Certificate on the 2004 planning report, August 2006

Executive Office of Energy and Environmental Affairs · from the MEPA office · 11 pages · 858 KB
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M l l l R O M N E Y 
GOVERNOR August 16,2006 Tel. (617) 626-1000
Fax. (617) 626-1181 ~, 
K E R R Y HEALEY http://www.rnass.gov/envir 
LIEUTENANT GOVERNOR 
STEPHEN R. PRITCHGERTIFICATE OF THE SECRETARY OF ENVIRONMENTAL AFFAIRS 
SECRETARY ON THE
ENVIRONMENTAL STATUS AND PLANNING REPORT 
PROJECT NAME : 2004 Logan Environmental Status and Planning Report 
PROJECT MUNICIPALITY : Boston / Winthrop 
PROJECT WATERSHED : Boston Harbor
EOEA NUMBER : 3247
PROJECT PROPONENT : Massachusetts Port Authority 
DATE NOTICED IN MONITOR : June 7,2006 
As Secretary of Environmental Affairs, I hereby determine that the Environmental Status and
Planning Report submitted on this project adequately and properly complies with the
Massachusetts Environmental Policy Act (G. L. c. 30, ss. 61 -62H) and with its implementing
regulations (301 CMR 11.00). 
The environmental review process at 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 Massachusetts Port Authority's (Massport) long
range planning. The ESPR provides a "big picture" analysis of environmental impacts associated
with current and anticipated levels of activities, and presents an overall mitigation strategy aimed
at avoiding increases in such impacts. The ESPR analysis is supplemented by (and ultimately
incorporates) the detailed analyses and mitigation commitments of project-specific EIRs. The
ESPR is currently updated on a five-year basis, with much less detailed Environmental Data
Reports filed in the years between submission of the ESPRs. The 2004 ESPR is the subject of
this Certificate. 
Background 
In 1979, the Secretary of the Executive Office of Environmental Affairs (EOEA) issued a
Certificate requiring Massport to define, evaluate, and disclose, every three years, the impact of
long-term growth at the airport through a Generic Environmental Impact Report (GEIR). The
Certificate also required the submission of interim Annual Updates to provide data on conditions
for the years between the GEIRs. The GEIR provided projections of environmental conditions 
f3 Pr~nted on Recycled Stock20% Post ConsumerWaste

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where the cumulative effects of individual projects could be understood. The Secretary's
Certificate on the 1997 Annual Update proposed a revised environmental review process for
Logan Airport. As a result, Massport evaluates the cumulative impacts associated with airport
activities through preparation of an ESPR every five years and provides data updates annually
through the EDRs. 
This 2004 ESPR was originally scheduled to be completed in 2005, but was postponed until
2006. The 2004 ESPR was delayed because of delays associated with the completion of the New
England Regional Aviation System Plan (NERASP). Massport adopted the NERASP forecasts
for its 2020 Logan Airport forecast of aviation activity in this ESPR, and upon which the analysis
of 2020 environmental conditions is based. Postponing completion of the 2004 ESPR ensured
that the forecasts used in the ESPR are the most current and accurate forecasts available. 
Review of the 2004 ESPR 
In general, the ESPR has responded to the scope. In particular, the ESPR contains a wealth of
useful data on activity levels and impacts, and lays out a forecast for trends in the hture years.
The technical studies in the 2004 ESPR included 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. 
As always, EOEA remains committed to evaluating and addressing the cumulative impacts of
airport operations on the nearby communities. In June 2001, Massport agreed to work with
EOEA on structuring a proposed Air Quality Initiative (AQI). The Certificate indicated that 
Massport was "to solicit project submissions from local governments and community groups,
which will be reviewed in an objective, science-based process by a neutral organization such as
NESCAUM." This Certificate on the ESPR reiterates that Massport has committed to the Air
Quality Initiative, a key program designed to mitigate the cumulative air quality impacts of
airport operations. The 2005 EDR should detail how Massport is meeting this commitment. The
2005 EDR must also address all of the air quality issues raised by the commenters. 
Although Massport has presented a detailed ESPR, I remain concerned with a number of
environmental issues, specifically air quality and noise related issues, as outlined below. 
