4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-1
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
The objective of the airfield and landside alternatives analysis is to identify a set
of possible development options that will accommodate Lunken Airport’s
projected airside operational requirements and landside hangar, apron and
roadway access requirements.
The following analysis examines the three long-range development options that
are based on the findings in Chapter 3.0 Demand/Capacity and Facility
Requirements analysis. Preferred elements from the various alternatives can be
combined to form a fourth hybrid Alternative.
The evaluation of the three selected airport development alternatives is detailed
in the following five sections:
• Summary of Initial Study Findings • Evaluation Criteria • Identification of Airfield and Landside Alternatives • Evaluation of Alternatives • Conclusions • Recommended Airfield and Landside Layout Plan
4.1 Summary of Initial Study Findings
The following is a summary of Lunken Airport’s physical characteristics and long-
range airport planning factors that form the foundation for the airfield and
landside development alternatives analysis:
• The total existing Lunken Airport land area is approximately 1,024 acres (including approximately 36 acres of avigation easement).
• Twenty two land lease contracts totaling approximately 80 acres are
currently in effect at Lunken Airport. These contracts are managed by the City’s Department of Transportation and Engineering.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
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• Eight corporate lease areas located along Wilmer Avenue total approximately 26 acres. No additional corporate aviation lease areas are available along Wilmer Avenue.
• Two full service Fixed Base Operators (FBO’s) lease approximately 19
acres of land. Midwest Jet Center is located on Wilmer Avenue and Million Air is located on Airport Road. The two FBO lease areas cannot be expanded without affecting the adjacent tenant lease areas.
• Eleven Specialized Aviation Service Operators (SASO’s) lease
approximately 40 acres of property along Airport Road. No additional SASO lease areas are available along Airport Road.
• The primary Runway 3R-21L has a Category I precision approach and the
crosswind Runway 7-25 has a non-precision Global Positioning System (GPS) approach. The secondary Runway 3L-21R, which is located 2,100 feet to the west of Runway 3R-21L, is used primarily for pilot training and is equipped for visual approach procedures.
• The 11 existing corporate hangars located along Wilmer Avenue support
approximately 85 based aircraft and the 20 hangars along Airport Road support approximately 177 based aircraft.
• The critical FAA runway safety requirement for Lunken Airport is to
remove the structures that are located in the Runway 7 extended Runway Safety Area (RSA) (600 feet by 300 feet). This requires that Hangar 3 and a 300 foot section of Airport Road be relocated outside the RSA. It has been proposed that Hangar 3 be dismantled and relocated to a site on the Lunken golf course and be utilized as an Aviation Museum.
• Other major airspace and aircraft safety issues to be addressed in the Alternatives Analysis include a new Air Traffic Control Tower (ATCT) to provide complete visibility of the six runway approach zones and all existing and future runway and taxiway aircraft operating areas. Currently a portion of the approach area of Runway 21R is obstructed from the ATCT line of sight.
• Other aviation facilities included in the evaluation of the airfield and
landside alternatives are the Lunken Airport terminal building, the joint-use fire station, airport maintenance facilities, and the airfield drainage water pumping station.
• Lunken Airport currently has approximately 262 based aircraft. The
projected annual growth rate of 1.0 percent for piston engine aircraft, and
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an approximate growth rate of 5.0 percent for corporate jet aircraft, results in the design year 2022 projection of 352 based aircraft.
• A primary runway length of 7,000 feet is required to accommodate the
projected design year corporate aircraft (Gulfstream G-550) during a hot day (96 degrees F) and maximum takeoff weight conditions. The G-550 will also require Runway 3R-21L pavement strength of approximately 91,400 pounds for its dual landing gear loading. For anticipated manufacturer changes to the G-550, it is recommended that the pavement strength be designed for 100,000 pound dual wheel loading.
• The annual and peak hour capacity of the existing system of three
runways is sufficient to accommodate the projected aviation demand for the year 2022.
• Due to the fully developed corporate lease areas along Wilmer Avenue,
three additional 4.0 acre corporate lease areas would be required to be developed on other areas of the Airport by the year 2022. Each of the proposed corporate lease areas is intended to support five corporate jet aircraft.
• Each of the two FBO lease areas would require an expansion of
approximately 6.0 acres by the design year 2022. Each FBO expansion area will support five future corporate jet aircraft.
• The fully developed SASO lease areas along Airport Road would require
three additional 4.0 acre lease areas that would each support 13 future corporate jet aircraft.
• The year 2022 requirement for 26 additional single and twin engine aircraft
can be accommodated in the recently developed south airfield T-Hangar development area.
4.2 Evaluation Criteria
Four evaluation criteria were considered in evaluating the three preliminary
airfield development alternatives:
• Airfield Operational Efficiency • On-Airport Land Use Flexibility • Capital Development Costs • Land Use Compatibility with Area Communities
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
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4.2.1 Airfield Operational Efficiency
FAA Design Group III aircraft (wing span 79 - 118 feet) and approach
Category ‘C’ aircraft (121 - 141 knots) transport aircraft design criteria
were used to determine the optimum landing requirements of each airfield
and landside alternative. The primary airfield operational issues to be
addressed in the alternatives analysis include the following factors:
• Decrease runway crossings by providing by-pass aprons, additional taxiways, and alternate taxiway routes between the Wilmer Avenue hangar area and the Airport Road hangar area.
• Provide the Air Traffic Control Tower (ATCT) unobstructed visibility of
all runway approach zones, all runways and all taxiways. • Provide a plan for removing all obstructions from the extended Runway
Safety Areas (RSA’s) and Runway Protection Zones (RPZ’s) for each of the six runway ends.
• Provide runway capacity improvements that will accommodate the
design aircraft (G-550). The primary runway capacity improvement project to be evaluated is the extension of Runway 3R-21L to a length of 7,000 feet, and a parallel taxiway for Runway 3R-21L.
• Other operational efficiency factors will include the relationship of the
proximity of the design year Corporate, FBO, and SASO development areas in relation to the aircraft taxi routes to the six runway ends.
4.2.2 On-Airport Land Use Flexibility The On-Airport Land Use Flexibility evaluation criterion is used to gauge
each alternative’s ability to adequately meet the runway system, tenant
hangar/apron requirements, surface access, and expansion flexibility
needs of the primary airport users. This criterion will also include the
ability of each alternative to provide potential revenue generation from
excess Lunken Airport property.
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4.2.3 Capital Development Costs The Capital Development Cost criterion compares the relative
development costs of each alternative. Major development items and
related costs are summarized in a later tabular format. The capital
development costs include only aviation-related projects that are typically
eligible for FAA funding through the current Airport Improvement Program
(AIP) grant program. These projects include obstruction removal, project
site preparation, surface water drainage, runways, taxiways, terminal area
aprons, public parking, land acquisition, NAVAIDS, access roads, airfield
service road tunnels, airfield maintenance facilities, and noise mitigation
projects within the design year 65 DNL noise contour. More refined
construction cost estimates will be prepared after the Airport Layout Plan
(ALP), and the project phasing schedule has been developed.
All private lease area development projects such as site preparation,
hangars, aprons, access taxiways, utilities, parking lots, and office parks
are not eligible for AIP funding and will not be included in the capital cost
evaluation.
4.2.4 Land Use Compatibility with Area Communities
Based on FAA standards, the year 2022 FAA Integrated Noise Model
(DNL) noise contours are utilized as the measure of noise impact to the
adjacent communities. The number of existing and planned residential
and public facilities within the 65 DNL contour, the FAA limit for funding,
can provide a relative level of comparison of the potential environmental
impacts of the three runway extension alternatives.
Other environmental considerations include a comparison of the different
alternatives related to their compatibility with adjacent land uses such as
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the Lunken playfield/golf course and airport perimeter bikeway/walkway.
The recommended aircraft noise mitigation projects from the Lunken
Airport FAR Part 150 Study will be included with all three runway
extension alternatives.
4.3 Identification of Airfield and Landside Alternatives
The airfield and landside alternatives identified for Lunken Airport were
formulated to address the long-range (2022) development needs of the airport’s
existing and future aviation users. In this section, the facility development plans
are preliminary and will be refined in later sections of the study as the preferred
airfield and landside development alternative is identified and refined.
The three airfield alternatives and their related landside facility requirements are
described in the following sections:
• Alternative A - Mid-Field Development Area • Alternative B - Airport Road Development Area • Alternative C - North Airfield Development Area
4.3.1 Alternative A – Mid-Field Development Area
As shown on Exhibit 4-1, this long-range airside and landside facility
expansion alternative includes the potential development of approximately
140 acres of vacant property that is located between the two parallel
runways. This area of the airport is currently utilized for surface water
detention purposes and for helicopter pilot training and banner towing and
blimp staging operations. The major airfield and landside elements of the
Midfield Development Alternative include the following 11 capital
improvement projects:
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
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A-1 EXTEND RUNWAY 3R BY 899 FEET: The 7,000 foot Runway 3R-
21L length requirement is addressed by extending Runway 3R by 899 feet
to the south. Due to the hillside located south of the Ohio River, this
runway extension alternative maintains the Runway 3R arrival threshold in
its current location. With the runway extension, the Group III design
aircraft (G-550) will have the capability to operate at MTOW on hot days.
The extension of Runway 3R will also allow corporate jets to use a lower
engine thrust setting on take-off, maintain a higher departure altitude over
the northern communities and also allow a decrease in the amount of
engine reverse thrust needed for aircraft landing on Runway 21L, which
provides further noise reduction impacts on adjacent land uses.
