136326901 Planning Construction and Environmental

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PLANNING,CONSTRUCTION AND

ENVIRONMENTAL


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2011

Fourth Edition@All Rights Reserved

American Association of Airport ExecutivesBy Jeffrey C. Price Leading Edge Strategies and the Metropolitan State College of

Denver, and Dr. Jeffrey S. Forrest, Metropolitan State College of Denver

Stephen Quilty, A.A.E., wrote the original version of the modules with periodic updates by theAAAE Board of Examiners, AAAE staff, and industry experts. Revised Fall 2011.


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Planning, Construction and

EnvironmentalTable of Contents

ModuleObjectives................................................................................................................ 1AirportSystemPlanning.................................................................................................... 3

National Plan of Integrated Airport Systems (NPIAS) ..................................................... 4TheAirportsCapitalImprovementPlan(ACIP)..................................................... 11StateandMetropolitanAirportSystemPlanning.................................................. 13AirportMasterPlans........................................................................................................ 15

Purpose of the Master Plan and Airport Layout Plan .................................................... 15Phase 1: PrePlanning.................................................................................................................. 18Phase 2: Elements of the Master Plan Studies .................................................................. 22

Airside................................................................................................................................... 41

Safety Areas ..................................................................................................................................... 42Markings, Signs and Lighting ................................................................................................... 43NAVAIDS and Air Traffic Control ............................................................................................ 55Airspace ............................................................................................................................................. 75

TerminalandLandsidePlanning................................................................................ 81Terminal Layouts .......................................................................................................................... 81Terminal Design Considerations ............................................................................................ 85

Common-useFacilities(CUF)/Common-useTerminalEquipment...............97Miscellaneous Design Considerations .................................................................................. 99Americans with Disability Act ............................................................................................... 105AirportDesignGuidance.............................................................................................. 110Runway and Taxiway System ............................................................................................... 112Design of Other Landing Facilities ...................................................................................... 119

EnvironmentalRegulationsandIssues................................................................... 123Environmental Requirements for Airport Development Projects ........................ 124Environment Assessment and Audit .................................................................................. 128Environmental Regulations ................................................................................................... 134Environmental Enforcement ................................................................................................. 151Sustainable Development (SD) and the Green Airport Initiative .......................... 153

AirportCapacityandDelay.......................................................................................... 159Impact of Capacity Restraints ............................................................................................... 160Managing Capacity ..................................................................................................................... 162Demand Management ............................................. ............................................. ..................... 166

AirportNoiseandLandUseCompatibility............................................................. 169Legislative Acts ............................................................................................................................ 170Factors in Airport Noise Mitigation .................................................................................... 173FAR Part 150 ................................................................................................................................ 180Part 150 Standards of Review .............................................................................................. 184


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FAR Part 161 Notice and Approval of Airport Noise Access Restrictions ......... 200AirportConstructionManagement........................................................................... 204References......................................................................................................................... 209


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ModuleObjectives

Your objective in reading this material is to be able to:

1. Explain the NPIAS and the ACIP process;2. Describe the roles of States and Metropolitan areas in airport planning;3. Explain the role of the Airport Master Plan, and describe the elements included in

a Master Plan Study;

4. Recognize airfield markings, signs and lighting configurations, look and function;5. Construct the Part 77 surfaces;6. Describe terminal design considerations and key factors, such as passenger flow

and services, and explain ADA, FTZ, ARFF and SRE requirements;

7. Identify key issues and characteristics of the airports runway and taxiway systemand other landing facilities;

8. Determine which environmental regulations contribute to the requirements ofairport operators;

9.

Explain the environmental review process, including categorical exclusions,environmental assessments and environmental impact statements, as well as the

exceptions to this process;

10.Recognize key capacity and delay issues, including those elements that contributeto delays in the system;

11.Describe the legislative acts relevant to airport noise and their resultant impact onairport operators;

12.Compare and contrast the Part 150 and Part 161 studies, and know the keyelements of the Part 150 study; and

13. Explain the airport construction management process.


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Introduction

The airport generally consists of three primary areas: landside, terminal and airside. The

landside area consists of intermodal and ground access areas, such as ingress and egress

routes to the terminal building, parking garages, rental car facilities, public transportation,

and other airport support areas. Functional areas within a commercial service airport

typically include passenger terminal ticketing counters, baggage claim areas, concessions,

restrooms, public assembly areas, airline clubs, mechanical space, ground transportation,

security screening, and administrative areas for the airport operator, airlines and other

tenants. Passenger terminals also include intermodal transportation, vendor storage,

employee daycare and workout facilities, pet areas, and business centers. Often, a general

aviation terminal is co-located with an FBO and includes administrative areas, flight

planning, pilot lounges, and meeting and training rooms. Airside includes the runways,

taxiways and aircraft parking areas within the perimeter fence.

Each area of the airport requires detailed planning efforts to maximize the long-term

growth of the airport. Demands on the facility, as well as needs of the community and

various local, regional, state, and federal requirements, must be understood and

incorporated into the planning studies. The applicable requirements and associated

standards should be incorporated into the planning effort so as to account for demand and

capacity changes, stakeholder and community needs, financing, safety, security and

environmental, to name a few. The planning function is a critical component of airport

management. Large sums of money are involved, and long-term binding agreements and

large parcels of land are often affected during the planning process. Once its built, it

must also be maintained, making the planning process an integrated part of the entire

airport system. Plans, once implemented, affect the airports revenue and expenses and

may impact air carriers, tenants, vendors and the community.

The planning process is comprised of several elements. Airport Master Plans are the

primary document used at airports for long-range planning. Master plans represent the

vision of the airport operator, the stakeholders, the local community, government

agencies, planners and airport sponsors, up to 20 years out. Master plan updates, Airport

Layout Plan updates and Capital Improvement Plans address shorter-term needs.

Regardless of the short or long term nature, airport operators must address several

elements in the planning and development of airport projects, including noise abatement,

environmental and the demand the airport can expect in terms of aeronautical service and

customer expectations.

This module addresses the many elements involved in planning developments and

handling environmental issues at airports.


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stem plans identify theation facilities required to

eet the needs at eachanning level. They arermulated on the basis oferall transportationmands and are coordinatedth other transportation

anning and comprehensivend-use organizations.

rport Master Plans detaile specific, long-range plansthe individual airportthin the framework oftewide and

gional/metropolitan systemans.

AirportSystemPlanning

Airport planning is performed at national, state, regional and local levels and

involves a number of factors, including the availability of funds, the role of the

airport within the national airport system planning structure, whether the airport is

part of a formal regional system of airports, and the needs and desires of the local

community.

System plans identify the aviation facilities required to meet the needs at each

planning level. They are formulated on the basis of overall transportation

demands and are coordinated with other transportation planning and

comprehensive land-use organizations. In the U.S., airport planning is performed

at several levels:

1. TheNational Plan of I ntegrated Airport Systems (NPIAS),an l0-yearplan continually updated and published by the FAA, lists public use

airports and their development programs. The needs identified are

considered to be in the national interest and are eligible for federal

financial planning and development assistance.

2. Statewide integrated airport systems planning identifies the generallocation and characteristics of new airports and the general expansion

needs of existing facilities to meet statewide air transportation goals. This

planning is performed or sponsored by state transportation or aviationplanning agencies.

3. Regional/metropolitan integrated airport systemsplanning identifiesairport needs for large regional/metropolitan areas. Needs are stated in

general terms and incorporated into statewide system plans. This planning

is done by regional/metropolitan planning agencies.

4. Airport Master Plansare prepared by the owner/operators of individualairports, usually with the assistance of consultants. They detail the

specific, long-range plans of the individual airport within the framework

of statewide and regional/metropolitan system plans. These plans identify

the development needs at individual airports on the basis of forecasts of

aviation activity, the potential environmental effects, community

compatibility, and financial feasibility.