Follow-up 
Massport should submit the next EDR (analyzing conditions for the 2005 calendar year no later
than December 15,2006. I recognize that this Certificate requires the inclusion of considerable
follow-up in that document. However, ESPRs invariably raise important issues which require
follow-up sooner rather than later, and this ESPR is no exception. I anticipate that the EDR in a
year following the publication of an ESPR will always have to include such analytical follow-up
to the ESPR and respond to comments on the ESPR. Other EDRs should provide more of a

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"snapshot" of the previous year's operations and impacts, with more substantial analysis awaiting
the next GEIR. EDRs in years other than the year immediately following publication of an ESPR
should therefore be considerably less voluminous and Massport should strive to submit these
documents by July 3 1 of the year following the subject year. 
Responses to Comments 
The next EDR must include Responses to Comments which addresses all of the substantive
comments from the letters listed at the end of this Certificate. The Response to Comments
included in this ESPR is well-constructed and cross-referenced (although several comments have
complained of general responses or document references in response to specific questions). 
Massport may follow the same format in addressing comments in the next EDR, although the
Responses to Comments should pay particular attention to increased specificity, where necessary.
The majority of comments received on the EDR focused on air quality and noise related issues,
including measurement of noise, modeling of noise contours, and noise abatement. In addition to
responding to these comments, the 2005 EDR and future EDRs should also continue to report on
the refinements to noise tracking and abatement efforts. 
Airport Activitv Levels 
The ESPR included a chapter on airport activity levels, including information on aircraft
operations, fleet mix, passenger activity levels, and cargo and mail operations. This chapter also
reported on Massport's forecasts that will become the basis for Massport's strategic planning
initiatives over the next few years. Past forecasts were based on low, medium, and high
passenger activity levels. New forecasts are now based on the forecasts for 2020 developed for
the New England Regional Airport System Plan (NERASP) study. This chapter included aircraft
operations and passenger activity forecasts, and provided a discussion of methodologies and
assumptions, including anticipated fleet mix changes and other trends in the aviation industry. 
Air passenger traffic at Logan Airport continued to rebound in 2004, but remained below the
peak year level reached in 2000. The total number of passengers using Logan Airport in 2004
increased by 14.7 percent over 2003 levels to 26.1 million passengers. Although the recovery in
passenger demand was underway in 2004 at Logan Airport and throughout the industry, legacy
commercial airlines continued to struggle financially as competition from low cost carrier (LCC)
rivals increased and fuel prices remained high. 
For the first time since 1998, total annual aircraft operations (arrivals and departures) at Logan
Airport increased compared to the previous year and were at their highest level since 2001. Daily
operations in 2004 averaged approximately 1,107 compared to approximately 1,027 in 2003, an
increase of about 80 operations per day or about 8.6 percent. 2004 levels remain below historic
peaks. The growth in aircraft activity was driven primarily by the entry and expansion of LCCs at
Logan Airport in 2004. This increase in LCC services in 2004 stimulated growth in airport 
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EOEA #3247 ESPR Certificate 
passenger demand. 
In 2004, Logan Airport ranked 19th among US airports in total cargo volume. All-cargo
operations at Logan Airport declined by less than 1 percent in 2004. However, total cargo
volume, including cargo carried in the belly compartments of passenger aircraft, rose by 0.6
percent. 
Airport Planning 
This section described the status of planning initiatives and projects through the planning horizon
year (2020) for the Terminal Area; Airside Area; Service and Cargo Areas; and Edge Buffers and
Landscaping. The Airport Planning Chapter also reported on the status of public works projects
implemented by other agencies within the boundaries of Logan Airport. 
Several projects were completed in 2004: 
The majority of construction of the main terminal and satellite concourse of Delta Air
Lines' Replacement Terminal A Project was completed in 2004. 
A dedicated hourly parking area opened on the lower level of the Terminal B Garage in
July 2004. 
Massport also launched Exit Express, Massport's convenient way to pay for parking. 
The Massachusetts Bay Transportation Authority's (MBTA's) $23 million new Blue Line
Airport Station opened in June 2004. 
Demolition of the old MBTA Airport Station was completed in 2004. 