The requirement for a precision approach (see Glossary) to Runway 3R
begins at the proposed runway end threshold and would be affected by
the existing topographic obstructions located on the hills approximately
10,000 feet to the south of Runway 3R. The controlling obstruction to a
50:1 Federal Aviation Regulation (FAR) Part 77 precision approach
obstruction control surface to Runway 3R is the top of a water tank that
has an elevation of 990 MSL (see Glossary). This would result in a 288
foot violation to the 50:1 obstruction control surface. Even with a longer
displaced threshold to Runway 3R, it is not feasible to develop a precision
approach procedure to Runway 3R. It is possible to safely maintain the
existing non-precision approach to Runway 3R if the existing arrival
threshold is utilized.
The 899 foot runway extension will be utilized for Runway 3R departures
to the north and Runway 21L departures to the south. Sufficient room is
available to the south of Runway 3R for the relocation of the existing
localizer antenna that is required for the instrument approach to Runway
21R, as well as the 1,000 foot by 500 foot requirement for the RSA.
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A-2 RUNWAY 7 EXTENDED SAFETY AREA (RSA): In order to address
the FAA’s extended Runway 7 RSA requirement of maintaining a FAA
Group III-B aircraft obstruction-free area of 600 feet by 300 feet,
Alternative-A shows the option of relocating the threshold of Runway 7 by
100 feet. This project will maintain the south airport levee in its existing
location, provide a 75 foot right-of-way for relocating Airport Road, and will
include the removal of Hangar 3 and an airport maintenance building.
With the resulting 100 foot relocated threshold, the length of Runway 7-25
would be decreased from 5,128 feet to 5,028 feet.
A-3 RUNWAY 3R-21L PARALLEL TAXIWAY: A parallel taxiway is
proposed to be located 400 feet west of the centerline of Runway 3R-21L.
This project is required for operational efficiency and runway crossing
safety considerations. This project will impact approximately 9.0 acres of
the mid-field surface water detention basin. It is proposed that the
drainage area located east of Runway 3R-21L be expanded to
accommodate the loss in mid-field drainage area.
A-4 TAXIWAY ‘C’ RELOCATION BY 400 FEET: This taxiway relocation
project is proposed to allow additional phased development of the Airport
Road lease areas. This project will impact 2.7 acres of the mid-field
surface water detention basin. It is proposed that the existing drainage
area located east of Runway 3R-21L be relocated to accommodate the
loss in mid-field drainage area.
A-5 NORTH CORPORATE LEASE AREA: Potential areas for the
expansion of corporate lease areas include the development of the 10.8
acre site that is located adjacent to Taxiway ‘A’ on the north airfield. This
project will require the closure of the west segment of Taxiway ‘D’ and
approximately 4.0 acres of the golf course. Access to this site will be
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provided by a new access road from Wilmer Avenue that is adjacent to the
southern edge of the golf course.
A-6 MID-FIELD CORPORATE LEASE AREA: Four additional 4.5 acre
corporate lease parcels are shown for development in the mid-field
between Runway 3R-21L and Runway 3L-21R. This project would require
an access road from Airport Road and a 100 foot by 30 foot tunnel under
the proposed relocated Taxiway ‘C’. This project would impact the
existing drainage basin and requires that the existing mid-field aircraft
operations area be reconfigured.
A-7 FBO LEASE AREA EXPANSION: The Midwest Jet Center FBO lease
area is shown to be expanded toward the north. This will require the
relocation of corporate lease parcels 36 and 39 and results in a FBO lease
area totaling approximately 16 acres.
With the relocation of Taxiway ‘C’ by 400 feet, the Million Air FBO lease
area on Airport Road can be expanded to the north and to the west. The
expanded Million Air FBO lease area will total approximately 17 acres.
A-8 SASO LEASE AREA EXPANSION: The development of future SASO
lease areas includes two 4.5 acre SASO parcels located in the mid-field
area. These lease areas would utilize the mid-field access road and
tunnel from Airport Road that was described in the previous corporate
lease area expansion project. This new SASO lease area will require that
the existing mid-field drainage area be relocated to the east side of
Runway 3R-21L. With the relocation of Taxiway ‘C’, an additional 12.0
acres of land is available for the expansion of the existing Airport Road
SASO leases areas.
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A-9 MID-FIELD AIR TRAFFIC CONTROL TOWER: With the proposed
Corporate and SASO development in the mid-field area, the Air Traffic
Control Tower will have to be relocated to a site in the mid-field that would
provide controller visibility of the six runway approach zones as well as the
runway and taxiway aircraft operation areas.
A-10 HANGAR 3 AVIATION MUSEUM SITE: With the required relocation
of Hangar 3 from the Runway 7 RSA, it has been suggested that Hangar 3
be relocated and redeveloped as a Lunken Aviation Museum. A 7.3 acre
site has been identified adjacent to the Runway 25 aircraft hold apron.
This site requires that approximately 7.0 acres of the golf course be
redeveloped for the Aviation Museum project.
A-11 AERONAUTICAL TRAINING COLLEGE: For airport revenue
generation purposes, it is proposed that the approximate 16 acre vacant
parcel of airport property that is located south of the south airport levee be
developed for an aeronautical training college or other future aviation
related land uses. This project could be developed in conjunction with
pilot and maintenance training programs, local university aviation training
programs or as a remote campus for a nationally recognized aviation
training college. Student parking could be located in portions of the RPZ
of Runway 7. If student flight training programs are provided, airside
aprons and hangars would be provided by FBO’s or SASO’s.
A-12 AIRFIELD DRAINAGE: The development of the mid-field area would
require that the existing 48-acre, 10-foot deep storm water retention basin
be filled in and a new water retention basin and pump stations be
developed on the east side of Runway 3R-21L. This project would require
coordination and approval by the U.S. Army Corps of Engineers.
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4.3.2 Alternative B - Airport Road Development Area
As shown on Exhibit 4-2, the second long range facility expansion
alternative considers the feasibility of relocating Taxiway ‘C’ 1,000 feet to
the north and developing the additional 43 acres of land for hangars and
aprons. Alternative B includes the following ten airfield and landside
projects:
B-1 EXTEND RUNWAY 21L BY 899 FEET: The extension of Runway
21L into the golf course would require the relocation of the Instrument
Landing System (ILS) and the removal of all obstructions to the 50:1
obstruction control surface. This project would require approximately 14.0
acres of the golf course for the runway extension, glide slope antenna,
approach lighting system, and RSA relocation.
B-2 RUNWAY 7 PROTECTION ZONE (RPZ): The second option for
addressing the FAA requirement for providing a 600 feet by 300 feet RSA
for Runway 7 without affecting the existing 5,128 feet length of Runway 7-
25, is to relocate the south airport levee 600 feet to the south along the
north side of Kellogg Avenue. The existing Airport Road connection with
Wilmer Avenue would be closed. This levee relocation project requires
the acquisition of approximately 7.0 acres of commercial property and the
removal of three structures that are located within the Runway Protection
Zone (RPZ) (1,000 feet x 500 feet x 700 feet). One of these structures is
a convenience market with seven fuel pump islands and the related
underground fuel storage tanks. Gas stations within RPZ’s are considered
by the FAA to be a major aircraft operational safety issue.
B-3 RUNWAY 3R-21L PARALLEL TAXIWAY: A parallel taxiway is
proposed to be located 400 feet west of Runway 3R-21L. This parallel
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taxiway would improve airfield safety as well as increase the peak hour
capacity of Runway 3R-21L.
B-4 TAXIWAY ‘C’ RELOCATION 1,000 FEET TO THE NORTH: To
provide for the long range Corporate, FBO, and SASO hangar and apron
requirements, Taxiway ’C’ in this alternative is relocated 1,000 feet to the
north. This project would require that the existing mid-field drainage area
be relocated to the east side of Runway 3R-21L. The existing midfield turf
special aircraft operations area would be reconfigured to include a 2,000
foot by 400 foot operations area.
B-5 CORPORATE LEASE EXPANSION AREA: With the relocation of
Taxiway ‘C’, it is proposed that Hangars (1, 2, and 3), located adjacent to
Runway 7, be removed and four corporate hangar lease areas be
developed in this 13.7 acre area. This project would include partial
parallel taxiways for Runway End 3L and Runway End 7.
B-6 FBO LEASE EXPANSION AREA: Midwest Jet Center is shown to be
expanded to the north with the acquisition of the 2.7 acre Lease Area 39.
This additional property and the paving of the area adjacent to Taxiway ‘A’
results in a total useable lease area of 13.0 acres.
The Million Air FBO lease area is shown to expand north by approximately
12.4 acres. Under this project, Million Air would share a central apron
taxiway with the expanded SASO lease areas.
B-7 SASO LEASE EXPANSION AREA: The long range SASO lease area
is located to the east of Runway End 3L and adjacent to the expanded
Million Air FBO expansion area. This 20 acre site can accommodate five,
3.3 acre lease areas, which include the three displaced SASO lease areas
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on Airport Road. An additional 4 acre SASO lease area is shown to be
developed on the west side of Runway End 3L.
B-8 RELOCATED AIR TRAFFIC CONTROL TOWER: The ATCT is
shown on the north airfield near the Runway 25 hold apron. All runway
approach zones and aircraft operating areas on the airport will be visible
from this site. Site access would be provided from Wilmer Avenue.
B-9 HANGAR 3 AVIATION MUSEUM SITE: With the removal of Hangar 3
from the Runway 7 RSA in this alternative, it is suggested that the hangar
be relocated to a 5.5 acre site that is adjacent to the north airfield ATCT
site. Access to the museum site would be via a new road from Wilmer
Avenue that would also support the relocated ATCT. Approximately 4.1
acres of the golf course would be required for the proposed museum site.