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he NPIAS Report identifiesor Congress and the publichose airports included in theational system, the rolehey serve, and the amountsnd types of airportevelopment eligible forederal funding under the

AIP over the next five years.

he NPIAS includesstimates of the amount of

AIP funding needed to fundnfrastructure developmentrojects that will bring theesign of these airports up tourrent standards and addapacity to congestedirports.

1. Part of a State Airport System Plan;2. Serving a community more than 30 minutes from the nearest NPIAS

airport;

3. Forecast to have 10 or more based aircraft within the next 5 years; and4. There is an eligible public sponsor willing to undertake ownership and

development of the airport.

Airports that do not meet any of the aforementioned criteria may still be included

through special justification, such as:

1. A determination that the benefits of the airport will exceed itsdevelopment costs;

2. Written documentation describing isolation;3. Airports serving the needs of American Indian communities;4. Airports needed to support recreation areas; and5. Airports needed to develop or protect important national resources.

Published every two years, the plan includes the cost of eligible, airport

development that the Secretary of Transportation considers necessary to provide a

safe, efficient and integrated system of public-use airports adequate to meet the

needs of national defense, the U.S. Post Office and civil aeronautics. The NPIAS

Report identifies for Congress and the public those airports included in the

national system, the role they serve, and the amounts and types of airport

development eligible for federal funding under the AIP over the next five years.

Only AIP-eligible development is included in the NPIAS.

There are approximately 20,000 airports in the U.S., accounting for an estimated

40 percent of all commercial aviation and 50 percent of all general aviation

activity in the world. Twenty-six percent of the airports are classified as public

use and 74 percent, the majority, are classified as private use. 1,834 public-use

airports (and approximately 14,000 private-use airports) are not included in the

NPIAS because they do not meet the minimum entry criteria, are located at

inadequate sites, or cannot be expanded and improved to provide a safe and

efficient airport.

The NPIAS includes estimates of the amount of AIP funding needed to fund

infrastructure development projects that will bring the design of these airports up

to current standards and add capacity to congested airports. However, the listing

of any location, airport, or development item does not legally obligate the federal


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Airport should be safe anefficient, located at optimsites, and developed andmaintained to appropriatstandards.

Airports should becompatible with surroucommunities, maintainbalance between the neaviation and therequirements of residenneighboring areas.

government to provide funds or imply environmental approval of such projects.

Further, the NPIAS is not really a plan as it does not include a timetable for

development, assign priorities or propose funding levels.

Airport Master Plans and state system plans provide the cost estimates that are

included in the NPIAS. These plans are usually funded in part by the FAA, are

consistent with FAA forecasts of aeronautical activity, follow FAA guidelines,

and have been reviewed and accepted by FAA planners who are familiar with

local conditions. Efforts have been made to obtain realistic estimates of

development needs that coincide with local and state, capital improvement plans.

The guiding principles of federal involvement in airports have remained

unchanged since the Federal Airport Act of 1946. To meet the demand for air

transportation, the airport system should adhere to the following guidelines:

1. Airports should be safe and efficient, located at optimum sites, anddeveloped and maintained to appropriate standards;

2. Airports should be affordable to both users and the government, relyingprimarily on user fees and placing minimal burden on the general revenues

of local, state, and federal government;

3. Airports should be flexible, expandable, and able to meet increaseddemand and to accommodate new aircraft types;

4. Airports should be permanent, with the assurance that they will remainopen for aeronautical use over the long term;

5. Airports should be compatible with surrounding communities, maintaininga balance between the needs of aviation and the requirements of residents

of neighboring areas;

6. Airports should be developed in concert with improvements to the airtraffic control system;

7. The airport system should support national objectives for defense,emergency readiness, and postal delivery;

8. The airport system should be extensive, providing as many people aspossible with convenient access to air transportation, typically not more

than 20 miles travel to the nearest NPIAS airport; and

9. The airport system should help air transportation contribute to aproductive national economy and international competitiveness.


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ciding what projects goo the NPIAS is a functionndividual Airport Master

ans and Airport Layoutns, aviation forecasts,

sting runway capacity andnual airport capacities,port dimensional standardse. airport design guidance)related to each airportstical aircraft, and othertors, such as landquisition, NAVAIDs andmp space.

NPIAS developmentcategories include: safety andecurity, reconstruction,tandards, environment,erminal building, surfaceaccess and airfield capacity.

Items included in the NPIAS are the result of local airport sponsors and their

planning efforts. The local FAA Airports Division Officeis heavily involved in

these local planning efforts and in ensuring that applicable projects are included

in the NPIAS. Regional Airports Division Managers are responsible for making

decisions with respect to input and revisions to the NPIAS, exceptrecommendations proposed for commercial service airports. Recommendations

for commercial service airports must be approved by the Director of the Office of

Airport Planning and Programming before being included in the NPIAS. The

NPIAS does include unfunded development, as it is designed to focus on needed

improvements, rather than availability of money.

FAA Order 5090.3C recommends that the availability of funds not be considered

a factor in creating the plan, as the allocation of funds occurs at the time of project

implementation. Nor does the FAA recommend including development in whichsources of funding are secured through PFCs, bonds or other sources; if the

project is not justified by aviation forecasts; if the project is not feasible for the

airport or is not supported by the airport sponsor, or if the project is revenue

producing (unless all other development needs are first met). With these

considerations in mind, the NPIAS does not reflect all of the needs of a particular

airport.

Deciding what projects go into the NPIAS is a function of individual Airport

Master Plans and Airport Layout Plans, aviation forecasts, existing runway

capacity and annual airport capacities, airport dimensional standards (i.e. airport

design guidance), as related to each airports critical aircraft, and other factors,

such as land acquisition, NAVAIDs and ramp space. Certain landside projects,

such as projects at air carrier airports that are included as part of the Airport

Master Plan, can also be included in the NPIAS. For further information on this

process and regarding which airports maybe included in the NPIAS, refer to FAA

Order 5090.3C.

Projects listed in the NPIAS are categorized by the purpose of the development

and the type of airport. The three general categories of work are: Purpose(safety,

rehabilitation, capacity, standards),physical component (runway, taxiway,

apron, equipment acquisition) and thetype of work (construct, expand, improve).

Examples of development include: lighting, marking, pavement rehabilitation,

runway and taxiway extension, terminal rehabilitation or expansion, noise


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Reconstruction includesdevelopment to replace orehabilitate airport facilitprimarily pavement and

lighting systems that havdeteriorated due to weathuse and which have reacthe end of their useful liv

Standardsprojects refer tFAA airport design standand include developmentbring existing airports updesign criteria recommenby FAA.

Standards development ageneral aviation and relieairports is generally justifaccommodate a substantinumber of operations by critical aircraft with sizand operating characteristhat were not foreseen at time of original construct

The environment category

includes projects designedachieve an acceptable balabetween airport operationrequirements, environmenrequirements, and theexpectations of residents osurrounding area for a quiand clean environment.

mitigation, acquisition of ARFF or snow removal equipment, landside access

roadways, safety areas, runway protection zones, etc.

NPIASCategories

NPIAS development categories include: safety and security, reconstruction,

standards, environment, terminal building, surface access and airfield capacity.

Safety and security projects include development that is required by federal

regulation, as well as airport certification procedures or design standards, and are

intended primarily for the protection of human life. Projects included in the safety

category are obstruction lighting and removal, acquisition of fire and rescue

equipment, and improvements to runway safety areas. Security projects include

perimeter fencing, security devices, and other security enhancements, such as

modifications to terminals to accommodate explosive detection equipment.