By the end of 2004, completion of the Central Artery/Tunnel (CAIT) Project and
improvements to the roadway system were complete, allowing for a more efficient
roadway network with shorter and more direct routes between destinations in the airport
and the regional highway system. 
The Silver Line, the most recent addition to the transit system and Boston's first Bus
Rapid Transit line, began limited service to Logan Airport in December 2004. 
Both Massport and Logan Airport's tenants are proposing projects or exploring planning options
to modernize and carry out future improvements at Logan Airport. Massport's planning criteria
for Logan Modernization are based on accommodating 45 million annual passengers in airport
terminals, facilities, and on airport roadways. Future projects and planning concepts include: 
Both Massport and Logan Airport's tenants are proposing projects or exploring planning
options to modernize and carry out future improvements to the existing terminal facilities.
Some projects and planning concepts include ongoing expansion and upgrade of Terminal
E and constructing a new satellite Federal Inspectional Services (FIS) Facility at the
southeast end of Terminal B. 
Some projects and planning concepts that are underway or under consideration include,
consolidating flight kitchen facilities in the north service area, constructing new multi
tenant maintenance facilities for ground service equipment (GSE), and constructing new

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hangar facilities in the north cargo area. 
Airside improvements include upgrades and improvements to the airfield to enhance the
operations efficiency and safety of Logan Airport. Some projects and planning concepts
that are underway or under consideration include, installing a security wall along the
perimeter of the air operations area, providing additional aircraft parking for certain types
of aircraft, and an airside improvements planning project to reduce current and projected
levels of aircraft delay. 
Buffer areas are being designed in consultation with Logan Airport's neighbors and other
interested parties in an open community planning process. Some future airport buffer
projects and planning concepts include, landscaping the former Navy Fuel Pier at
Jefferies Point, installing a landscaped border in conjunction with the north service area
Economy Parking Lot construction, and constructing a half-acre linear area with
landscaping and lighting improvements along Maverick Street. 
Massport is considering a parking strategy to address future on-airport parking demands.
Some ongoing and future parking projects and planning concepts include redeveloping
three parcels into a combined economy parking facility with the capacity for up to 1,750
vehicles, proposed parking facility in the Southwest Service Area, and a new consolidated
facility for all car rental operations 
Regional Transportation Context 
Overall, aviation activity levels at New England's regional airports increased in 2004, as
passenger demand continued to rebound both within the region and nationally after the 2001
downturn. Just as the passenger decline seen at the regional airports in the wake of September 11,
2001 was less severe than the declines experienced at Logan Airport, the traffic recovery seen at
the regional airports in 2004 was not as strong as the rebound experienced at Logan Airport.
Growth at Logan Airport was largely fueled by a growing presence of LCC services.
At the same time, regional airports continued to experience growth in 2004 and served a
significant (42.5 percent) share of the region's air passenger traffic. Several factors have
contributed to the success of the regional airports in recent years: 
Many of the regional airports benefited from the introduction and growth of LCC services
over the past several years. This trend began when Southwest Airlines entered the New
England market in 1996 by serving T.F. Green Airport in Warwick, Rhode Island and
later expanding into the Manchester and HartfordIBradley International Airports. The
trend continued in 2004 when Spirit Airlines began service from T.F. Green Airport,
Independence Air5 initiated low-fare service at several of the regional airports, and
Southwest Airlines continued to increase service from its New England airports. 
Several of the smaller airports, particularly Burlington, Bangor, and Tweed-New Haven
continued to benefit from the introduction of regional jets and gained new non-stop
services to airline connecting hubs, which increase service options for regional airport
passengers.

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Ground Transportation 
The chapter reported on 2004 conditions and provided a comparison of 2004 findings to previous
years for variety of ground transportation indicators. The chapter also presented a discussion of
analysis methodologies and assumptions for future year conditions for the planning horizon year
2020 for Traffic volumes, On-airport Vehicle miles traveled (VMT) and Parking demand. 
Completion of the CAIT and Logan Airport Modernization projects created a more
efficient roadway network with shorter and more direct routes to destinations within
Logan Airport. 