B-10 AIRPORT OFFICE PARK: For long-range airport operating revenue
generation purposes, a 20 acre airport office park is shown on a vacant
parcel of Lunken Airport land that is located on the south side of the south
airport levee. Development of this alternative requires the relocation of
2,200 feet of the levee and a new south airport access road that would
connect with Kellogg Avenue. Approximately ten acres of commercial
property along Kellogg Avenue, which includes an automobile salvage
yard is proposed to be acquired. Proposed airport office park land uses
are compatible with airport operations in this area. It is envisioned that an
environmental audit and clean-up of the salvage yard will be required as
part of this office park development project. The levee relocation project
will be in conjunction with the Runway 7 RSA levee relocation project.
B-11 AIRFIELD DRAINAGE: The development of the mid-field area would
require the filling of the 48 acre 10 foot deep mid-field storm water
retention basin. A new storm water retention basin and pumping station is
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proposed to be located east of Runway 3R-21L, adjacent to the Little
Miami River levee. This project would require coordination and approval
by the U. S. Army Corps of Engineers.
4.3.3 Alternative C - North Airfield Development Area
As shown on Exhibit 4-3, the third option explores redeveloping to the
north. This option would impact the current public recreation use of the
property north of the airport facilities.
Key aspects of Alternative C include the following nine capital
development projects:
C-1 EXTEND RUNWAY 3R BY 450 FEET AND RUNWAY 21L BY 449
FEET: To meet the 7,000 foot runway length requirement, Runway 3R is
extended by 450 feet and Runway 21L by 449 feet. This split runway
extension project would require approximately 8.0 acres of the golf course
and will also require the navigational aids on both ends of the runway to
be relocated.
C-2 RUNWAY 7 RELOCATED THRESHOLD BY 200 FEET: In order to
address the FAA’s extended Runway 7 RSA requirement of maintaining
an obstruction free area of 600 feet by 300 feet, Alternative C shows the
option of relocating the threshold of Runway 7 by 200 feet. This project
would maintain the south airport levee and Airport Road in their existing
locations and remove Hangar 3 from the RSA. With the resulting 200 foot
relocated threshold, Runway 7-25 will have a total length of 4,928 feet.
This runway length is of sufficient length to accommodate the cross-wind
runway requirements of the majority of the Group III-B aircraft fleet mix.
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C-3 RUNWAY 3R-21L PARALLEL TAXIWAY: Consistent with the
previous two Group B-III aircraft runway length alternatives, a full 7,000
feet by 50 feet parallel taxiway with a mid-runway exit is proposed for
Alternative C.
C-4 TAXIWAY ‘C’ RELOCATION BY 400 FEET: This taxiway relocation
project is proposed for the redevelopment of the old Hangars (1, 2 and 3),
and the expansion of the existing FBO and SASO lease areas along
Airport Road. This project would require the expansion of the existing
mid-field drainage area to allow for the displacement resulting from the
Runway 3R-21L parallel taxiway and the relocated Taxiway ‘C’.
C-5 CORPORATE LEASE AREA EXPANSION ALONG WILMER
AVENUE: Three 3.4 acre corporate lease parcels are proposed to be
located on the area currently leased by Midwest Jet Center.
C-6 FBO LEASE AREA ON AIRPORT ROAD: A new 11.3 acre Midwest
Jet Center FBO lease area is shown to be developed on the site of the old
Hangars 1, 2, and 3. The Million Air FBO lease area on Airport Road
would be expanded by approximately 8.3 acres to the north in this
alternative.
C-7 SASO NORTH AIRFIELD DEVELOPMENT AREA: A new 25.7 acre
site on the north airfield would be developed for the replacement of the
three SASO lease areas on Airport Road and three additional 3.4 acre
SASO lease areas. This project would require the acquisition of 11.0
acres of the golf course and construction of a 1,000 foot section of taxiway
for corporate hangar access to Taxiway ‘A’. Site access will be from a
new two lane road from Wilmer Avenue.
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C-8 RELOCATED AIR TRAFFIC CONTROL TOWER: The ATCT is
shown to be relocated 250 feet to the east of the existing ATCT site. This
ATCT location would provide an unobstructed view of all runway approach
zones and aircraft operating areas.
C-9 HANGAR 3 AVIATION MUSEUM SITE: The third alternative location
for the Hangar 3 museum is a site on Wilmer Avenue adjacent to Airport
Lease Area 47. This project would require approximately 4.0 acres of the
golf course.
4.4 Evaluation of Alternatives
The technical evaluation of the three long-range Lunken Airport development
alternatives was based on the four previously described evaluation criteria:
• Airfield Operational Efficiency • On-Airport Land Use Flexibility • Capital Development Costs • Land Use Compatibility with Area Communities
4.4.1 Airfield Operational Efficiency
The airfield development alternatives presented three options for
extending Runway 3R-21L to a length of 7,000 feet, and three alternatives
for addressing the Runway 7 RSA requirement. The options for future
taxiway system development included the proposed parallel taxiway for
Runway 3R-21L and the relocation of Taxiway ‘C’. Factors related to the
operational efficiency of the three alternatives are as follows:
ALTERNATIVE A - MID-FIELD DEVELOPMENT AREA:
(Airfield Operating Efficiency)
• The option for extending Runway 3R by 899 feet to the south can be accomplished with a minimum amount of engineering effort. Minor cut
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and fill is required and sufficient room is available for the relocation of the existing localizer antenna. The relocated Runway Protection Zone (RPZ) would require approximately 15 acres of obstruction control easement over the vacant wooded land south of Kellogg Avenue. Due to the existing hills on the south side of the Ohio River, the existing Runway 3R landing threshold would remain in the same location.
• The option for providing the FAA standard RSA for Runway 7 by relocating the Runway 7 threshold by 100 feet, results in a reduced length of Runway 7-25 that would total 5,028 feet. For Group III-B corporate jet aircraft, a runway length of approximately 5,000 feet is considered sufficient for the majority of this group of aircraft.
• The proposed parallel taxiway for Runway 3R-21L and the relocated
Taxiway ‘C’ would eliminate approximately 50 percent of the existing runway crossings by separating aircraft going to and from the Airport Road hangar areas. The relocated Taxiway ‘C’ in combination with the new parallel taxiway would also improve the head-to-head aircraft taxing conflicts that exist today. The midfield development alternative also requires that a two-lane tunnel be developed as part of the proposed Taxiway ‘C’ project.
• The proposed relocation of the ATCT to the midfield area would provide the controllers with clear views of the proposed runway system and the north corporate hangar taxiways that are currently not visible from the existing ATCT site. One negative aspect of the midfield ATCT site is that the controllers would be required to keep a 360 degree view of the airport versus the existing 180-degree view from the existing ATCT site.
• The midfield location of the future Corporate and SASO lease areas would decrease the taxi times of these aircraft going to and from the system of three runways.
• The midfield helicopter training, blimp staging and banner towing operations areas will not be affected.
ALTERNATIVE B - AIRPORT ROAD DEVELOPMENT AREA:
(Airfield Operating Efficiency)
• The second alternative considers the implications for extending Runway End 21L by 899 feet to the north. Like the Runway 3L extension alternative, only minor engineering issues are required and the glide slope and approach lighting system can be easily relocated.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-21
The 50:1 obstruction control surface can be relocated and the 50:1 obstruction control surface can be maintained over the Beechmont Avenue levee. Approximately 37 acres of Avigation Easement would be required over the vacant flood plain area that is located north of Beechmont Avenue. This alternative will not require a displace threshold as is required with the extension of Runway 3R.
• The option of relocating the south airport levee 600 feet to Kellogg Avenue in order to meet the Runway 7 RSA obstruction issue significantly improves the safety of Runway 7-25 by removing all obstructions from the Runway 7 RSA and RPZ. This project would require the acquisition and removal of the gas station that is located at the intersection of Kellogg Avenue and Wilmer Avenue.
• The parallel taxiway for Runway 3R-21L and the relocated Taxiway ‘C’
significantly improve the operating efficiency of the airfield system.
• The north airfield site for the ATCT will provide controller visibility of the entire airfield system, but like Alternative - A, the controllers will have to maintain a 360 degree view of the airfield which may require an additional controller.
• The mid-field helicopter training, banner towing and blimp staging area operations would not be affected.
ALTERNATIVE C - NORTH AIRFIELD DEVELOPMENT AREA:
(Airfield Operating Efficiency)
• The third Runway 3R-21L extension alternative presents a split runway-option extending both to the north and to the south. This alternative requires that the threshold of Runway 25 be in close proximity to the threshold of Runway 21L. This configuration may cause problems for pilots in visually identifying the landing threshold when approaching Runway 25.
• The Runway 7 RSA obstruction clearance alternative of decreasing the
length of Runway 7 by 200 feet, results in a Runway length of 4,928 feet. Some of the larger Group III-B corporate jets may have to operate under restricted gross weight take-off conditions with a runway length of less than 5,000 feet.
• The Runway 3R-21L parallel taxiway and the relocated Taxiway ‘C’
would have the same safety and operational benefits as the other two taxiway system alternatives.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-22
• The relocation of the ATCT to a point 250 feet in front of the existing ATCT site will provide visibility of the proposed airfield system.
• The midfield helicopter training, banner towing and blimp staging operations area would not be affected.
• The north corporate and SASO development area provides the aircraft
operators with direct access to the primary Runway 3R-21L, which in turn decreases the number of runway crossings.
• The relocation of Midwest Jet Center to the Airport Road lease area
would decrease aircraft runway system crossings to and from the primary Runway 3R-21L.
SUMMARY - AIRFIELD OPERATING EFFICIENCY: The following is a
summary of the operational efficiency of the three airfield alternatives as
they relate to FAA airport design criteria, runway crossing conflicts and
control tower line-of-sight criteria. Each of these is shown on Table 4.1.