Reconstruction includes development to replace or rehabilitate airport facilities,

primarily pavement and lighting systems that have deteriorated due to weather or

use and which have reached the end of their useful lives. Reconstruction is

included in the NPIAS when normal maintenance procedures are no longer

economical and effective.

Standardsprojects refer to FAA airport design standards and include

development to bring existing airports up to design criteria recommended by the

FAA. This development category remains the largest, accounting for 27 percent

of the NPIAS. Many commercial service airports were designed more than 50

years ago to serve relatively small and slow aircraft, but are now being used by

larger and faster turboprop and jet aircraft, resulting in runway and taxiway

relocations to provide greater clearance for aircraft with larger wingspans.

Aircraft parking areas must be adapted to accommodate larger aircraft. Standards

development at general aviation and reliever airports is generally justified to

accommodate a substantial number of operations by a critical aircraft with sizes

and operating characteristics that were not foreseen at the time of original

construction. If this work is not undertaken, aircraft may be required to limit fuelor passenger loads because of inadequate runway length. The FAA usually

requires an indication that an aircraft type will account for at least 500 annual

itinerant operationsat an airport before development is included in the NPIAS

to accommodate it.


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rfield Capacity isevelopment to improve anrport for the primaryurpose of reducing delay

nd/or accommodating moreassengers, cargo, aircraftperations, or based aircraft.

Theenvironment category includes projects designed to achieve an acceptable

balance between airport operational requirements, environmental requirements,

and the expectations of residents of the surrounding area for a quiet and clean

environment. This development supplements the large noise reductions that have

been achieved by quieter aircraft and the use of noise abatement procedures.Much of the funding goes to relocating households and providing soundproofing

of residences and public buildings in underlying aircraft approach and departure

paths, but the majority of funding (80%) goes to land acquisition or easements to

compensate property owners for overflights.

Terminal buildingcosts are incurred for development to accommodate more

passengers and different aircraft (small regional jets and new, large aircraft). This

development category is the third largest, accounting for 18 percent of the NPIAS

costs. The NPIAS only includes the portion of terminals that are eligible forfederal aid (about 50 to 60 percent) and excludes revenue-generating areas used

exclusively by a single tenant or by concessions, such as gift shops and

restaurants.

Surface Accessincludes the portion of airport ground access (highways and

transit) that is within the airport property line and eligible for grants under the

AIP. This includes curbside improvements and improving passenger access to the

airport terminal from surface transportation facilities.B

Airfield Capacity is development to improve an airport for the primary purposeof reducing delay and/or accommodating more passengers, cargo, aircraft

operations, or based aircraft. This development category includes new runway,

taxiway, and apron construction and extensions. Runway development that is

warranted to relieve congestion but precluded because of political and

environmental considerations is not included.

New Airportsare recommended in the NPIAS for communities that generate a

substantial demand for air transportation and either do not have an airport or have

an airport that cannot be improved to meet minimum standards of safety andefficiency. In addition, new commercial service and reliever airports are

recommended for communities where existing airports are congested and cannot

be expanded to meet the forecast demand for air transportation. This category

accounts for three percent of all NPIAS development.

B Note that revenue producing parking lots are not included.


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Other- This category of development accounts for less than one-half of one

percent of the total development in the NPIAS. It includes fuel farms, utilities,

and construction and rehabilitation of parking lots, general aviation and reliever

airports.


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he values generated by theational Priority System

NPS) equation serve only toategorize airportevelopment in accordanceith agency goals andbjectives.

With the extensive demandsr money, the FAA muststribute funds to the regions

na way that ensures that theghest priority projects areeing funded.

TheAirportsCapitalImprovementPlan(ACIP)

NPIAS priorities are guided by a national priority system, which also guides the

distribution of funds. Project prioritization is primarily handled throughFAA

Order 5100.39Airport Capital Improvement Program.The FAA uses a

numerical system as one tool for prioritizing airport development. The values

generated by theNational Priority System (NPS) equation serve only to

categorize airport development in accordance with agency goals and objectives.

The NPS is the combination of quantitative and qualitative evaluations of airport

development to establish and justify AIP expenditures.

While the NPIAS identifies for Congress and the public the composition of a

national airports system and the development and cost necessary to expand and

improve the system, the ACIP provides the additional detail, including anticipatedsources of funding and a prioritization of projects. With the extensive demands

for money, the FAA must distribute funds to the regions in a way that ensures that

the highest priority projects are being funded. The ACIP is intended to help

accomplish this objective (see Figure 1). It is a needs-based, three- to five-year

plan for funding of airport planning and development projects.

Figure1.AirportCapitalImprovementProcess


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Statutory emphasis (rungrooving, friction treatmand distance-to-go signsprimary and secondaryrunways at commercialairports; vertical visualguidance systems on allprimary runways at

commercial service airpand runway lighting, taxlighting, sign systems, amarking for all commerservice airports).

The ACIP components that are used to determine project priority include the NPS

Equation, the airport code (used to identify the role and size of the airport), the

ACIP project code, which includes the purpose, component and type of project,

and the category definition. There are 8 Category definitions, 17 Components and

39 Types. The Category Definitions include:

1. Safety/Security (projects related to Title 14 CFR Part 139 (AirportCertification) or Title 49 CFR Part 1542 (Airport Security);

2. Statutory emphasis (runway grooving, friction treatment, anddistance-to-go signs on all primary and secondary runways at

commercial service airports; vertical visual guidance systems on all

primary runways at commercial service airports; and runway lighting,

taxiway lighting, sign systems, and marking for all commercial service

airports);3. Reconstruction/Rehabilitation (development required to preserve,

repair, or restore the functional integrity of the airside servicing area;

4. Environment (projects related to the National Environmental PolicyAct NEPA, FAR Part 150, or other laws governing environmental

matters, such as the Clean Air Act);

5. Planning(studies that are necessary to define and prioritize airportdevelopment needs);

6. Capacity (items that improve an airport or system of airports for theprimary purpose of accommodating more passengers, cargo, aircraft

operations or based aircraft);

7. Standards(development at existing airports intended to attainrecommended airport design standards based on the current design

category); and

8. Other (development items necessary for the safe and efficient airportoperations, such as people movers, ground access projects, parking

lots, fuel farms and projects converting military airfields to civil use as

authorized under the Military Airport Program (MAP).

C

CProjects funded through MAP are those that are necessary to ensure that military airfields meetcivil standards and are able to meet the needs of the civil aviation users. Aircraft hangars, terminalbuildings, fuel farms, utility system modification, surface parking, and roads can be funded fromthe MAP, development not generally AIP eligible.


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hen formulating regionalCIP project prioritizationnd funding

commendations, FAAanners are encouraged toke into account five otherctors including: (1) financialnsiderations, (2) sponsor

erformance, (3) planningctors, (4) legal andgulatory requirements and) state and local factors.

Additional factors in the rankings include local innovations, environmental issues,

and airport growth. The numerical priority rating is intended to be used in

conjunction with qualitative factors to select airport development projects. Use of

qualitative factors that supplement a projects numerical rating must be

documented. When formulating regional ACIP project prioritization and fundingrecommendations, FAA planners are encouraged to take into account five other

factors including: (1) financial considerations, (2) sponsor performance, (3)

planning factors, (4) legal and regulatory requirements and (5) state and local

factors.

StateandMetropolitanAirportSystemPlanning

Airport system planning is a tool used by state and regional, metropolitan

planning agencies. System plans are designed to provide information andguidance on the extent, kind, location and timing for public airports, in order to

produce a viable, balanced and integrated air transportation system.1

This strategy provides information to guide detailed planning for comprehensive

land use, ground transportation, and other metropolitan developmental activities.

