmental Impact
Report (EIR). The Draft EIR will further evaluate the environmental impacts of the Logan Airport Parking
Project in accordance with the Secretary's Certificate. The construction of additional commercial parking
spaces at Logan Airport was predicated on a regulatory change, by the Massachusetts Department of
Environmental Protection (MassDEP), whereby MassDEP would need to amend the existing Logan
Airport Parking Freeze to allow for some additional commercial parking spaces at Logan Airport. In 
response to Massport’s 2016 request to consider an amendment to the Logan Airport Parking Freeze (to 
increase the commercial parking freeze limit by 5,000 spaces), MassDEP conducted a stakeholder
process, which was followed by a public process to amend the Parking Freeze regulation. MassDEP
issued the amended regulation on June 30, 2017 approving the requested parking increase. On March 6,
2018, U.S. Environmental Protection Agency (EPA) formally amended the Massachusetts State
Implementation Plan (SIP) to accommodate an increase of 5,000 spaces in the Logan Airport Parking
Freeze. Appendix A. MEPA Certificates and Responses to Comments A-95

Comment # Author Topic Comment Response 
Terminal E
Modernization
Project
C.23 
Matthew Beaton, Secretary General The ESPR and EDR provide a cumulative analysis of
Logan Airport operations, environmental impacts, and
mitigation measures. Review of individual projects
proceeds within the context of this long-term planning
and analysis of cumulative impacts. The record of MEPA
review clearly demonstrates that Massport has and
continues to identify impacts associated with individual
projects within the context of long-term plans and
cumulative impacts of Logan Airport. Cumulative
impacts and project specific impacts will continue to be
assessed on separate tracks; they will complement each
other and ensure that projects are not viewed in
isolation. 
Massport is unique among state agencies and airports in the U.S. for publishing annual environmental
reports specifically designed to describe, analyze, and project the cumulative effects of Logan Airport
operations based on current and anticipated future operating conditions. This process was developed to
allow individual projects at Logan Airport to be considered and analyzed in the broader, airport-wide
context. A brief overview of that long-standing process follows.
Massport has been producing annual reports for MEPA and for public review since 1979. Initially, these
annual reports were called the Generic Environmental Impact Report (GEIR) and are now called
Environmental Status and Planning Reports (ESPR) with interim Environmental Data Reports (EDR). These
reports assess the environmental effect of overall changes in operations at Logan Airport. The reports
provide an overall context, within which changes in the total environmental impacts at Logan Airport
can be assessed. 
As stated in the Introduction to the 1999 ESPR, “While the Logan ESPR and EDRs provide the broad 
planning context for projects proposed for Logan Airport and future planning concepts under
consideration by Massport, no specific projects can be built solely on the basis of inclusion and 
discussion in the 1999 ESPR.” Projects that require state (MEPA) or federal (NEPA) review undergo a
separate review process. In short, Massport’s annual reports provide the planning context which 
complements the individual, project-specific filings. This 2016 EDR and the following 2017 ESPR will
continue to report on baseline and cumulative impacts of overall airport operations. 
Terminal E
Modernization
Project
C.28 
Matthew Beaton, Secretary General In recognition of the comment letters that raise
concerns with cumulative airport-wide impacts
pertaining to traffic and parking, air quality, and noise
and, consistent with the MEPA review structure for
Logan Airport, I am requiring Massport to respond to
comments regarding airport operations and cumulative
impacts in subsequent ESPR and/or EDR documents. 
This 2016 EDR addresses comments regarding airport operations and cumulative impacts. While the
next annual report was originally scheduled to be a 2016 ESPR , with approval from EEA, Massport has
prepared an EDR for 2016. The key difference between the two documents is that the ESPR provides
future forecasts for airport activity levels and environmental conditions. In the past few years, passenger
demand trends for air travel have been rapidly increasing and the air carrier landscape is changing.
Additionally, the ground transportation arena at Logan Airport has also changed rapidly with the
introduction of TNCs such as Uber and Lyft. Due to these rapid changes, Massport needs additional
time to understand these trends and what it means for future activity levels and airport ground access.
Massport will have a clearer sense of the effect of TNCs at Logan Airport after a full year of data has
been collected. Therefore, Massport will prepare a 2017 ESPR which will include an updated future
forecast and a better understanding of future ground transportation options to and from Logan Airport. 
The scope for this document was established by the Secretary‘s Certificate dated March 9, 2018, which is 
included in Appendix A, MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all 
requirements laid out in the Secretary’s Certificate. Future year forecasts and impact assessments will be 
provided in the 2017 ESPR . See the cover letter and Chapter 1, Introduction/Executive Summary of this 
2016 EDR for more information. 
C.29 Matthew Beaton, Secretary General The 2015 EDR Scope includes reporting on noise, air
quality, and long-term parking management. 
The 2016 EDR includes an assessment of Airport-wide noise (Chapter 6, Noise Abatement ), air quality
conditions (Chapter 7, Air Quality/Emissions Reduction ) , and the status of Massport's Long-Term
Parking Management Plan (Chapter 5, Ground Access to and from Logan Airport ). Appendix A. MEPA Certificates and Responses to Comments A-96