• All three alternatives meet the requirement for extending Runway 3R-21L to a length of 7,000 feet, as well as maintaining the precision approach to Runway 21L and the non-precision approach the Runway 3R.
• The desire for a precision approach to Runway 3R is not feasible due to the close proximity of the hills that are located to the south of the Ohio River.
• The analysis for the extension of Runway 3R-21L indicates that the extension of Runway 3R to the south appears to have the least construction impact but would require that the Runway 3L landing threshold be maintained in its current location. The extension of Runway 21L would not require a displaced threshold, but would cause landing conflicts with Runway 25.
• The preferred solution (as per FAA criteria) for addressing the Runway
7 RSA issue (based on operational efficiency) is to relocate the south airfield levee and remove all of the obstructions from the RPZ.
• With the development of a new parallel taxiway for Runway 3R-21L and the relocation of Taxiway ‘C’, all three landside development alternatives provide a significant decrease in runway crossings.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-23
Sou
rce:
PB
Avi
atio
n
"A"-
Mid
field
Dev
elop
men
t Are
a
Airf
ield
Alte
rnat
ives
"B"-
Airp
ort R
oad
Dev
elop
men
t Ar
ea
"C"-
Nor
th D
evel
opm
ent A
rea
FAA
ARC
C-II
I Des
ign
Crit
eria
Run
way
Cro
ssin
g C
onfli
cts
Con
trol
Tow
er L
ine
of S
ight
Tabl
e 4-
1
Cin
cinn
ati M
unic
ipal
Airp
ort-L
unke
n Fi
eld
AIR
FIEL
D O
PER
ATI
ON
AL
EFFI
CIE
NC
Y SU
MM
AR
Y
▪Req
uire
s 29
acr
es o
f lan
d so
uth
of K
ello
gg A
venu
e
▪Non
pre
cisi
on a
ppro
ach
to R
/W 3
R c
an b
e m
aint
aine
d
▪Pro
vide
s fo
r G55
0 an
d B
BJ
runw
ay ta
keof
f len
gth
requ
irem
ents
▪Res
tric
ts R
/W 7
RPZ
to A
RC
B-II
and
requ
ires
100'
less
de
crea
se in
runw
ay le
ngth
▪Req
uire
s 27
acr
es o
f eas
emen
t nor
th o
f Bee
chm
ont A
venu
e
▪Pre
cisi
on a
ppro
ach
to R
/W 2
1L c
an b
e m
aint
aine
d
▪Pro
vide
s fo
r G55
0 an
d B
BJ
runw
ay ta
keof
f len
gth
requ
irem
ents
▪Pro
vide
s fo
r R/W
7 C
-III R
PZ a
nd R
SA c
riter
ia
▪Req
uire
s 5
acre
s of
eas
emen
t sou
th o
f Kel
logg
Ave
nue
▪Req
uire
s 15
acr
es o
f eas
emen
t nor
th o
f Bee
chm
ont A
venu
e
▪Pre
cisi
on a
nd n
on p
reci
sion
app
roac
h to
R/W
3R
/21L
can
be
mai
ntai
ned
▪Pro
vide
s R
/W 7
C-II
I RPZ
and
RSA
crit
eria
and
allo
ws
a 40
' de
crea
se in
R/W
7/2
5 le
ngth
▪Maj
or d
ecre
ase
in R
/W 3
L/21
R c
ross
ings
▪Maj
or d
ecre
ase
in T
axiw
ay C
con
flict
s
▪Maj
or d
ecre
ase
in a
ircra
ft ta
dis
tanc
es
▪Min
or d
ecre
ase
in R
/W 3
L/21
R c
ross
ings
▪Min
or d
ecre
ase
in a
ircra
ft ta
dis
tanc
es
▪Min
or d
ecre
ase
in T
axiw
ay C
con
flict
s
▪Min
or d
ecre
ase
in R
/W 3
L/21
R c
ross
ings
▪Min
or in
crea
se in
Tax
iway
C c
onfli
cts
▪Min
or in
crea
se in
airf
ield
vis
ibili
ty
▪No
incr
ease
in c
ontr
olle
r wor
kloa
d
▪Maj
or in
crea
se in
airf
ield
vis
ibili
ty
▪Min
or in
crea
se in
con
trol
ler w
orkl
oad
▪Min
or in
crea
se in
airf
ield
vis
ibili
ty
▪Min
or d
ecre
ase
in c
ontr
olle
r wor
kloa
d
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-24
• If the extension to Runway 3R is implemented and the south airfield
hangar area is expanded to the north, the ATCT will require relocation to the midfield area between the two parallel runways.
4.4.2 On-Airport Land Use Flexibility
The primary factors utilized in evaluating the land use flexibility of the
three major land uses (Corporate, FBO, and SASO) include the physical
relationship of the different land uses, the surface access to each
development area, and the potential of each alternative to provide non-
aviation revenue sources. Factors related to the flexibility of each of the
three landside alternatives are as follows:
ALTERNATIVE A - MID-FIELD DEVELOPMENT AREA:
(On-Airport Land Use Flexibility)
• The mid-field area provides space for four Corporate and two SASO development parcels. Approximately 36 acres of expansion area is available if the surface water drainage basin is relocated to the east of Runway 3R-21L.
• Access to the mid-field would require a two lane tunnel under Taxiway ‘C’ and a 4,000 foot mid-field access road from Airport Road. Airport Road will require expansion (center left turn lane) due to the increase in traffic.
• The Midwest Jet Center FBO lease area has limited expansion potential due to the corporate lease areas to the north and the airport terminal apron to the south.
• The Million Air FBO lease area can easily be expanded to the north if Taxiway ‘C’ is relocated.
• The mid-field land use concept would require that both Corporate and SASO land uses be split between the Wilmer Avenue, the Airport Road and the mid-field development areas.
• Alternative A provides a 20 acre development area for an Aeronautical College or other compatible use that could provide additional airport
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-25
operating revenues. If the levee is not relocated, this project would be located within the Ohio River flood plain.
ALTERNATIVE B - AIRPORT ROAD DEVELOPMENT AREA:
(On-Airport Land Use Flexibility)
• The Airport Road corporate lease expansion area is separate from the existing Wilmer Avenue corporate lease areas.
• The Midwest Jet Center site has limited expansion potential.
• The Million Air FBO and SASO lease areas can be easily expanded and also have the advantage of having a common apron.
• The 20 acre Airport Office Park site offers the potential for increased airport operating revenues. This site would be outside of the Ohio River flood plain.
• Airport Road, currently a two lane road may have to be upgraded to
accommodate the additional ground traffic created by the proposed south airport development. South airport traffic would utilize the new south airfield access road from Kellogg Avenue.
ALTERNATIVE C - NORTH AIRFIELD DEVELOPMENT AREA:
(On-Airport land Use Flexibility)
• The relocation of the Midwest Jet Center FBO to the Airport Road site provides for lease area expansion flexibility.
• The redevelopment of the Midwest Jet Center FBO site for three
corporate lease areas keeps the corporate land uses along Wilmer Avenue.
• The Million Air FBO lease area has the flexibility to expand if Taxiway
‘C’ is relocated. • The SASO lease area on the north airfield separates this land use from
the Airport Road SASO lease areas and this area would require a two- lane access road through the golf course from Wilmer Avenue.
• Alternative C provides no additional non-aviation land use
development option.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-26
SUMMARY - ON AIRPORT LAND USE FLEXIBILITY: A summary of the land
use flexibility of the three alternatives is shown on Table 4-2. All three
alternatives meet the minimum requirements of providing the long-term land
requirements for Corporate, FBO, and SASO tenants.
• Alternative A provides an additional 36 acres of property for the long-term expansion needs of both Corporate and SASO tenants. Utilization of the north airfield site for the relocation of the P&G corporate flight department allows for the maximum utilization of the Wilmer Avenue corporate lease areas.
• Alternative B provides sufficient land area for the expansion of the Million Air FBO lease area and the future SASO lease area requirements. The Airport Office Park development on the south airfield provides a potential non-aviation revenue source.
• Alternative C includes the relocation of Midwest Jet Center to the
Airport Road site. This would require the removal of Hangars 1, 2, and 3, and provides Midwest Jet Center the ability to expand.