A Metropolitan Air System Plan (MASP) or a State Aviation System Plan

recommends the general location and characteristics of new airports and the

nature of development and expansion for existing ones. It identifies the principal

role of each airport in the area and estimates proposed activity. The system planfurther shows the timing and the estimated cost of development. It integrates

airport system planning into the areas policy and coordination efforts,

particularly for ground transportation, land use, and the urban environment.

MASP system planning is a process that allows public and political entities to

provide input on the comprehensive planning efforts at the local, regional, state

and national levels. Some regional system plans are eligible for FAA funding.

The primary purpose of airport system planning is to understand the

interrelationship of the airports within a specific region. The process takes intoaccount the requirements of the aviation community, as well as the demographics,

economy, and availability of surface transportation within the region. The process

should be consistent with state or regional transportation goals, land use, and

environmental sensitivities.The process is similar to the development of an

Airport Master Plan, in that it usually includes an inventory of the current aviation


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he new master plan approachlaces an emphasis on goaletting, doing the right thingn both the master plan andwith respect to environmentalequirements; it identifiesorecasting tools andddresses security issues withespect to the TSA.

e goal of the master plan isprovide a framework tode future airportvelopment that is cost-ective and satisfies theeds of the airport, therket and the community,ile balancing

vironmental andcioeconomic impacts.

AirportMasterPlans

An airport master plan is a comprehensive study of an airport and usually

describes the short-, medium-, and long-term development plans to meet futureaviation demand. The category of study that includes master plans and master

plan updates can, therefore, be thought of as a continuum that varies by level of

detail and associated effort.2

In 2007, the FAA updated AC 150/5070-6B Master Plan Advisory Circular to

reflect several realities. Airports were creating fewer comprehensive master plans,

and the AC had not kept pace with the changes in planning techniques. The FAA

determined that the AC was dated but not out-of-date and that the AC continues to

provide a good approach to the planning process. The FAA also expects that with

the changes made in this update, the Master Plan should consistently be used to

establish goals and objectives for the airport, with less planning done in follow-up

work. The new master plan approach places an emphasis on goal setting, doing

the right thing in both the master plan and with respect to environmental

requirements; it identifies forecasting tools and addresses security issues with

respect to the TSA. The new AC provides a flexible approach that can be applied

to airports of all sizes.

Purpose

of

the

Master

Plan

and

Airport

Layout

Plan

Airport Master Plans are prepared to support the modernization of an existing

airport or the construction of a new airport. The Master Plan is the sponsors

strategy for the development of the airport. The goal of the master plan is to

provide a framework to guide future airport development that is cost-effective and

satisfies the needs of the airport, the market, and the community, while balancing

environmental and socioeconomic impacts.

Each master plan should carefully document and justify proposed development,

taking into consideration the environmental, economic and technical concepts andalternatives. The Master Plan also provides a graphical presentation of the airport

and the anticipated land uses in its vicinity; establishes a realistic implementation

schedule, along with an achievable financial plan. Master planning must be

sensitive to both environmental evaluations and must satisfy local, state and

federal regulations. As a planning document, the Master Plan can document

studies for future aeronautical demand to support local spending, debt, land use


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In a given study, certain mplanning elements may beemphasized, while others mnot be considered at all.

Master planning studies thaddress major revisions arecommonly referred to asMaster Plans. Those thatchange only parts of theexisting document and reqa relatively low level of efftend to be known as MastPlan Updates.

An update of the ALPdrawing set will reflect actuor planned modifications tothe airport and significant airport development.

controls and other policies. Finally, the Master Plan should set the stage for future

planning processes by monitoring key conditions and permit changes in plan

recommendations as needed.

Each master plan study must focus on the specific needs of the airport for which a

plan is being prepared, and the scope of a study must be tailored to the individual

airport. Therefore, in a given study, certain master planning elements may be

emphasized, while others may not be considered at all. Although the FAA does

not require airports to prepare master plans, it strongly recommends that they do

so.3

The master planning process will vary with the size, complexity, and role of the

study airport and may include a variety of supporting studies. However, all master

planning studies will fall within one of two basic types: Airport Master Plans or

Airport Layout Plan (AL P) Updates.4

Master planning studies that address major revisions are commonly referred to as

Master Plans. Those that change only parts of the existing document and

require a relatively low level of effort tend to be known as Master Plan

Updates. In common usage, however, the distinction refers to the levels of

effort and detail of master planning studies. In most cases, the master plan will

include the following elements: (1) pre-planning, (2) public involvement, (3)

environmental considerations, (4) existing conditions, (5) aviation forecasts, (6)

facility requirements, (7) alternatives to development and evaluation, (8) AirportLayout Plans (9) a facilities implementation plan, and (10) a financial feasibility

analysis.

An update of the ALP drawing is an element of any master plan study. Keeping

the ALP current is a legal requirement for airports that receive federal assistance.

An update of the ALP drawing set will reflect actual or planned modifications to

the airport and significant off-airport development. An accompanying ALP

Narrative Report should explain and document those changes and should contain

at least the following elements:

5

1. Basic aeronautical forecasts;2. Basis for the proposed items of development;3. Rationale for unusual design features and/or modifications to FAA Airport

Design Standards; and


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While each Master Plan

ust be accepted by theAA that does not constituteeir approval. It does not

ommit the federalovernment to participate inny proposed development,certify that any

evelopment isnvironmentally acceptable.

4. Summary of the various stages of airport development and layout sketchesof the major items of development in each stage.

Whenever the fundamental assumptions of the previous master plan have not

changed, an ALP drawing set update is an appropriate alternative to a full masterplan. If there have not been any major changes in airport activity or improvements

that have had unanticipated consequences, a master plan update is not necessary.

Another situation in which only an ALP update would be appropriate is the

examination of a single development item, such as runway, safety area

improvements. As indicated above, an ALP update typically involves fewer

elements than a full, master plan study, including only the aviation demand

forecasts, an assessment of facility requirements, a facility implementation and

financing plan, and an airport layout plan drawing set. If additional steps are

required to complete the ALP update, a full, master plan study is probably a better

choice.6

Although master plans include the full list of elements previously discussed, the

complexity of each element is dependent upon the size, function and particular

issues and problems faced by each airport. The scope of work for the master plan

update should address the appropriate level of detail for each element. Essentially,

each master process is intended to produce:

1. A technical report containing the analyses conducted in thedevelopment of the plan;

2. A summary report that brings together facts, conclusions andrecommendations for public review;

3. An updated, ALP plan drawing set;4. A webpage with information about the airport and key elements of

the master plan; and

5. A public information kit that can include visual aids, models,brochures or computer presentations to support the airport

development program.

While each Master Plan must be accepted by the FAA, it does not constitute their

approval. It does not commit the federal government to participate in any

proposed development, or certify that any development is environmentally

acceptable. The FAA reviews the elements of the master plan to ensure that sound


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The airport sponsor usu

identifies the need for aplanning study based onexisting shortcomings iplan or the introductionnew type of aircraft, crenvironmental problemchange in the strategic of the airport.

The consultant selectioprocess is governed by Brooks Act, which req

the selection to be basequalifications, and an ato be made according toand open selection proc

planning techniques have been applied. The FAA only approves the Forecast

and the Airport Layout Plan.

Demand forecasts must resolve any inconsistency between forecasted levels and

theTerminal Area Forecasts (TAF) which are produced by the FAA. The ALP

must conform to FAA design standards and approval of the ALP suggests that the

proposed developments are safe and efficient.