With the exception of water transportation, all scheduled and unscheduled high
occupancy vehicle (HOV) transportation to Logan Airport saw increased ridership in
2004. 
Overall HOV mode share for air passengers increased from 25.8 percent in 1990 to 32
percent in 2003. Although the data shows a slight decrease to 30.3 percent in HOV modes
in 2004, the 2003 HOV mode share was an all-time high, reflecting Massport's success in
generally maintaining or increasing the percentage of passengers using HOV modes in all
market segments. 
The most recent employee survey showed an employee HOV mode share of 26.8 percent. 
Airport-related average annual daily traffic (ADDT) volumes increased by 12.6 percent in
2004 over 2003 volumes. Despite this increase in ADDT volumes, the vehicle miles
traveled (VMT) on Logan Airport's roadway system only increased by 3.5 percent in
2004 compared with the 2003 VMT. This reflects the effects of the changes in the airport
roadway system resulting from the CA/T and Logan Airport Modernization projects,
which result in a shorter average trip length, creating a much smaller increase in total
VMT than in average weekday daily traffic volumes. 
Massport executed a Memorandum of Understanding with the MBTA to commence
Silver Line bus rapid transit service in late 2004. Massport's support of the Silver Line
Airport service will total more than $30 million over ten years. 
Between 2003 and 2004, membership in the Transportation Management Association (TMA)
declined by 800 employees, a 13.3% reduction. Massport stated in the ESPR that significant
TMA funds had been expended for administrative functions resulting in underfunded
programming. The Executive Office of Transportation's MassRIDES program will now provide
a TMA coordinator at state expense. The EOT identified its expectation that Massport will
"maintain its current level of effort, including both cash contributions and in-kind services. 
The Secretary's June 15,2001 Certificate on the AIPP directs Massport to require that all Logan
employers join the TMA at the earliest possible opportunity. This mitigation measure is not
listed in Table 10-7 and no plan is presented for meeting this requirement. A plan should be
detailed in the 2005 EDR.

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The ESPR indicated that two FAA programs had relocated to New Hampshire in 2004 and that
Beacon-Skanska, having completed the construction of Terminal A, was no longer at Logan.
Four additional corporate members left the TMA in 2004. The 2005 EDR should provide
explanation for this. 
The 2003 EDR stated that TMA shuttle ridership declined by 32.4 percent due to the elimination
of services at mid-year due to lack of funding., but that the decrease in shuttle ridership had been
more than off-set by increased Logan Express use. Massport should identi@ any efforts such as
more active marketing of carhidesharing options targeted to those who previously used the
cancelled shuttles. This information should be provided in the 2005 EDR. 
Noise 
This chapter began with an overview of the environmental regulatory framework affecting
aircraft noise, the changes in aircraft noise, the methodologies used to track noise, and what if
any changes there was in noise modeling. The information in this chapter built upon the findings
of the Boston Logan Overflight Noise Study. This chapter also updates the status Massport's
efforts to reduce noise levels and provides noise contours population counts for 2020. 
Massport has continued to make improvements in the noise modeling process as the
sophistication of noise models and data acquisition systems has advanced. Recent
developments in noise modeling technologies and techniques employed in this 2004
ESPR and to be used in future years include: use of a new radar data acquisition system,
known as a long-range PASSUR, for the source of all radar-based operations data; a new
upgrade to Massport's radar data processing software; use of the latest update to the
FAA's Integrated Noise Model, while retaining the unique capability to account for over- 
water sound propagation and hill effects unique to Logan Airport; incorporation of more
than 1,800 modeled flight tracks, checked and updated where necessary to reflect 2004
radar data; use of radar data to determine the "best-fit" match among each of the nearly
402,000 radar traces captured by Logan Airport's noise monitoring system and the
available climb profile contained within the INM database; procurement of an improved
noise and operations monitoring system; procurement of automated altitude profile and
noise contour generation software. 
From May to August 2004, Runway 4L-22R was closed either completely or partially to
accommodate repaving. Due to this closure, jet aircraft departures on Runway 22R
decreased by approximately 23 percent compared to 20036 while departures on other
runways increased. 