4.4.3 Capital Development Costs
The capital costs associated with acquiring land, extending Runway 3R-
21L, taxiway relocation, mid-field drainage, roadway access, and other
projects required to support corporate and general aviation activities over
the 20 year planning period are summarized in Table 4-3. Capital
development costs for the listed projects are based on the airfield and
landside projects that are eligible for FAA Airport Improvement Program
(AIP) grant funding. Hangar and apron projects that are on airport
property that will be leased and developed with private funds are not
included in the cost estimate evaluation.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-27
Sour
ce:
PB
Avia
tion
Tabl
e 4-
2
Cin
cinn
ati M
unic
ipal
Airp
ort-L
unke
n Fi
eld
ON
AIR
POR
T LA
ND
USE
FLE
XIB
ILIT
Y SU
MM
AR
Y
Airf
ield
Alte
rnat
ives
Avia
tion
Leas
e Ar
ea E
xpan
sion
Fle
xibi
lity
Leas
e Ar
ea S
urfa
ce A
cces
sN
on A
viat
ion
Com
mer
cial
Lea
se A
rea
Expa
nsio
n
"A"-
Mid
field
Dev
elop
men
t Ar
ea
"B"-
Airp
ort R
oad
Dev
elop
men
t Are
a
"C"-
Nor
th D
evel
opm
ent A
rea
▪Nor
th c
orpo
rate
leas
e re
quire
s go
lf co
urse
land
for
expa
nsio
n
▪Req
uire
s co
rpor
ate
leas
e ar
ea e
xpan
sion
▪Min
or g
olf c
ours
e im
pact
▪25
acre
s co
rpor
ate
leas
e ar
ea (+
13 a
cres
)
▪36
acre
s fo
r the
exp
ansi
on o
f Cor
pora
te a
nd S
ASO
▪No
land
requ
ired
for 9
00' e
xten
sion
of R
/W 3
R
▪17-
acre
sou
th a
irpor
t com
mer
cial
leas
e ar
ea
▪8-a
cre
corp
orat
e le
ase
area
(+2
acre
s)-a
bove
re
quire
men
t▪2
0 ac
res
of g
olf c
ours
e re
quire
d
▪4,2
00 li
near
feet
for a
two-
lane
acc
ess
road
with
100
' X
30' t
unne
l und
er p
ropo
sed
Taxi
way
"C"
▪3,1
00 li
near
feet
Airp
ort R
oad
upgr
ade
for a
dditi
onal
tra
ffic
▪3,8
00 li
near
feet
two-
lane
acc
ess
road
for s
ite a
cces
s▪2
,900
line
ar fe
et o
f lev
ee re
loca
tion
▪20-
acre
site
for A
eron
autic
s C
olle
ge o
r oth
er
avia
tion
rela
ted
deve
lopm
ent p
rovi
des
for
alte
rnat
ive
sour
ce o
f rev
enue
▪No
acce
ss ro
ad p
lann
ed
▪2,2
00 li
near
feet
acc
ess
road
for N
orth
SA
SO a
rea
▪Mid
wes
t Jet
Cen
ter e
xpan
sion
▪4,1
00 li
near
feet
off
airp
ort r
oad
upgr
ade
for a
dditi
onal
tra
ffic
▪No
addi
tiona
l non
-avi
atio
n co
mm
erci
al la
nd▪3
0 ac
re F
BO le
ase
area
▪20
acre
s ne
w S
ASO
▪5 a
cre
RSA
requ
ired
for 4
50' e
xten
sion
of R
/W 2
1R
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-28
$U
nit
Qua
ntity
C
ost
Qua
ntity
C
ost
Qua
ntity
C
ost
R/W
3R
/21L
ext
ensi
on$1
50SY
15,0
00$2
,250
,000
15,0
00$2
,250
,000
15,0
00$2
,250
,000
Taxi
way
s$1
00SY
89,0
00$8
,900
,000
78,0
00$7
,800
,000
77,0
00$7
,700
,000
Mid
field
Tun
nel
$100
SF3,
000
$300
,000
Obs
truct
ion
Rem
oval
L.S.
1$2
50,0
001
$250
,000
1$2
50,0
00
Avig
atio
n Ea
sem
ent
$10,
000
Acre
29$2
90,0
0027
$270
,000
5$5
0,00
0
Roa
dway
s$4
0SY
30,0
00$1
,200
,000
26,0
00$1
,040
,000
18,0
00$7
20,0
00
Util
ities
$100
LF8,
900
$890
,000
7,60
0$7
60,0
005,
400
$540
,000
Mid
field
ear
th &
fill
$3C
Y84
,000
$252
,000
726,
000
$2,1
78,0
0088
,000
$264
,000
East
airf
ield
dra
inag
e$3
CY
84,0
00$2
52,0
0072
6,00
0$2
,178
,000
88,0
00$2
64,0
00
Con
trol t
ower
relo
catio
nL.
S.1
$1,5
00,0
001
$1,5
00,0
001
$1,5
00,0
00
Sout
h ai
rfiel
d le
vee
relo
catio
n$3
CY
260,
000
$780
,000
TOTA
L C
APIT
AL C
OST
$16,
084,
000
$19,
006,
000
$13,
538,
000
Con
tinge
ncie
s$3
,216
,800
$3,8
01,2
00$2
,707
,600
Des
ign
Fee
$1,6
08,4
00$1
,900
,600
$1,3
53,8
00
GR
AND
TO
TAL
ESTI
MAT
E$2
0,90
9,20
0$2
4,70
7,80
0$1
7,59
9,40
0L.
S.-L
ast S
urve
ySo
urce
: PB
Avi
atio
n
Alte
rnat
ive
"C"-
Nor
th A
irfie
ld
Area
Tabl
e 4-
3
Cin
cinn
ati M
unic
ipal
Airp
ort-L
unke
n Fi
eld
ALT
ERN
ATI
VE D
EVEL
OPM
ENT
CO
STS
FAA
AIP
Elig
ible
Pro
ject
sU
nit C
ost
20%
10%
Alte
rnat
ive
"A"-
Mid
field
Are
aAl
tern
ativ
e "B
"- A
irpor
t Roa
d Ar
ea
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-29
ALTERNATIVE A - MID-FIELD DEVELOPMENT AREA:
(Capital Development Costs)
• The cost estimate for constructing the 11 AIP eligible projects in Alternative A totals $27.8 million. Unique cost factors of Alternative A include the $2.5 million associated with providing the mid-field access road, tunnel and utility systems.
ALTERNATIVE B - AIRPORT ROAD DEVELOPMENT AREA:
(Capital Development Costs)
• The cost estimate for constructing the ten AIP eligible projects in Alternative B totals approximately $29.2 million. Unique cost factors of Alternative B include the $3.4 million for the relocation of the south airfield levee and the acquisition of the 7.0 acres of property along Kellogg Avenue that is required for the Runway 7 RPZ.
ALTERNATIVE C - NORTH AIRFIELD DEVELOPMENT AREA:
(Capital Development Costs)
• The cost estimate for constructing the nine AIP eligible projects Alternative C totals approximately $23.2 million. Unique cost factors of Alternative C include the Runway 21R parallel taxiway and the new north airfield access road.
SUMMARY - CAPITAL DEVELOPMENT COSTS:
• With the relatively flat terrain adjacent to both ends of Runway 3R-21L, the cost for extending the runway is relatively the same for all three alternatives. The significant difference in cost between the alternatives is the effort required to fully comply with the Runway 7 RSA issue, the relocation of the south airport levee, and mid-field access road.
4.4.4 Land Use Compatibility with Area Communities
A unit of measure utilized to evaluate the compatibility of the three
Runway 3R-21L extension alternatives in this analysis is the design year
(2022) DNL noise contours. Another community impact measure utilized
in this analysis is the potential loss of recreational acreage resulting from
the three development alternatives. A summary of community impacts is
shown on Table 4.4, and the major areas of community impact are
summarized as follows.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-30
▪Sou
th o
f Kel
logg
Ave
nue
(55
acre
s)▪L
oss
of 5
acr
es o
f gol
f cou
rse
for c
omm
erci
al d
evel
opm
ent
▪Nor
th o
f Bee
chm
ont A
venu
e (4
acr
es)
▪Tot
al 5
acr
es▪T
otal
59
acre
s▪S
outh
of K
ello
gg A
venu
e (2
2 ac
res)
▪Los
s of
2 a
cres
of g
olf c
ours
e fo
r air
mus
eum
▪N
orth
of B
eech
mon
t Ave
nue
(12
acre
s)▪L
oss
of 1
0 ac
res
of g
olf c
ours
e fo
r R/W
21L
RSA
▪Tot
al 3
4 ac
res
▪Tot
al 1
2 go
lf co
urse
acr
es re
quite
▪Sou
th o
f Kel
logg
Ave
nue
(35
acre
s)▪L
oss
of 2
0 ac
res
of g
olf c
ours
e fo
r han
gar a
nd a
ir m
useu
m▪N
orth
of B
eech
mon
t Ave
nue
(7 a
cres
)▪L
oss
of 5
acr
es o
f gol
f cou
rse
for R
/W 2
1L R
SA▪T
otal
42
acre
s▪T
otal
of 2
5 go
lf co
urse
acr
es re
quire
dS
ourc
e: P
B A
viat
ion
Tabl
e 4-
4
Hom
es Im
pact
ed b
y 65
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65 D
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/W 3
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by 4
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Non
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CO
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UN
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AN
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Non
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Rec
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Land
Use
Impa
cted
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65 D
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B-Ex
tend
R/W
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900'
Alte
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A-Ex
tend
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one
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-31
ALTERNATIVE A - MID-FIELD DEVELOPMENT AREA:
(Land Use Compatibility with Area Communities)
• As Shown on Exhibit 4-4, the option of extending Runway 3R by 899 feet to the south results in 34 acres of off-airport property contained within the design year 2022 65 DNL noise contour. These 34 acres of off-airport land south of Kellogg Avenue are zoned Riverfront Recreational/Residential/Commercial and this property is within a wooded flood plain with no existing development. To the north, five acres of off-airport property will be within the 65 DNL contour. This vacant property is also within a flood plain.
• The impacts to the recreation area due to the new corporate hangar, the potential aviation museum, and the 800 foot access road total approximately 14 acres.
• The aviation museum and the aeronautical college projects would add additional traffic on Wilmer Avenue.
ALTERNATIVE B - AIRPORT ROAD DEVELOPMENT AREA:
(Land Use Compatibility with Area Communities)
• As shown on Exhibit 4-5, the extension of Runway 21L by 899 feet to the north results in 21 acres of off-airport undeveloped property located north of Beechmont Avenue to be contained within the design year 2022 65 DNL noise contour. To the south of Kellogg Avenue, 11 acres of property is within the 65 DNL contour and is a compatible land use according to Federal land use guidelines.
• The Runway 21L extension into the golf course would require the relocation of 12 acres of fairways. The aviation museum, ATCT and access road will impact an additional five acres of the golf course.
• The potential museum and the airport office park off of Kellogg Avenue would result in additional traffic on Wilmer Avenue.