Phase1:PrePlanning

In tailoring a study to the needs of an individual airport, planners and airport

sponsors must make two major decisions: what type of study to conduct and what

level of detail to develop for the individual elements of the study. The airport

sponsor usually identifies the need for a planning study based on existing

shortcomings in the plan or the introduction of a new type of aircraft, critical

environmental problem or change in the strategic vision of the airport. The

airlines, tenants, federal, state or regional planning agencies, or the airport

sponsor may all identify the need for a master plan update.

The type of study is determined by the elements that need to be included and the

level of effort involved. Usually, the FAA and the airport sponsor make this

decision jointly.

ConsultantSelection

The current version of FAA AC 150/5100-14, Architectural, Engineering andPlanning Consultant Services for Airport Grant Projects, provides important

guidance on consultant selection. Another useful reference is Guidelines to

Selecting Airport Consultants, published by theAirport Consultants Council

(ACC), an aviation industry trade association.7

The consultant selection process is governed by theBrooks Act, which requires

the selection to be based on qualifications and an award to be made according to a

fair and open selection process. The grant assurance addressing Engineering and

Design Services, specifically states that the airport sponsor must award eachcontract or sub-contract for program management, construction management,

planning studies, feasibility studies, architectural services, preliminary

engineering, design, engineering, surveying, mapping, or related services under

Title IX of the Federal Property and Administrative Services Act of 1949 (Brooks

Act), or an equivalent qualification-based requirement.


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f sponsors anticipate anEnvironmental AssessmentEA) or Environmentalmpact Statement (EIS),hey should consult with theocal FAA Airports office todetermine the appropriateme to begin the consultantelection process.

As a general rule, airport sponsors hire consultants to prepare planning studies.

Before solicitingStatements of Qualifications (SOQs), Request for

Qualifications (RFQs), or Requests for Proposals (RFPs) from consultants, the

airport sponsor should have a clear understanding of the issues that have defined

the need for the study. These requests can be distributed by a number of methods,including public announcement, direct requests, and personal discussions.

The selection process begins with an invitation to submit information via an RFP

or an RFQ. The invitation should include the project title, the general scope of

work, a submission deadline, submittal content requirements and an airport

contact. Interested consultant or engineering firms normally respond with a

submittal that includes information demonstrating its understanding of the project;

evidence of the firms ability to perform the work; profiles of the firms

principals, staff, and facilities; and references. If requested, statements regardingthe firms fiscal stability may also be provided.

If sponsors anticipate anEnvironmental Assessment (EA) or Environmental

Impact Statement (EIS), they should consult with the local FAA Airports Office

to determine the appropriate time to begin the consultant selection process. If a

sponsor or the local FAA Airports Office anticipates the need for an

Environmental Assessment, the sponsor should select a qualified, environmental

contractor to prepare the EA. When the sponsor or the FAA has substantial

concerns, the EA may suggest that an action may cause significant impacts, the

appropriate FAA Airports office should select the contractor to prepare the

EA.8The consultant selection process includes:

1. Project identification and advertisement;2. Prequalification of firms (optional);3. Request preliminary proposals;4. Preliminary short list selection;5. Formal proposals requested (and qualifications, if not prequalified

earlier);

6. Final selection and ranking;7. Negotiation and contract agreement; and8. Obtainment of FAA concurrence.


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hile the TAC provides inputd insight on technical issuesd is composed of individualsth relevant technicalckgrounds, the CAC serves

a sounding board andormation exchange groupstakeholders.

mall group meetings andefings are informal sessions

ed to discuss planernatives and may coincideth meetings by communityards, elected officials oric organizations.

planning alternatives, increased study costs, and frustrated participants, who

struggle to communicate with the study group.10

Committees that facilitate public involvement usually include aTechnical

Advisory Committee (TAC) and aCitizens Advisory Committee

(CAC).While the TAC provides input and insight on technical issues and is

composed of individuals with relevant technical backgrounds, the CAC serves as

a sounding board and information exchange group for stakeholders.11

Traditional public information meetings, those done in a presentation format with

consultants presenting information and the community listening and providing

feedback, are less effective than an "open house" format. The open house format,

with interactive information stations staffed by knowledgeable individuals is a

very effective method to engagethe public and stakeholders in soliciting their

opinions.12Small group meetings and briefings are informal sessions used todiscuss plan alternatives and may coincide with meetings by community boards,

elected officials or civic organizations.

An effectivePublic Awareness Campaign is essential to a successful master

plan process. The campaign often includes informational and educational

materials, such as fact sheets, flyers, press releases, newspaper ads and web pages

with interactive self-guided presentations. Electronic versions of key documents

may also be made available online.

IdentifyingtheStakeholdersandKeyIssues

While the stakeholders will vary from airport to airport, the following groupsshould be considered as airport stakeholders:

1. Users and tenants;2. Groups and individuals from within the sponsors organization;3. FAA personnel from the appropriate regional and field offices;4. Resource agencies and other governmental units with regulatory or review

authority; and

5. Other interested groups.Individuals from each stakeholder group must be able to represent the interests of

their groups in discussions with the master plan team. Ideally, they should also

represent a consensus viewpoint, rather than a special interest, minority opinion.


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hort-term forecasts, for upo five years, are used toustify near-termevelopment and supportperational planning andnvironmental improvementrograms. Medium-termorecasts, with a six- to ten-ear time frame, are typicallysed in planning capitalmprovements, and long-termorecasts (beyond 10 years)re helpful for generallanning.

used to justify near-term development and support operational planning and

environmental improvement programs. Medium-term forecasts, with a six- to ten-

year timeframe, are typically used in planning capital improvements, and long-

term forecasts (beyond 10 years) are helpful for general planning. A number of

forecasts are readily available for use in developing and evaluating the masterplan forecast. These forecasts include the Terminal Area Forecast, state aviation

system plans, and other planning efforts.19Certain documents also provide

guidance on conducting forecasts, including ACRP reports on aviation

forecasting, a specific guidance document titled Forecasting Aviation Activity by

Airport, published by the FAA, FAA Aerospace Forecasts (which provides U.S.

economic and aviation outlooks), local data sources (city and county plans) and

federal and state data sources that provide economic analysis.

As mentioned previously, forecasts are subject to the approval of the FAA. Theelements used in the demand forecasts are shown in Table 1.

Required Included Where AppropriateOperations (annual)

ItinerantAir CarrierAir Taxi and Commuter

(Regional)General AviationMilitary

LocalGeneral AviationMilitary

Domestic vs. InternationalAnnual Instrument ApproachesIFR vs. VFR OperationsAir Cargo Aircraft Operations

Touch and Go Operations(Training)Helicopter Operations

Average Load FactorFuel Use

Passengers (annual)Enplanements

Air CarrierCommuter

EnplanementsOriginatingConnecting

Passenger and Cargo DataDomestic vs. InternationalGeneral Aviation PassengersHelicopterAir TaxiOther

Number of Student PilotsNumber of Hours Flown

AircraftBased AircraftAircraft Mix

Critical Aircraft

Average Seats/Aircraft

Table 1. Elements used in aviation demand forecasts for airport planning.


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Local operations also inclusimulated instrumentapproaches or low passes atairport. A forecast of AnnuInstrument Approaches (AIis needed for planning orupgrading navigational aidsand landing systems.

A large amount of air carand airmail is moved by tregular air carriers, as wethe all-cargo operators, an

should be included in theforecasts.

Anaircraft operation is defined as a takeoff or a landing at an airport. The

definition includes touch and go operations, which count as two operations

one landing and one takeoff. An operation is further classified as either local or

itinerant.

Local operationsare arrivals and departures of aircraft, which operate in the

local traffic pattern or within sight of the tower. They are known to be departing

for, or arriving from, flights in local practice areas within a 20-mile radius of the

airport and/or control tower. Local operations also include simulated instrument

approaches or low passes at the airport. A forecast ofAnnual Instrument

Approaches (AIA) is needed for planning or upgrading navigational aids and

landing systems.