Comment # Author Topic Comment Response 
C.30 Matthew Beaton, Secretary Activity Levels The 2016 ESPR should revise growth projections based
on the changes in the Terminal E Modernization Project
that occurred subsequent to the 2011 ESPR (if
necessary). 
The 2017 ESPR will update aircraft operations and passenger activity levels through 2035 based on
aviation industry trends, economic, and demographic factors. Consideration will also be given to the
Federal Aviation Administration's (FAA's) terminal area forecasts.
While the next annual report was originally scheduled to be a 2016 ESPR, with approval from EEA,
Massport has prepared an EDR for 2016. The key difference between the two documents is that the
ESPR provides future forecasts for airport activity levels and environmental conditions. In the past few
years, passenger demand trends for air travel have been rapidly increasing and the air carrier landscape
is changing. Additionally, the ground transportation arena at Logan Airport has also changed rapidly
with the introduction of TNCs such as Uber and Lyft. Due to these rapid changes, Massport needs
additional time to understand these trends and what it means for future activity levels and airport
ground access. Massport will have a clearer sense of the effect of TNCs at Logan Airport after a full year
of data has been collected. Therefore, Massport will prepare a 2017 ESPR which will include an updated
future forecast and a better understanding of future ground transportation options to and from Logan
Airport. 
The scope for this document was established by the Secretary‘s Certificate dated March 9, 2018, which is 
included in Appendix A, MEPA Certificates and Responses to Comments . This 2016 EDR fulfills all 
requirements laid out in the Secretary’s Certificate. Future year forecasts and impact assessments will be 
provided in the 2017 ESPR . See the cover letter and Chapter 1, Introduction/Executive Summary of this 
2016 EDR for more information. 
C.31 Matthew Beaton, Secretary Ground Access It should also should reflect the proposed connection to
the Airport Station and identify the anticipated ridership,
changes in the HOV mode share, and ground access
planning considerations. 
A review of ridership and trainset capacity on the Massachusetts Bay Transportation Authority (MBTA)
Blue Line indicates that there is significant reserve capacity (passenger space available within the
trainset) on the Blue Line during the peak hour in the peak direction. Even with a doubling of Blue Line
use by air passengers, there is still significant Blue Line capacity available. This 2016 EDR reports on
HOV mode share, ridership, and ground access planning in Chapter 5, Ground Access to and from Logan
Airport. Appendix A. MEPA Certificates and Responses to Comments A-97

Copy of the Secretary of the Executive Office of
Energy and Environmental Affairs Certificate
issued for the Terminal E Modernization Project
Draft Environmental Assessment/Environmental
Impact Report and Responses to Comments Appendix A. MEPA Certificates and Responses to Comments A-99

C.1 
C.4
C.3
C.2 Appendix A. MEPA Certificates and Responses to Comments A-101

C.5 Appendix A. MEPA Certificates and Responses to Comments A-102

C.7
C.6 
C.8 Appendix A. MEPA Certificates and Responses to Comments A-103

C.10
C.9 
C.18
C.17
C.16
C.15
C.14
C.13
C.12
C.11 Appendix A. MEPA Certificates and Responses to Comments A-104

C.22
C.21
C.20
C.19
C.18 
C.24
C.23 Appendix A. MEPA Certificates and Responses to Comments A-105

C.27
C.26
C.25 
C.27
Cont. Appendix A. MEPA Certificates and Responses to Comments A-106

C.36
C.35
C.34
C.33
C.32
C.31
C.30
C.29
C.28 
C.47
C.46
C.45
C.44
C.43
C.42
C.41
C.40
C.39
C.38
C.37 Appendix A. MEPA Certificates and Responses to Comments A-107