ALTERNATIVE C - NORTH AIRFIELD DEVELOPMENT AREA:
(Land Use Compatibility with Area Communities)
• As shown on Exhibit 4-6, the option of extending both ends of Runway 3L-21R by approximately 450 feet results in 27 acres of undeveloped off-airport property to the north and five acres of undeveloped off-airport property on the south contained within the design year 2022 65 LDN noise contour.
PB AviationSource: FAA INM 6.1 Noise Program Year 2022-LUK
EXHIBIT
4-4
J:\EXH\RILLO\LUNKEN MASTER PLAN\C4E\ALTERNATIVE A.CDR1-27-04
Cincinnati Municipal Airport - Lunken FieldAIRPORT MASTER PLAN STUDY UPDATE
1788ALTERNATIVE A
EXTEND RUNWAY 3R 899 FEET
PB AVIATION
1 x 2,000" '
2,000'1,000'0
SouthRun-up
PadNorth
Run-upPad
Proposed899 Ft.Runway
Extension
75 DNL70 DNL
65 DNL
Alms Park
Stanbery Park
Miami RiverValley
Fort ThomasKentucky
Existing 2002 65 DNL
Decrease in 65 DNL (2002-2022)Increase in 65 DNL (2002-2022)
PB AviationSource: FAA INM 6.1 Noise Program Year 2022-LUK
EXHIBITALTERNATIVE B
EXTEND RUNWAY 21L 899 FEET
PB AVIATIONJ:\EXH\RILLO\LUNKEN MASTER PLAN\C4EALTERNATIVE B.CDR1-27-04
Cincinnati Municipal Airport - Lunken FieldAIRPORT MASTER PLAN STUDY UPDATE
1788 4-51 x 2,000" '
2,000'1,000'0
Existing 2002 65 DNL
Proposed899 Ft.Runway
Extension
NorthRun-up
Pad
75 DNL70 DNL
65 DNL
SouthRun-up
Pad
Alms Park
Stanbery Park
Miami RiverValley
Fort ThomasKentucky
Decrease in 65 DNL (2002-2022)Increase in 65 DNL (2002-2022)
J:\EXH\RILLO\LUNKEN MASTER PLAN\C4E\ALTERNATIVE C.CDR1-27-04
Cincinnati Municipal Airport - Lunken FieldAIRPORT MASTER PLAN STUDY UPDATE
1788
EXHIBIT
4-6ALTERNATIVE C
EXTEND RUNWAY 3R 450 FEETEXTEND RUNWAY 21L 449 FEET
PB AVIATION
PB AviationSource: FAA INM 6.1 Noise Program Year 2022-LUK
1 x 2,000" '
2,000'1,000'0
Existing 2002 65 DNL
Alms Park
Stanbery Park
Miami RiverValley
Fort ThomasKentucky
Proposed449 Ft.Runway
Extension
NorthRun-up
Pad
75 DNL70 DNL
65 DNL
SouthRun-up
Pad
Proposed450 Ft.Runway
Extension
Decrease in 65 DNL (2002-2022)Increase in 65 DNL (2002-2022)
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-35
• The physical impact to the golf course would include 15 acres for the north hangar development area, four acres for the aviation museum and five acres for the relocation of the Runway 21L RSA.
• The hangar development project on the north airfield would result in
additional traffic along Wilmer Avenue.
SUMMARY - LAND USE COMPATIBILITY WITH AREA COMMUNITIES:
• For all three Runway 3R-21L extension alternatives, no residential or commercial facilities are located within the year 2022 65 LDN noise contour. However, Alternative B would have significant impacts to the golf course. One positive impact to the Lunken recreation area would be the development of the proposed aviation museum that requires approximately four acres of golf course land. This project has the potential to attract more people to the area as well as generate revenues from the museum visitors.
• If non-aviation revenue projects such as the aeronautical training college (project A-11) and the airport office park (project B-10) are undertaken by the City, additional jobs would be created and the viability of the commercial areas along Kellogg Avenue would be improved. This potential new development would also result in increased traffic on the area roads, which include Kellogg Avenue, Wilmer Avenue and Beechmont Avenue.
Both on-airport and off-airport noise mitigation projects have been
addressed in the current FAR Part 150 Noise Mitigation Study, which
included the Master Plan option of extending Runway 3R to the south by
899 feet.
`
4.5 Conclusions
The process of selecting a long-range Lunken Airport development
concept encompasses a wide range of decision elements. The evaluation
of the three airfield and landside development alternatives are
summarized in a decision matrix format shown in Table 4-5. Based on the
following three major Lunken Airport planning factors, the three airfield
AIRFIELD AND LANDSIDE ALTERNATIVES EVALUATION SUMMARY(PAGE 1 OF 2)
PB AVIATIONJ:\EXH\NB\LUNKEN\LUNKEN MASTER PLAN EXHIBITS\DFT 14 A&LALT EVAL MATRIX PAGE 1.CDR4-20-04
Cincinnati Municipal Airport - Lunken FieldAIRPORT MASTER PLAN STUDY UPDATE
1788
TABLE
4-5
Advantages
Alternative "B"Airport Road Development Area
Disadvantages
N/A
899 ft. extension to 21L provides forG-550 takeoff requirements & has nodisplaced threshold
N/A
•
•
•
N/A
21L extension impacts approach &taxiways to crosswind R/W 25
Impacts golf course
N/A
•
•
•
•
Advantages
Alternative "C"North Airfield Development Area
Disadvantages
N/A
N/A
R/W extension provides G-550 takeofflength requirements
•
•
• 450 ft. displaced threshold for R/W 3Rrequired, impacts golf course &impacts approach to R/W 25
R/W 3R/21L & 7/25 interaction
•
•
•
•
Advantages
Alternative "A"Midfield Development Area
Disadvantages
899 ft. extension of 3R providesG-550 takeoff length requirements &has no impact on golf course
N/A
N/A
•
•
•
Requires 899 ft. displaced landingthreshold for R/W 3R
N/A
N/A
•
•
•
899 ft. extension to 3R
899 ft. extension to 21L
450 ft. extension to 3R &449 ft. to extension 21L
RunwayExtension& Taxiway
AirportArea
Project
•
•
•
N/A
Requires relocation of storm watercatch basin
•3R/21L Parallel T/W providesdecreased runway crossings &increased runway capacity
•
N/A• N/A•R/W 7/25 decreased in length by100 ft.
With 100 ft. decrease in length, createsminor impact on Group II operations
•
•
100 ft. threshold relocationto R/W 7
100 ft. R/W 7 threshold relocationmeets RSA criteria & removes gasstation from RPZ
Maintains 5,000 ft. R/W for Group IIAircraft Operations
•
•
RSAClean-up
•
N/A• N/A• N/A•May require additional ATCT personnel•Midfield control tower providesvisibility of entire R/W system
• N/A•
Air TrafficControlTower
Relocation
Midfield site•
N/A
Requires relocation of storm watercatch basin
•3R/21L Parallel T/W providesdecreased runway crossings &increased runway capacity
•Requires relocation of storm watercatch basin
•3R/21L Parallel T/W providesdecreased runway crossings &increased runway capacity
•3R/21L Parallel Taxiway•
N/A•N/A•
•
•
• R/W 7-25 decrease in length of 200 ft.adversely impacts Group II aircraftoperations
200 ft. R/W 7 relocation meets RSAcriteria, & removes gas stationfrom RPZ
No property acquisition required
N/A•N/A•
N/A•N/A•
N/A•
N/A•200 ft. threshold relocationto R/W 7
• N/A•
N/A•Relocate Airport Rd. levee& maintain R/W 7 threshold
• No decrease in length of R/W 7-25
City acquires title to propertyunder RPZ
•
•
Airport Rd. levee relocation required
Requires property acquisition
•
•
N/A• N/A•May require additionalATCT personnel
May require golf course property
•
•
North airfield control tower providesvisibility of entire R/W system
•N/A•N/A•North airfield site•
N/A• Obstructs viewshed of airfield• N/A• Obstructs viewshed of airfield•Splits corporate & SASO land use &requires tunnel & utilities to themidfield
Obstructs viewshed of airfield
Relocate Taxiway "C" to theNorth 400 ft.
•
•
Provides for midfield lease areaexpansion beyond 20-year planningperiod and maximum utilization ofon-airport property
•
On-AirportLand Use
•
N/A• Less infrastructure costs• Line of sight may be impacted bymidfield development
•N/A•N/A•N/A•Relocated West site•
Obstructs viewshed of airfield•N/A•Splits corporate land uses
Obstructs viewshed of airfield
•
•
Obstructs viewshed of airfield•Obstructs viewshed of airfield•Relocate Taxiway "C" to theNorth 1000 ft.
•
Requires relocation of FBO & splitSASO, limited revenue
Obstructs viewshed of airfield
Requires land acquisition & Airport Rd.levee relocation
•
•
•
Corporate & SASO land uses aregrouped, limited FBO expansion
•N/A• Obstructs viewshed of airfield•Obstructs viewshed of airfield•Obstructs viewshed of airfield•Relocate Taxiway "C" to theNorth 400 ft.