Itinerant operationsare arrivals and departures other than the local operations.

Estimates of the local and itinerant aircraft operations are developed for each ofthe four, major, civil airport user categories: Air Carriers, Commuters, Air Taxi,

and General Aviation. A fifth category, Military, is estimated for those airports

having significant levels of that activity. The Airport Traffic Control Tower

routinely keeps the activity data if one exists on the field.

Enplaning passengersare the total number of paid passengers departing on

commercial aircraft. Originating and transfer passengers are included, as are air

taxi or charter passengers. Not included are non-revenue passengers such as

airline employees or thru passengers (departing on aircraft with the same flightnumber that they arrived, and not requiring re-boarding). Separate forecasts are

developed for both domestic and international passengers. Passenger enplanement

forecasts are made for each of the three, civil user categories: Air Carrier,

Regional Carrier, and Air Taxi.

Enplaning air cargo includes the total tonnage of priority, non-priority, and

foreign mail, express, and freight (property other than baggage accompanying

passengers) departing on aircraft at an airport, including originations, stopovers,

and transfer cargo. A large amount of air cargo and airmail is moved by theregular air carriers, as well as the all-cargo operators, and should be included in

the forecasts. Since the design of an airport is contingent upon the type of aircraft

using the facility, a forecast identifying the future mix is necessary.Aircraft mix

refers to the categories of aircraft: less than 12,500 pounds, from 12,500 pounds

up to 60,000 pounds, and those over 60,000 pounds. An aircrafts weight,

wingspan, and speed are tied directly to the length, width, and strength of runways


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n aircrafts weight,ngspan, and speed are tiedrectly to the length, width,nd strength of runways andxiways.

A airports include forecastsr based aircraft, both theumber and type, and cargorports or airports withgnificant cargo operationsclude forecasts for cargonnage.

emographic factors

fluence the level of airportaffic, its composition, and itsowthin terms of bothcoming traffic from otherates, regions, or cities, andaffic generated by the localregional populations.

and taxiways. Helicopter operationsat the airport also have design

considerations and should be forecasted.

Aviation demand forecasts typically identify the airports design, aircraft and fleet

mix, and for commercial service airports, the number of passenger enplanements.

GA airports include forecasts for based aircraft, both the number and type, and

cargo airports or airports with significant cargo operations include forecasts for

cargo tonnage.

While forecasts generally provide an average over the course of a year, most

airports have peak periods during which demand far surpasses those averages.

These peaks are critical at commercial service airports serving as hubs or having

substantial international traffic. Master plan forecasts must include appropriately

defined peak period activity, such aspeak-hour, average-day, peak-month,

for the planning of facilities such as terminal buildings and ground access

systems.20

FactorsAffectingDemandForecasts

The art of aviation demand forecasting has undergone considerable study and

advancement in recent years. Found to be of particular significance, the following

factors are used to forecast the demand for individual airport master plans and to

update and refine those forecasts:

1. Economic Characteristics. A communitys economic character affects its airtraffic-generating potential. This factor is particularly important in connection

with business travel by commercial and general aviation aircraft and with air

cargo traffic. Manufacturing, service industries, primary and resource businesses,

agricultural flying, instructional flying, and aircraft sales all generate air transport

activity both within and outside the airport area.

2. Demographic Characteristics. The size and composition of an airport

communitys populationand its potential growth rateare basic ingredients in

creating demand for air transportation services. These characteristics include anareas population profile and changes in its age, educational, and occupational

distribution. Demographic factors influence the level of airport traffic, its

composition, and its growthin terms of both incoming traffic from other states,

regions, or cities, and traffic generated by the local or regional populations. The

discretionary purchasing power available to an airports market area residents


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Aviation Related FactoFuel price fluctuations,changes in items such athe regulatory environmthe levels and types oftaxes, fees, and currencrestrictions, businessactivity, industry trendsmergers, consolidationsnew marketing agreemeare such factors.

over any period of time is a good indicator of consumers financial ability to

travel. This is known as the disposable personal income. Distinct, local

preferences for particular modes of transportation may exist, but in some cases,

alternative modes of transportation may not be available or economically feasible.

The higher the levels of disposable, personal income, the more likely the demand

for air transportation services will exist.

3. Geographic Attributes. The geographic distribution and distances between

populations and centers of commerce within the market area served by an airport

may have a direct bearing on the type and level of transportation services that will

be demanded. The physical characteristics of the land and local climatic

differences may also be important, sometimes limiting aviation demand. On the

other hand, physical and climatic attractions often stimulate holiday traffic and

tourism. The relationship of the airport undergoing the master plan process toother airports and to the routes and airways in the regional and national systems

may have a strong bearing on types and levels of aviation services that might be

demanded at the master plan airport.

4. Aviation Related Factors. A number of other factors might affect aviation

demand at an airport. Fuel price fluctuations, changes in items such as the

regulatory environment, the levels and types of taxes, fees, and currency

restrictions, business activity, industry trends, mergers, consolidations and new

marketing agreements are such factors. In addition, local attitudes toward theenvironmental effects of aviation may affect demand and should be considered in

forecasting or updating forecasts. Similarly, the granting of new routes for

international air service can induce important changes in the volume of traffic at

the specific airports receiving the international service.

(5) Other Factors. There are a number of actions that local airport authorities or

operators take that have the conscious or unintended effect of either stimulating or

retarding growth in aviation demand. The types of ground access and support

services provided, user charges, and plans for future development can each affectfuture growth of aviation demand. Economic fluctuations such as fuel price

changes, currency and trade restrictions, political developments, international

tension, changing regulations and environmental impacts should all be Steps in

the Forecast Process.


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Steps in this process includehe identification ofparameters and measures toorecast, review of previous

orecasts, determination ofdata needs, identification ofdata sources, collection of thedata, selection of the forecastmethods, preparation of theorecasts, and evaluation and

documentation of the results.

The actual forecast steps vary from airport to airport, depending on the issues to

be addressed and the level of effort required to develop the forecast. Steps in this

process include the identification of parameters and measures to forecast, review

of previous forecasts, determination of data needs, identification of data sources,

collection of the data, selection of the forecast methods, preparation of theforecasts, and evaluation and documentation of the results. Planners should refer

to a report prepared by the FAAs Office of Aviation Policy and Plans (APO-

110), Forecasting Aviation Activity by Airport, dated July, 2001, to help them

determine which approach to use.21

The forecast process includes: (1) the identification of aviation activity measures,

(2) review of previous forecasts, (3) gathering the data and (4) selecting the

appropriate forecast methods. The most common forecast techniques include:

1. Regression Analysis a statistical technique tying aviation demand toenplanements, population and income levels.

2. Trend Analysis and Extrapolation uses the historical pattern ofaviation activity to project future trends.

3. Market Share Analysis assumes a top-down relationship betweennational, regional and state and local forecasts whereby local forecasts

represent a market share or percentage of national forecasts.

4. Smoothing a statistical technique applied to historical data focused moreon the recent trends and conditions at the airport.

Once these analyses have been completed, the next step is to apply the forecast

methods and evaluate results. Planners should look for variances between the

forecast models, particularly significant historical variances between the FAAs

Terminal Area Forecasts versus actual historical performance and other forecast

results. Planners should also be sensitive to significant factors, such as the closure

of an FBO or airline bankruptcy or merger and the impact such closures will have

on the forecasts. Trends should be identified along with temporary surges or drops

in activities. Forecasts are then submitted for approval to the FAA.