As a result of changes in airport operations in 2004, the number of people exposed to
Day-Night Sound Level (DNL) values greater than 65 dB increased compared to the
number in 2003. An estimated 10,720 people were exposed to DNL levels greater than 65
dB in 2004, compared to 7,183 in 2003, and 8,309 in 2002. The majority of the increase
occurred in East Boston off the northwest end of Runway 33L. The increases within the

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65dB are in areas that were previously sound insulated. Despite these increases, the total
count of people exposed to 65 dB DNL and above was 23 percent lower than in 2001. 
The 2004 Cumulative Noise Index (CNI) of 153.4 Effective Perceived Noise Level
(EPNdB) remained well below the cap of 156.5 EPNdB. Although CNI also increased
compared to 2003 and 2002 as a result of the increased number of operations, the 2004
level remained below the 2001 CNI value. 
The number of residential dwelling units for which Massport provided sound insulation
in 2004 was 791. Since the program's inception, the total number of dwelling units
receiving sound insulation is now 8,615. In addition, Massport completed sound
insulation of a 36th school -the new Center School located in Winthrop. 
The Logan Airport Noise Study is now expected to be conducted in at least three phases. I
strongly encourage Massport to include a phase for the monitoring and assessment of altered
flight paths so that any necessary modifications can be identified and implemented. 
In addition, the ESPR indicated that there will be an increase from 2004 to 2020 in the number of
Boston residents who will experience noise in the 70-75 DNL and the 75-80 DNL due to the use
of parallel runways. Massport strive to identify ways to ensure that these increases do not occur.
The 2005 EDR should include a preliminary discussion about how Massport will address
projected exceedances. 
Air Quality 
This chapter presented an overview of the environmental regulatory framework affecting aircraft
emissions, changes in aircraft emissions, and the changes in air quality modeling. It also predicts
emission levels for 2020. 
To ensure consistency and comparability between 1999 and 2004 air quality emissions,
the 1999 air emissions inventory was updated with information that was not available
when first,reported and 1999 emissions were recalculated using the new version of the
FAA's Emissions and Dispersion Modeling System (EDMS) v4.21. Additional data were
also added to the 2004 inventory in order to increase the accuracy of the results, for
example curbside queue times were updated and new parking areas were added to the
inventory. 
In 2004, the emission inventory results were driven by an 8 percent increase in aircraft
operations compared to 2003 activity levels. Increases in stationary source (fuel storage
facilities, heating plant, etc.) emissions hrther contributed to the increase in levels of
volatile organic compounds (VOCs) and oxides of nitrogen (NOx). 
In 2004, total VOC emissions at Logan Airport were estimated to be approximately 1,360

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kilograms (kg)/day, which is an increase of 17 percent from 2003 levels. However, total
VOC emissions at Logan Airport were 41 percent lower in 2004 than in 1999. The
increase of VOC emissions between 2003 and 2004 was due to the increase in aircraft
operations in 2004. 
In 2004, total NOx emissions from all airport-related sources were estimated to be 4,290 
kglday, which is an increase of 16 percent from 2003 levels, but is a 26 percent decrease
as compared to 1999 levels. Once again, the increase in aircraft operations contributed the
most to this increase in airport-related NOx in 2004. 
Total carbon monoxide (CO) emissions at Logan Airport in 2004 were estimated to be
9,852 kglday, or 3 percent below 2003 levels. In 2004, total CO emissions at Logan
Airport were 32 percent lower than 1999 levels. While CO emissions from aircraft
increased due to increased aircraft operations, the use of alternative fuel vehicles (AFVs)
and the lower emission rates of the motor vehicle fleet helped to reduce the overall CO
emissions in 2004. Massport added three new AFVs to its fleet in 2004. 
Massport developed an Air Quality Initiative (AQI) in 2001 as a long-range program with
the overall goal to maintain NOx emissions associated with Logan Airport at or below the
1999 level of 2,347 tpy. In 2004, NOx emissions from all airport-related sources were
estimated to be 1,726 tpy, well below the 1999 level. 