C.48 Appendix A. MEPA Certificates and Responses to Comments A-108

Appendix A. MEPA Certificates and Responses to Comments A-109

Appendix A. MEPA Certificates and Responses to Comments A-110

Comment # Author Topic Comment Response 
Terminal E
Modernization
Project
C.2 
Matthew Beaton,
Secretary 
Cumulative
Impacts 
Subsequent ESPRs and EDRs will update the cumulative impacts of
passenger growth and associated ground and aircraft operations
based on revised forecasts and update and revise environmental
management plans to address impacts. 
This 2016 Environmental Data Report (EDR) assesses cumulative environmental impacts for 2016 and
reports on the status of Section 61 mitigation commitments. The upcoming 2017 Environmental Status
and Planning Report (ESPR), will include updated passenger, operations, and cargo forecasts and will assess
the future cumulative environmental impacts of additional flights and passenger activity levels for noise,
air quality/greenhouse gas (GHG) emissions, and ground access. Environmental management plans will be
updated to address anticipated impacts, as appropriate. 
Terminal E
Modernization
Project
C.3 
Matthew Beaton,
Secretary 
Cumulative
Impacts 
Future [EDR/ESPR] submittals will continue to document potential
impacts and trends and propose measures to implement the broad
goal of maintaining or reducing Logan's overall environmental
impacts, even as annual passenger volumes rise in the future. 
This 2016 EDR assesses cumulative environmental impacts for 2016 and reports on Massport's initiatives
to reduce environmental impacts. The upcoming 2017 ESPR will include updated passenger, operations,
and cargo forecasts and will assess the future cumulative environmental impacts of additional flights and
passenger activity levels for noise, air quality/GHG emissions, and ground access. Environmental
management plans will be updated to address anticipated impacts, as appropriate. 
Terminal E
Modernization
Project
C.5 
Matthew Beaton,
Secretary 
Cumulative
Impacts 
The 2015 EDR Scope includes, but is not limited to, reporting on
noise, air quality, and long-term parking management. The 2015
EDR and 2016 ESPR should reflect the proposed connection to the
Airport Station, provide updates on the planning and design of the
connection, and identify the anticipated ridership, changes in the
HOV mode share, and ground access planning considerations. 
The 2016 EDR describes the current state of planning for the direct connection to Airport Station. The 
2017 ESPR will also describe progress on planning and design for the proposed connection to the Airport
Station, and will identify the anticipated ridership, changes in the high occupancy vehicle (HOV) mode
share, and ground access planning considerations.
The direct connection between Terminal E and the Massachusetts Bay Transportation Authority (MBTA)
Blue Line Airport Station is currently being studied and various approaches are under consideration.
Consideration is being given to constructing an Automated People Mover (APM) which ultimately could
connect the MBTA Blue Line Station to all the terminals. The APM concept is in the very early stages of
feasibility assessment and will be more definitive as the Terminal E Modernization Project moves into
Phase 2. The 2017 Environmental Status and Planning Report will provide further information. 
Terminal E
Modernization
Project
C.8 
Certificate
Secretary Matthew
Beaton 
Environmental
Justice/Outreac
h 
Massport has indicated it will provide a Spanish translation of the
DEIR Executive Summary. I encourage Massport to continue
providing translated Executive Summaries with all future MEPA
filings. 
Massport has included a Spanish-language version of Chapter 1, Introduction/Executive Summary, of the 
2016 EDR (included after the English-version). 
Terminal E
Modernization
Project
C.9 
Certificate
Secretary Matthew
Beaton 
Regionalization Comments on the DEIR continue to request that Massport
accommodate more demand at regional airports in lieu of or in
conjunction with the proposed project. I acknowledge that long-
term strategies to mitigate Logan's impacts will continue to include
an emphasis on diverting travel to regional airports and to rail. As
indicated in the Certificate on the ENF, regional transportation will
continue to be addressed through the ESPR and EDR, not through
this project specific review. 
This 2016 EDR reports on Airport planning initiatives in Chapter 3, Airport Planning, and the regional
transportation system in Chapter 4, Regional Transportation. The 2017 ESPR will also report on Airport
planning and regional transportation. Appendix A. MEPA Certificates and Responses to Comments A-111

Comment # Author Topic Comment Response 
Terminal E
Modernization
Project
C.16 
Certificate
Secretary Matthew
Beaton 
Energy / GHG I refer the Proponent to DOER's comment letter which recommends
further evaluation of CHP to address Terminal E's service water
loads. Massport has indicated that conversion of equipment at
Logan's Central Heating and Cooling Plant will be evaluated as the
equipment reaches the end of its useful life. 
The evaluation of the CHP is part of the ongoing design of the Terminal E Modernization. An update will
be included in the 2017 ESPR . 
Terminal E
Modernization
Project
C.17 
Matthew Beaton,
Secretary 
EDR/ESPR I expect that further evaluation of CHP will be evaluated as part of
that process and reported in future EDRs and ESPRS. 
The evaluation of the CHP is part of the ongoing design of the Terminal E Modernization project. An
update will be included in the 2017 ESPR . 
Terminal E
Modernization
Project
C.22 
Matthew Beaton,
Secretary 
Resiliency The DEIR notes that Massport has consulted with CZM regarding
development of coastal resiliency design measures. Massport will
continue consultations with CZM and MBTA and to review existing
station vulnerabilities, as operations of the Blue Line and this station
are important to support Massport HOV goals. Updates on this
consultation and the design measures that are considered and/or
incorporated into the design to improve the MBTA station's coastal
resiliency should be provided in the EDR and ESPR documents. 
Updates on this consultation and the design measures that are considered and/or incorporated into the
design will be provided in future EDR and ESPR filings as updates are available. 
Terminal E
Modernization
Project
C.23 
Matthew Beaton,
Secretary 
Energy / GHG Massport will continue to assess the applicability of emissions
reduction measures to the extent practicable and report on air
quality in the ESPR and the EDR. 
Massport will continue to assess the applicability of emissions reduction measures and report on air
quality in the ESPR and the EDR. Chapter 7, Air Quality/Emissions Reduction, reports on Airport emissions
in 2016. The 

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