FacilityRequirements

In this element, planners compare the current facilities and services available at

the airport, compare it to the forecasted demand for facilities and services, and

then determine what additional facilities will be needed. In some circles, this is


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Recognize that in some cthe community or stakehmay not want the airportgrow, or grow only in alimited way. In some cascommunities have oppos

start-up of commercialservice, and therefore, thconstruction would not bconsistent with the demaof the stakeholders toconstruct facilities toaccommodate such oper

Planners should meet wrepresentatives of the Tearly in the process andfamiliar with the curren

versions of applicabledocuments, including TTransportations SecuritRegulations (TSRs).

The peak hour of the avday of the peak month csubstantially understatedemand at peak times,resulting in unacceptablevels of service oroverloading of systems point that may approach

gridlock.

known as a gap analysis. Recognize that in some cases the community or

stakeholders may not want the airport to grow, or to grow only in a limited way.

In some cases, communities have opposed the start-up of commercial service, and

therefore, the construction would not be consistent with the demands of the

stakeholders to construct facilities to accommodate such operations.

While there are numerous types of facilities and services that an airport can

provide, planners should, at the very least, look to the following elements:

1) Capacity shortfalls;2) New TSA security requirements;3) FAA design standards and updated standards;4) Airport sponsors strategic vision for the airport; and5) Outdated condition of existing facilities.

Emerging trends, such as the implementation ofNextGen, increased use ofGPS,

the introduction of very light jets and super heavy large commercial jets,

expanded use of airline kiosks and new security procedures, should also be

considered. New regulatory changes should also be considered. For example, new

air cargo security regulations in 2006 may impact the design of cargo facilities at

airports. Planners should meet with representatives of the TSA early in the

process and be familiar with the current versions of applicable documents,

including TSAsRecommended Security Guidelines for Airport Planning, Design,

and Constructionand relevant sections of theTransportation Security

Regulations (TSRs).22

Design hour demand must also be taken into consideration. In the U.S., the

evaluation of peak hour demand is often based on the peak hour of the average

day of the peak month. This approach provides sufficient facility capacity for

most days of the year but recognizes that there will be some very busy days that

experience congestion, queues, and delays and that it is important that facilities

are neither under- nor overbuilt. However, for some critical airport systems, the

peak hour of the average day of the peak month can substantially understate the

demand at peak times, resulting in unacceptable levels of service or overloading

of systems to a point that may approach gridlock. Some components of the

passenger terminal complex, such as baggage handling systems and security

checkpoints, are particularly sensitive to this issue.23 Specific facility

requirements include:


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Airfield and airspace

1) Airfield Capacity Analysis (annual service volume);2) Runway Requirements (design standard as related to the Airport

Reference Code; orientation, length, width and pavement design strength);

3)Taxiway Requirements (design standard as related to the AirportReference Code);

4) Navaids;5) Airspace Requirements (Terminal Instrument Procedures).

CommercialServiceTerminal

1) Gates and Apron Frontage (aircraft parking positions by aircraft group);2) Passenger Terminal Building (including FIS, ticket counter, baggage,

security checkpoints, departure lounges, concessions, etc);3) Curb fronts (intermodal connections).

General Aviation Requirements

1) Hangars (conventional hangars, t-hangars, etc);2)Transient Aircraft Parking;3)Terminal Facilities (may include FBO, administrative offices, conference

and training rooms, rental car counters, pilots lounges and flight

planning).

Air Cargo Requirements

1)Type of cargo companies (integrated carriers, freight forwarders, bellyfreight, all-cargo or combination carriers);

2) Aircraft parking with respect to space and tonnage (pavement strength)requirements;

3) Security needs;4) Access.

Support Facilities

1) Aircraft Rescue and Fire Fighting (based on changes to the airports Part139 Index);

2) Airport Maintenance (snow removal, support vehicles);


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Long-term acquisitions,environmental issues, such

those developments thatrequire an EnvironmentalAssessment or EnvironmenImpact Statement, and theavailability of funding throuthe AIP or PFC programshould also be considered.

Secondary elements, such aARFF stations have greaterplanning flexibility; althousiting of certain facilities suas the ARFF or ATCT is aldependent on meeting FAAresponse-time and line-of scriteria respectively.

3) Fuel Storage (for commercial and GA operations, and ground vehicleoperations);

4) Aircraft Maintenance;5) De-icing Facilities and associated de-icing runoff facilities;6) Special areas (snow storage, storm water retention, environmentally

sensitive areas).

Ground Access, Circulation and Parking

1) Regional Transportation Network (coordination with local planners);2) On-Airport Circulation Roadways (passengers, employees, delivery

vehicles);

3) Roadway Facilities (taxi/limo/courtesy van, rental car facilities, chartervans and busses, public parking and employee parking).

AlternativeDevelopmentandEvaluation

In this element, airports can address numerous development options, including

alternatives to address facility requirements. At this point, planners should revisit

the scope of work to verify that all processes conform to the overall intent of the

study.

Long-term land acquisitions, environmental issues, such as those developments

that require an Environmental Assessment or Environmental Impact Statement,

and the availability of funding through the AIP or PFC program should also be

considered.

The Alternatives process identifies the alternatives and ranks the elements in the

planning hierarchy. Planners determine both primary and secondary elements.

Primary elements require large amounts of land, such as runways, terminals,

ground access and support facilities. Secondary elements, such as ARFF

stations, have greater planning flexibility; although, siting of certain facilities

such as the ARFF or ATCT is also dependent on meeting FAA response-time

and line-of sight criteria respectively. The actual method of analyzingalternatives is an exercise in both force prioritization and assessing secondary

elements that may be able to fit into or in between primary planning projects.

Once alternatives are identified, each is evaluated based on operational

performance (capacity, capability and efficiency). In some cases, an alternative is


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rant assurance number 29equires that the sponsor

eep the ALP up to date atl times.

ederal Aviation RegulationAR) Part 157 requiresrport owners and operators

onotify the FAA 30 days indvance of any construction,teration, deactivation orhanges in use of any airport.

to construct a new airport, in which case an airport site selection becomes part of

the list of alternatives.

TheAirportLayoutPlan

A major product of the airport master planning process is the airport layout plan

(ALP). It comprises drawings that include the airfields physical facilities,

obstruction clearance and approach profiles, land use plans, terminal area and

ground access plans, and a property map. All development carried out on

federally obligated airports must be accomplished in accordance with a (FAA)-

approved airport layout plan. FAA Order 5100.38,Airport Improvement Program

Handbook, provides supplemental guidance for the preparation of an ALP. Grant

assurance number 29 requires that the sponsor keep the ALP up-to-date at all

times. As stated in Order 5100.38, an ALP remains current for a five-year period,

or longer, unless major changes at the airport are made or planned.

The functional components of an airport layout plan include everything from the

airport entrance to the airspace around the airport. The master planning process

considers these components in their entirety. The airport layout takes the data

from the master plan and other studies and shows them in graphic form.

Federal Aviation Regulation (FAR) Part 157, Notice of Construction, Alteration,

Activation and Deactivation of Airports, requires airport owners and operators to

notify the FAA 30 days in advance of any construction, alteration, deactivation or

changes in use of any airport. Notification of construction or alteration on an

airport is provided onFAA Standard Form SF-7460-1 Notice of Proposed

Construction or Alteration. Notification of the activation or alteration of a landing

area is provided on FAA StandardForm SF-7480 -1 Notice of Landing Area

Proposal. For a new airport site or location, the initial investigation is the

responsibility of the airport sponsor and not the FAA. The five primary functions

of the ALP:

1) It is an approved (by the FAA) plan necessary for the airport to receiveAIP funding and to continue to receive PFC funding;

2) It is a blueprint for airport development;3) It is a public document that serves as a record of aeronautical requirements

and community reference;

4) It enables the FAA and airport sponsor to plan for improvements;


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The Airport Layout Plan required element and is ascaled graphic representatof the existing and proposairport land, facilities,protection zones, andapproach areas.