Through the June 15,2001 Certificate of the Secretary of EOEA on the FEIR for the AIPP, 
Massport was directed to develop a program to maximize the use of single-engine taxiing
procedures by all of its tenant airlines. Massport must describe in the 2005 EDR how it presently
encourages reduced-engine (single-engine) taxiing. The cited issues of safety and practicality
should be discussed and the program that will be implemented as noted in Table 10-7of the 2005
ESPR should be outlined. 
Massport was also directed in the same Certificate to conduct follow-up air quality monitoring in
neighborhoods surrounding the 'airport and surrounding flight paths. This mitigation measure
does not appear in Table 10-7, "Logan Airside Improvements Planning Project, Details of
Ongoing Section 61 Mitigation Measures." The 2005 EDR should address this measure in detail. 
Table 7-1 3 of the 2004 ESPR , "Inventory of Tracking of NOx Emissions in tons per year for
Logan Airport," contains numbers that have been "adjusted to reflect know reductions achieved
by Massport and its tenants at Logan Airport." The 2005 EDR should include unadjusted
numbers and detailed information about the means for achieving reductions and the emissions
value of each reduction method. 
Massport had agreed to work with EOEA on structuring a proposed Air Quality Initiative (AQI)
in the June 2001 Certificate for the AIPP. The Certificate indicated that Massport was "to solicit

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project submissions from local governments and community groups, which will be reviewed in
an objective, science-based process by a neutral organization such as NESCAUM." There is no
information in the ESPR about the substance and status of any process with EOEA or about the
solicitation of information and objective, neutral, scientific review. The 2005 EDR should
address this matter in detail. 
Environmental Mana~ementIWater Ouality/Environmental Compliance 
This chapter reported on the activities of Massport's Environmental Management Unit in
meeting the state's environmental regulatory requirements. 
In 2004, of the 126 spills reported to the Logan Airport Fire-Rescue Department, 18 spills
(14 percent) were ten gallons or greater in quantity. Jet fuel spills accounted for 82 (65
percent) of the total spills, with 12 spills (15 percent) being ten gallons or greater in
quantity. The remaining 44 spills involved gasoline, hydraulic oil, diesel fuel, ethylene
glycol, propylene glycol, paint, and AVGAS. Of these spills, 6 (14 percent) were ten
gallons or greater. Since 2002 there has been a reduction in the total volume of all spills. 
In accordance with the Massachusetts Contingency Plan (MCP), Massport continues to
assess, remediate, and bring to regulatory closure areas of subsurface contamination. 
Massport indicates that it has had limited success in identifling the causes of exceedances due to
"first flush" pollutants in stormwater, the number of potential sources at Logan, and the size of
drainage areas serving outfalls. Massport needs to develop a plan for maximizing its ability to
identify causes. This plan should be identified in the 2005 EDR. Massport should also include in
the 2005 EDR copies of any new NPDES stormwater and fire training permits. 
Sustainability Initiatives 
This Chapter presented Massport's on-going and upcoming sustainability initiatives at Logan
Airport. Massport continues to demonstrate forward thinking in sustainability policies and
practices for transportation agencies. I encourage Massport to require tenant participation and
compliance with all elements of the plan as leases are renewed. 
As I stated at the beginning of this Certificate, the 2005 EDR must provide responses to the
issues raised in comments received. The 2005 EDR must include a copy of this Certificate and a
copy of each comment letter received on the 2004 ESPR. In particular, Massport should provide
a thorough examination of issues raised regarding individual noise monitoring locations, noise
measurement and modeling, and noise abatement. Massport should consult directly with
individual commentors where necessary. 
A distribution list for the 2005 EDR (indicating those receiving documents, CDs, or Notices of

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Availability) should be provided in the document. This section must also include copies of all 
GEWAnnual Update Certificates issued since 1995 to provide context for reviewers.
Supporting technical appendices should be provided as necessary. 
August 16,2006 
Date Robert W. Golledge, ~ r . ~ 
Comments received: 
07/25/06 Stephen Kaiser
08/08/06 Nancy Timmerman
08/09/06 MA Executive Office of Health and Human Services 
08/09/06 John Vitagliano
08/09/06 Bruce Egan, Egan Environmental 
0811 0106 City of Boston Environment Department 
08/14/06 Boston Transportation Department