•
Provides for design year corporate &SASO lease area requirements
•
Provides for additional property fornon-aviation revenues
••N/A•N/A•Requires building in flood plain &requires environmental clean-up
•Provides use of vacant on-airportproperty for non-aviation revenues
•Provide for Office Park areaor similar land use
• Requires building in flood plain &requires environmental clean-up
N/A•N/A•Drainage area relocation costs•Provides additional aviationdevelopment areas
•Drainage area relocation costs•Provides additional aviationdevelopment areas
•Relocate midfielddrainage area
•
May require additional ATCT personnel•Midfield control tower providesvisibility of entire R/W system
N/A•
May require additional ATCT personnel N/A
City acquires title to property
N/A•
N/A•
Requires property acquisition•
200 ft. R/W 7 relocation meets RSA
Requires property acquisition
AIRFIELD AND LANDSIDE ALTERNATIVES EVALUATION SUMMARY(PAGE 2 OF 2)
PB AVIATIONJ:\EXH\NB\LUNKEN\LUNKEN MASTER PLAN EXHIBITS\DFT 14 A&L ALT EVAL MATRIX PAGE 2.CDR4-20-04
Cincinnati Municipal Airport - Lunken FieldAIRPORT MASTER PLAN STUDY UPDATE
1788
TABLE
4-5
Advantages
Alternative "B"Airport Road Development Area
Disadvantages Advantages
Alternative "C"North Airfield Development Area
DisadvantagesAdvantages
Alternative "A"Midfield Development Area
Disadvantages
AirportArea
Project
•
•
•
Major impact to golf course• Least cost development alternative\
Meets G-550 IFR departurerequirements for 21L
•
•
Major impact to golf course•Requires 899 ft. displaced landingthreshold for R/W 3R
Minor Impact on G-550 IFR departuresfor 21L
•
•
Accommodate forecastneed
899 ft. extension to R/W 3R meetsG-550 operating requirements
••
N/A•
DevelopmentCosts
(Estimated)
N/A•
No commercial development area•
Requires golf course redevelopment•
$2,300,000$11,600,000
••
$1,500,000•
$120,000•
N/A•N/A•
N/A•
N/A•
$2,300,000$11,700,000
••
$1,500,000•
$504,000•
$500,000•
N/A•
Levee relocation costs•
Requires relocation of midfielddrainage area
•
$2,300,000$13,400,000
••
$1,500,000•
$504,000•
N/A•
AirfieldRunway costsTaxiway costs
••
ATCT•
Relocate midfield drainage•
Airport Rd. levee•
No residential areas within 65 DNL• N/A• No residential land uses within 65 DNL• N/A•N/A•65 DNL impacts No residential areas within 65 DNL
Provides noise mitigation for northcommunities
•
•
Hangars 1 and 2 can remain• Hangars 1 and 2 can remain(not shown in Alternative B)
• Hangars 1 and 2 can remain(not shown in Alternative C)
•Historic preservation• Age of structure• Age of structure• Age of structure•
Off-AirportCompatibilitywith AdjacentCommunities
•
AddressesAirportMission
and Goals
Major impact to golf course withR/W 21L ext. & SASO development
•N/A•
N/A•
N/A•
Major impact to golf course withextension of R/W 21L
•N/A•N/A•Golf course impact• No golf course impacts•
Full compliance with R/W 7 RSA/RPZrequirements
Meets G-550 IFR departurerequirements fr R/W 21L
•
•
No decrease runway crossing•
R/W 3R/21L & 7-25 interaction•
Pilot preference for 450ft extensionto 21L
•
Provides best FBO expansion option•21L extension impacts approach &taxiways to crosswind R/W 25
•Reduces runway crossings•
Adversely impacts golf course
Departures on 3R and 21 L are 450 ft.closer to respective land uses
•
•
No commercial development area•
N\A•
Requires investment & additionalproperty
•Levee relocation costs•Provides 20 additional acres ofcommercial development area
•
Upgrades Kellogg Avenuedevelopment
•
Requires flood plain development•
R/W 3 R departure threshold 900 ft.closer to southern land uses
• R/W 21L departure threshold 900 ft.closer to northern land uses
Adversely impacts golf course
•
•
Enhance revenue•
Enhance communitypartnership
•
Safety• Minor impact to Runway 7/25operations
•Least number of runway crossings•
Greater additional lease revenues,from non-aviation sources
•
Midfield development area maximizeson airport property development
•
Requires flood plain development•
R/W 3 R departure threshold 900 ft.•
operations•Least number of runway crossings
Greater additional lease revenues,from non-aviation sources
Midfield development area maximizeson airport property development
Requires flood plain development
R/W 3 R departure threshold 900 ft.closer to southern land uses
Minor impact to Runway 7/25operations
Reduces runway crossings
Provides 20 additional acres ofcommercial development area
Upgrades Kellogg Avenuedevelopment
21L extension impacts approach &taxiways to crosswind R/W 25
•
Levee relocation costs•
R/W 21L departure threshold 900 ft.closer to northern land uses
•
Pilot preference for 450ft extension
Provides best FBO expansion option•21L extension impacts approach &taxiways to crosswind R/W 25
R/W 21L departure threshold 900 ft.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-38
and landside development options presented in this analysis are
considered to be technically feasible.
AIRPORT LEASE AREA REQUIREMENTS:
The demand year 2022 projected aircraft operational growth of approximately
two percent would require the expansion of the three primary land uses
(Corporate, FBO, and SASO) by approximately 50 acres of additional land
leases. With the Wilmer Avenue and the Airport Road hangar areas completely
developed, new airport tenants over the next 20 years would require that portions
of the 140 acre mid-field area be developed, or portions of the 165 acre Lunken
golf course be developed for airport land uses.
LUNKEN AIRPORT BALANCED BUDGET:
With the projected capital costs for meeting the long-range airfield safety and
capacity improvements, it is suggested that parcels of airport property that are
considered excess to the long-range aviation facility requirements of Lunken
Airport be utilized for revenue generation purposes.
COMMUNITY COMPATIBILITY WITH LUNKEN AIRPORT:
The need to lengthen Runway 3R-21L to accommodate the Gulfstream G-550
corporate aircraft and the potential land use impacts to the adjacent Lunken golf
course are significant issues that would have to be addressed by the City of
Cincinnati in conjunction with the area communities and the City Recreation
Department.
Although the three airfield and landside development alternatives are technically
feasible and would adequately accommodate the projected 2020 Corporate,
FBO, and SASO facility requirements, several primary long-range planning
issues would have to be addressed.
• How best to meet the FAA requirement of removing airspace obstructions from the Runway 7 RSA.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-39
• How to expand Runway 3R-21L to a total length of 7,000 feet.
• How best to accommodate the requirement to develop 50 additional acres of Airport property.
The major strengths and weaknesses of the three alternatives are discussed
below.
4.5.1 Alternative A – Mid-Field Development Area
• Alternative A is considered a viable solution for extending Runway 3L by 899 feet. Takeoff noise from Runway 3L to the north can potentially be decreased and the Runway 3L landing threshold from the south will not change.
• The option of relocating Airport Road and the threshold of Runway 7
by 100 feet in order to address the RSA issue is the least costly option and the resulting 5,028-foot length of Runway 7-25 is adequate for serving Group III-B corporate jet aircraft. This threshold relocation project will also result in the 100 foot relocation of the Runway 7 RPZ, which removes the gas station at the corner of Wilmer Avenue and Kellogg Avenue from being within the RPZ.
• The 37-acre development area in the mid-field area provides a viable solution for the expansion of corporate and SASO lease areas. The capital costs for an additional access road, tunnel and expanded utility infrastructure are greater than the other two alternatives.
• The development of a corporate lease area on the north airfield is considered an excellent use of this parcel of airport property. Also with the proposed Lunken Aircraft Museum located in this area, a single access road could serve both lease areas without a major impact to the golf course.
• Without relocating the Airport Road flood control levee, the feasibility of developing a non-aviation revenue producing facility such as an aeronautical college or office park in the Ohio River flood plain is questionable.
• The entire mid-field drainage area is shown to be relocated to the west
side of Runway 3R-21L. This would allow for the development of the parallel taxiway for Runway 3R-21L, the relocation of Taxiway ‘C’ and the expansion of the Airport Road lease areas.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-40
4.5.2 Alternative B – Airport Road Development Area
• The option of extending Runway 21L would have a significant impact on the operation of the golf course and would result in a minor increase in the size of the 65 LDN noise contour.
• The no compromise solution to the RSA issue with Runway 7 is to
relocate the Airport Road levee approximately 600 feet to the south along Kellogg Avenue. This option also includes the removal of a major gas station at the corner of Wilmer Avenue and Kellogg Avenue from the Runway 7 RPZ. With the requirement for south airport traffic to utilize the proposed connector with Kellogg Avenue may improve the safety of Wilmer Avenue with the removal of the Airport Road intersection.
• The relocation of Taxiway ‘C’ 1,000 feet to the north provides the best solution for providing expansion areas for both the existing as well as the future FBO and SASO lease areas.
• In conjunction with the Runway 7 Airport Road levee relocation project,
a 20-acre Airport Office Park could be developed on the south airport property by relocating approximately 2,200 linear feet of levee and acquiring approximately 10 acres of the auto salvage yard on Kellogg Avenue.
• The entire mid-field drainage area is shown to be relocated to the east
side of Runway 3R-21L. This surface drainage project would require permits from the Corp of Engineers.
4.5.3 Alternative C – North Airfield Development Area
• The split extension of Runway 3R-21L would have limited environmental benefits versus the Runway 3R extension alternative and would also result in higher capital costs.
• The option of maintaining Airport Road in its present location and relocating the Runway 7 threshold by 200 feet results in a Runway 7-25 length of 4,928 feet. With a cross-wind runway length of less than 5,000 feet, certain Group III-B corporate jets will have to operate under reduced take-off weight conditions.
• The proposed relocation of the Midwest Jet Center lease area to the
Airport Road site and the use of the existing Midwest Jet Center site for three future corporate lease areas is a viable solution for addressing this FBO’s long range expansion requirements.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-41
• The mid-field drainage area is shown to be expanded to provide for the
drainage basin displacement from the proposed Runway 3R-21L parallel taxiway and Taxiway ‘C’.