The ALP is approved andsigned by the FAA, therebecoming a legal docume

5) It is a working tool for airport staff including operations and maintenancepersonnel.

AirportLayoutPlanDrawingSet

The airport layout plan is required to include: (1) the Airport Layout Drawing, (2)

The Airport Airspace Drawing, (3) the Inner Portion of the Approach Surface

Drawing, (4) the Terminal Area Drawing, (5) the Land Use Drawing, (6) the

Runway Departure Surfaces Drawing, and (7) the Airport Property Map (usually

referred to as the Exhibit A). Additional elements can also include a Cover Sheet,

a Data Sheet, a Facilities Layout Plan, Utility Drawings and Airport Access Plans.

The ALP also identifies facilities that are no longer needed and includes a plan for

their removal.

The cover sheet includes approval signature blocks, airport location maps and

other data required by the FAA. The Airport Layout Plan is a required element

and is a scaled, graphic representation of the existing and proposed airport land,

facilities, protection zones, and approach areas. It includes other environmental

features that might influence airport operations and those features necessary for

future airport development or expansion.D The ALP drawing identifies the

existing and proposed facilities and features, a vicinity map, a wind rose compass,

a basic runway and taxiway data table, a legend block, a title and revision block, a

sponsor approval block, and an approved list of modifications to the FAA design

standards. The ALP is approved and signed by the FAA, thereby becoming alegal document.

The ALP should reflect any changes that may affect the navigable airspace or the

ability of the airport to expand, including the physical features on the airport and

the critical land uses in and around the vicinity of the airport. Grant assurances

specifically require airport management to keep the following items up-to-date:(1)

property lines, (2) the location and nature of all existing and proposed facilities

and structures (i.e., runways, taxiways, aprons, terminal buildings, parking lots,

hangars, cargo areas, navigational aids, obstructions, and roads), and (3) thelocation of all existing and proposed non-aviation areas and improvements (i.e.,

parking lots, ground access roads, and water retention ponds).

DThe FAA recommends that the ALP drawings be prepared on AutoCAD and that all fundingagencies (FAA, states, regional planning agencies, and airport sponsor) maintain the drawings inan electronic file format.


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wind rose is a diagramhowing the percentage ofme the wind blows from aarticular direction and at aarticular speed.

e terminal drawing furtherows the ground access toeairport terminal area,ng with the majorhway routes from theport toward a centralsiness district, other pointsdestination, or key arterialstems. If applicable, other

odes of access, such as railwater are also shown.

Another component of the airport layout drawing is awind rose. A wind rose is a

diagram showing the percentage of time the wind blows from a particular

direction and at a particular speed. Runways are normally aligned with the

prevailing winds. Crosswind (winds coming from a direction other than the

runway heading) runways are built to accommodate primarily small aircraft thatare more susceptible to crosswind effects than are larger ones. Information on

historic wind data can be obtained from the National Oceanic and Atmospheric

Administration, Environmental Data Service (NOAA-EDS) in Asheville, North

Carolina.

1. Thedata sheet contains airport and runway data tables.2. Thefacilities layout plan depicts existing and future facilities.3. Theterminal area plan is provided to show the airport terminal and

its surrounding facilities. A structures height is usually noted along

with any obstruction marking or lighting. For small, GA airports, a

separate terminal drawing may not be necessary if adequate detail is

available on the airport layout drawing. The terminal drawing further

shows the ground access to the airport terminal area, along with the

major highway routes from the airport toward a central business

district, other points of destination, or key arterial systems. If

applicable, other modes of access, such as rail or water, are also

shown.

4. Theairport airspace drawingsare required elements and areintended to show all imaginary surfaces identified in FAR Part 77,

Objects Affecting Navigable Airspace.

5. The inner portions of the approach surface drawingare requiredelements and include a profile view that presents all runway

approaches and the location of objects as they affect the approach. The

profiles show the existing and ultimate planned runway length.

Obstruction data tables and charts are also included on the airspacedrawing that provide information about the disposition of the

obstructionproposed removal, lighting, marking, etc. The drawing

may also depict other approach surfaces, including the threshold-siting

surface and those surfaces associated with U.S. Standards for

Instrument Procedures.


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The purpose of the drawito provide airport

management with a plan leasing revenue-producinareas on the airport, and fproviding guidance indetermining allowablecompatible uses such asfarming, recreational,commercial or industrial.drawing also providesguidance to local plannincommissions for theestablishment of appropriairport-area zoning.

6. Theon-airport and off-airport land-use drawingsdepict existingand recommended uses of all land within the ultimate airport property

line and within the vicinity of the airport, at least to the 65 DNL noise

contour. The purpose of the drawing is to provide airport management

with a plan for leasing revenue-producing areas on the airport and forproviding guidance in determining allowable, compatible uses, such as

ones for farming, recreational, commercial or industrial purposes. The

drawing also provides guidance to local planning commissions for the

establishment of appropriate airport-area zoning.

7. Theairport property map is a drawing that depicts how varioustracts of land were acquired. It includes easements outside the airport

property line. The purpose of the property map, often termed Exhibit

A on AIP grant applications, is to identify the legal interest andownership of land that make up the airport. The map assists the FAA

in determining and analyzing the current and future use of land

acquired with federal funds. The property map and the ALP are

required to be current at all times and submitted as part of any AIP

Grant application.

8. Therunway departure surface drawingdepicts applicable departuresurfaces.

9. Theutility drawingdepicts the location and capacity of all utilities onand around the airport.

10.Theairport access plansdepict major routes and modes oftransportation that serve the airport. These plans are normally used if

access to the airport is a significant issue.

Both the airport-layout narrative report and the drawings are public documents.

They are records of the aeronautical requirements of the airport, both present and

future, and are references for community deliberations on land use proposals, as

well as budget and resource planning.

ALP drawings are typically produced with computer-aided design software, and

many include software that links the features on the map with Geographic

Information Systems.


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he FAA recognizes that thean may change from year to

ear to reflect changingonditions and priorities.hus, the CIP should beeveloped based on demandth specific improvementsentified for implementationhen specific milestonesccur.

FacilitiesImplementationPlan

The facilities implementation plan explains how to implement the findings and

recommendations of the planning effort. This plan is called by many names,

includingTransportation Improvement Plan (TIP), Capital Improvement

Plan (CIP) or evenAirport Capital Improvement Plan (ACIP), but we will useCIP for simplicity.

Regardless of the terms used, the facilities implementation plan must

address all of the airports planned capital projects (even those projects

that are not associated with the recommendations of the master plan) to

ensure that adequate fiscal, staff, scheduling, and other resources are

available. In addition, all documentation should be prepared so that it will

be clearly understood by all parties.

The facilities implementation plan must balance funding constraints;

project sequencing limitations; environmental processing requirements;

agency and tenant approvals and coordination processes; business issues,

such as leases and property acquisition; and sponsor preferences. The

plan must also be coordinated with the master plan ALP and the airports

financial plan. (Source FAA)

The FAA recognizes that the plan may change from year to year to reflect

changing conditions and priorities. Thus, the CIP should be developed based on

demand, with specific improvements identified for implementation when specificmilestones occur.

KeyActivitiesandResponsibilities

The Facilities Implementation Plan should provide information regarding key

activities, such as:

1) Sponsor-specific project approval activities (those activities requiringboard, council or other administrative body approvals and budgetary

approvals);

2) Airline and other tenant approvals including lease modifications;3) Project funding activities (FAA grants, PFC and long-term debt

financing);

4) Environmental processing activit

Documents

136326901 Planning Construction and Environmental