4.6 Recommended Airfield and Landside Layout Plan
As shown on Exhibit 4-7, the recommended long-range Lunken airfield and
landside lease area development plan is a modified version of the airside option
of extending Runway 3R in Alternative A – Mid-Field Development Area, and the
landside development option of relocating Taxiway ‘C’, that is included in
Alternative B – Airport Road Development Area. The recommended
development plan is based on the selection of the best aspects of the three
alternatives in combination with the overall goals and objectives of the master
plan study update.
Key aspects of the recommended Lunken Airport development plan include the
following 17 major capital improvement projects that are listed by there
operational priority and sequential development phasing :
1. RUNWAY 7 OBSTRUCTION CLEARANCE:
For Lunken Airport to be in compliance with minimum FAA Runway Safety Area
(RSA) and Runway Object Free Area (OFA) criteria, Hangar No. Three,
Maintenance Building 3M, and a 1,000 linear foot segment of Airport Road are
required to be removed from both the extended Runway 7 RSA (600 ft. x 300 ft.),
and the extended OFA (600 ft. x 800 ft.). For purposes of maintaining the Airport
Road levee in its current location as well as removing an existing gas station
from the Runway 7 Runway Protection Zone (RPZ), it is suggested that the
threshold of Runway 7 be relocated 128 feet. This threshold relocation project
results in a decreased Runway 7-25 length of 5,000 feet.
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-43
2. PART I50 ON-AIRPORT NOISE MITIGATION PROGRAM
The recommended on-airport Part 150 noise mitigation projects include “Fly
Friendly” signage to be located at the departure thresholds of all six runway
ends. Other projects include the development of two engine maintenance run-up
pads with blast deflection barriers. These pads and barriers would be located in
the north mid-field area adjacent to Taxiway ‘D’ and in the south mid-field area
adjacent to Taxiway ‘C’.
3. TERMINAL AREA ACCESS IMPROVEMENTS
This project would provide for Wilmer Avenue traffic flow improvements adjacent
to the Lunken Terminal, additional grade level public parking facilities (150-
spaces) and bike/walking trail safety improvements in front of the terminal
building.
4. NORTH AIRFIELD CORPORATE LEASE AREA:
This project would provide for the development of a new 11 acre corporate
hangar development project to be located on Lease Area 51. Aircraft access to
the proposed hangar and apron would be from Taxiway ‘D’. Ground access to
Lease Area 51 would be from Wilmer Avenue. This project would also require
modifications to portions of the golf course.
5. EXTEND RUNWAY 3R BY 899 FEET:
Runway 3R is proposed to be extended 899 feet by 150 feet to south. With a
primary runway length of 7,000 feet, Runway 3R-21L would be able to support
most Group-III corporate aircraft types during hot-day and maximum take-off
weight conditions. An environmental benefit of the extension of Runway 3R is
that for aircraft departing to the north, take-off noise would be slightly reduced
over the communities located north of Lunken Airport. The resulting 899-foot
displaced threshold for Runway 3R would not change the existing Runway 3R
aircraft landing procedures. The runway extension would be designed to support
100,000 pound dual-wheel aircraft as well as a 1,300-foot by 50-foot parallel
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-44
taxiway that would connect the new runway end with Taxiway ‘C’. The existing
Runway 21L localizer antenna would also require relocation by approximately
1,000 feet to the south.
6. LEASE AREA 50 HANGAR DEVELOPMENT
This project would provide for the development of approximately 100 single-unit
T-hangars that would be leased to single-engine and light twin-engine aircraft
owners over the 20-year planning period.
7. RELOCATE MID-FIELD DRAINAGE AREA:
In order to provide for the proposed taxiway projects that are shown to be located
in the mid-field area between Runways 3R-21L and 3L-21R, the existing 45 acre
mid-field water detention basin is proposed to be relocated to the area east of
Runway 3R-21L adjacent to the Little Miami River levee. This relocated storm
water detention basin would require two additional water pumps as well as bird
nesting mitigation measures such the erection of netting over the entire drainage
detention area.
8. RELOCATE TAXIWAY ‘C’:
The proposed relocation of Taxiway ‘C’ 1,000 feet to the north would provide for
an additional 45 acres of FBO and SASO facility development areas. As part of
this project, the south airfield engine maintenance run-up pad (Project 2) is
proposed to be relocated to a site that is adjacent to the relocated Taxiway ‘C’.
The development of this taxiway relocation project will be phased over the 20-
year planning period and would require approximately 7,000 feet by 50 feet of
new taxiway. Like the proposed extension of Runway 3R, this taxiway project
would be designed to accommodate 100,000 pound dual-wheel aircraft.
9. CONTROL TOWER RELOCATION TO MID-FIELD AREA:
With the relocation of Taxiway ‘C’ combined with the extension of Runway 3R,
the existing ATCT controllers would not have visibility of the south airfield aircraft
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-45
operating areas, therefore a new 60-foot high ATCT is proposed to be
development in the mid-field area. The redeveloped mid-field area would also
include a defined turf area (2,000 foot by 400 foot) to be utilized to support
existing banner toeing and helicopter training activities. This area is proposed to
be located adjacent to the proposed Runway 3R-21L parallel taxiway. In
addition, a 9-acre mid-field site located adjacent to Runway 3L-21R would be
provided for the staging of two blimps that frequently use Lunken Airport as a
staging area for covering local sporting events. Ground access to the mid-field
area would include a paved two-lane controlled access road extending from
Airport Road and crossing Taxiway ‘C’.
10. EXPANSION OF MILLION AIR FBO LEASE AREA:
The 1,000-foot relocation of Taxiway ‘C’ provides approximately 12 acres of
additional FBO lease area along the east section of Airport Road. This project
would provide for the long range facility expansion requirements of the FBO
Million Air, Inc. In the future, if additional Airport Road Lease areas are required,
the east section of Taxiway ‘C’ could potentially be relocated farther to the north.
11. EXPANSION OF AIRPORT ROAD SASO LEASE AREAS:
The 1,000-foot relocation of Taxiway ‘C’ allows for the expansion of the existing
Airport Road SASO lease areas as well as provides 17 acres of land for four
additional SASO lease areas.
12. RELOCATE MIDWEST JET CENTER FBO LEASE AREA:
With the relocation of Taxiway ‘C’, Midwest Jet Center which is currently located
on Wilmer Avenue, would be able to relocate to a site along Airport Road that is
adjacent to the threshold of Runway 7. This 19-acre site would provide sufficient
space to accommodate Midwest Jet Center’s long-range FBO facility expansion
requirements.
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AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-46
13. CORPORATE REUSE OF MIDWEST JET CENTER SITE:
With the proposed relocation of the Midwest Jet Center FBO lease area to the
proposed Airport Road FBO lease area, three additional corporate lease parcels
could potentially be developed on this 10-acre Wilmer Avenue site. With the
relocation of the Midwest Jet Center FBO, all corporate aviation lease areas
would be located along Wilmer Avenue.
14. PARALLEL TAXIWAY FOR RUNWAY 3R-21L:
The development of a parallel taxiway and two connector taxiways for Runway
3R-21L (6,500 feet by 50 feet) would improve the efficiency of the Airport’s
taxiway system as well as significantly improve aircraft operational safety by
eliminating numerous runway crossings of Runways 3L-21R and 7-25.
15. HANGAR NUMBER THREE AVIATION MUSEUM:
With the removal of Hangar Number Three from the Runway 7 RSA/OFA/RPZ,
this historical structure is proposed to be relocated to a 6.5-acre site in the golf
course area adjacent to Wilmer Avenue. This project would also include a 600-
foot by 50-foot access taxiway that would be extended from the existing Runway
21R connector taxiway. Airfield security gates would also be provided on both
sides of the proposed Lease Area 51 access road that would cross the proposed
museum access taxiway extension. The City would be responsible for the
taxiway connector and the perimeter security of the proposed museum lease
area. It is assumed that the relocation of Hangar Three to the Wilmer lease area
would be funded by private sources.
16. AIRPORT ROAD LEVEE RELOCATION:
For long range FAA compliance purposes related to the clearance of airspace
obstructions within the Runway 7 RPZ (1,000 ft. x 500 ft x 700 ft.), it is proposed
that 2,400 linear feet of the Airport Road levee be relocated approximately 600
feet to the north side of Kellogg Avenue. This levee relocation project would
provide Lunken Airport with the opportunity to acquire the seven acre parcel of
4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS
AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-47
land along Kellogg Avenue that is within the Runway 7 RPZ. This property
includes three structures including a gas station, a warehouse and a small
meeting hall. The proposed levee relocation project also includes a three-lane
south airport entrance road that would connect Kellogg Avenue with Airport
Road. The project would also include be a flood control gate through the
relocated levee. The previous Airport Road relocation project (see Project 1)
would be utilized as part of the Airport’s perimeter service road system.
17. SOUTH AIRPORT OFFICE PARK:
For purposes of providing potential non-aviation airport operating revenues as
well as upgrading the types of land uses along Kellogg Avenue, it is proposed
that approximately 11 acres of property along Kellogg Avenue be acquired for the
development of a 25-acre Lunken Airport office park. This property acquisition
project would require the relocation of approximately 2,000 linear feet of the
Airport Road levee and the environmental mitigation of the approximately 9-acre
auto salvage yard and 5-acre City water treatment plant settling ponds that are
located between Kellogg Avenue and the Airport Road levee.
* * * * *
In later elements of the Master Plan Study Update, these 17 long range airport
development projects would be subjected to an environmental review, detailed
capital cost estimates and financial feasibility tests. The final recommended
Lunken Airport development plan will be refined in the Airport Plans section of
this study and then submitted to the City of Cincinnati and the FAA for approval.