STUDY WORK GROUP MEETING No. 3. November 29, 2016
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1 STUDY WORK GROUP MEETING No. 3 November 29, 2016
2 Agenda Welcome and introductions Update project schedule Brief overview of previous SWG meeting Update on aviation forecasts Introduction to airfield demand/capacity analysis and facility requirements Comments, questions and next steps
3 Team Introductions Mead & Hunt, Inc. Jon Scraper, Project Coordinator Bart Gover, Project Manager Dave Dietz, Lead Aviation Forecaster Jen Boehm, Project Engineer Matt Blankenship, Project Planner Rob Sims, Project Planner Kim Kenville Consulting Public Outreach Program
4 Project Schedule 5 total Study Work Group meetings 3 total Public Information meetings Project completion estimated in late 2017
5 Overview of Previous Meeting Results of Focus Group Meetings Inventory of Existing Conditions Passenger Demand Analysis Aviation Forecasts
6 Results of Focus Group Meetings Local pride for BIS terminal building Preserve beauty and functionality of terminal while accommodating need for future growth Expand parking, rental car, vehicular access, maintenance and ARFF facilities Continued growth of general aviation Utilize new technologies where appropriate (mobile friendly, website)
7 Inventory of Existing Conditions Airport role, history, and land use Local demographics and airport s economic impact within the region Existing airside, landside, and terminal facilities
8 Passenger Demand Analysis Travel patterns of passengers within BIS catchment area Influencing factors supporting future growth at BIS Insights for the development of aviation forecasts
9 Aviation Forecasts Passenger enplanements Based aircraft Aircraft operations Cargo tonnage Critical aircraft
10 Forecast Revisions Critical aircraft changed to MD 80 series Consistency with 2016 BIS Engineering Design Report Less dependency on a return to oil boom Submitted to FAA for review/approval
11 Critical Aircraft MD 80 series Aircraft Approach Category D Airplane Design Group III Taxiway Design Group TDG-4
12 Forecast Summary
13 Demand/Capacity Analysis
14 Peak Hour Demand 22 peak hour operations in peak hour operations by 2035
15 Annual Service Volume ASV = 143,000 annual operations No additional runway needed for capacity thru 2035
16 Facility Requirements
17 Facility Requirements Wind coverage Design standards Runway and taxiway system Aircraft aprons Navigational aids and weather equipment Terminal area General aviation and support facilities Air traffic control tower
18 Wind Coverage 10 years of hourly observations RW 13/31 has all-weather coverage of 92.85% for 10.5 knots Crosswind RW 3/21 required to service small aircraft Combined both runway s meet FAA s 95% wind coverage requirement for weather and aircraft size
19 NAVAIDs and Weather Equipment Visual Aids Rotating Beacon, Wind Indicators, Approach Lighting, PAPIs, Runway and Taxiway Lighting, Airfield Markings/Signage Electronic Navigational Aids ILS, RNAV, VOR Weather Reporting AWOS CAT I standards RVR
20 Design Standards Based on FAA Advisory Circular 150/ A, Airport Design Organizes design standards based on aircraft approach speed, wingspan, and airplane undercarriage dimensions Classified by Runway Design Code (RDC) and Taxiway Design Group (TDG)
21 Runway Design Code (RDC) Aircraft Approach Category (AAC) Aircraft Design Group (ADG) Runway Visual Range (RVR)
22 Runway Design Code (RDC) Two most demanding aircraft at BIS MD-83 and Boeing Runway 13/31 RDC = D-III Consistent with 2016 Engineering Design Report RW 13/31 rehabilitation project to follow RDC D-III standards Runway 3/21 RDC = C-II Serves primarily as general aviation runway Sometimes larger aircraft (i.e. A319) also use RW 3/21
23 Figure 3-3: Runway Length Requirements
24 Runway 13/31 Length -8,794 Current RW 13/31 length adequate thru 2035 Meets 20-year needs of commercial airline fleet Can accommodate 100% of corporate (large) general aviation fleet at a 90% useful load Consistent with 2016 Engineering Design Report
25 Runway 3/21 Length -6,600 Current RW 3/21 length adequate thru 2035 Experienced increase in usage by aircraft weighing less than 60,000 lbs. since 2010 Can accommodate 90% useful load of small GA fleet Serves as crosswind runway for small GA during high winds
26 Taxiway Design Group (TDG) Taxiway design based on TDG and ADG of critical aircraft TDG determines the physical pavement dimensions of taxiways ADG determines required taxiway separation, width of taxiway safety areas and object free areas
27 Taxiway System RW 13/31 taxiways TDG-5 Proximity to terminal drives larger aircraft usage RW 3/21 taxiways TDG-3 Provides noise abatement benefit
28 Terminal Area - Building Approximately 78,000 ft 2 (current) Additional 50,000ft 2 recommend by 2035 Includes support areas within terminal May vary based on individual airport needs and design
29 Terminal Area Apron Demand driven by Remaining Overnight Aircraft (RON) Five scheduled RON plus charters 8-9 total RON positions estimated by 2035
30 Terminal Gates Combination of schedule air service and charter demand Peak demand occurs in early evening Planning for 4 additional aircraft gates is recommended by 2035
31 Terminal Area Parking 1,119 current parking spaces Parking demand determined by ratio of enplanements to parking spaces Ratio held constant throughout planning period to determine future demand
32 Parking Projections Rental Car spaces needed Ready return -75 spaces Storage -211 spaces Employee parking needed 56 spaces
33 Parking Projections 743 total public parking spaces by 2035 Short term -189 spaces Economy -117 spaces Long term -437 spaces
34 General Aviation Facilities GA accounts for 72% of total operations GA Terminal Buildings combine for 17,200sf 2 Expected to meet future GA demand thru 2035 Future expansion based on needs of individual FBO Fixed Base Operator Services Full-service FBOs including fuel, maintenance, flight training
35 General Aviation Apron A factor of peak itinerant operations 5,625ft 2 per aircraft Sufficient space for the planning period Opportunities for future GA growth Bravo hangars
36 General Aviation Facilities Recommend hangar space by ,000sf 2 of additional T-Hangar 109,300sf 2 of additional Box Hangar Aviation Fuel Storage Facilities 7.5 day 5-year average turnover rate Jet A 88.4 day 5-year average turnover rate 100 LL Space for future fuel storage capacity to be identified Air Cargo Some expansion to cargo areas and facilities
37 Support Facilities ARFF Facility Existing and future capabilities can be accommodated Need for expansion will be driven by size of replacement vehicles (i.e. new 3,000 gallon truck) SRE Facility Currently over capacity Space for expansion of SRE facility to be identified
38 Support Facilities Airfield Electrical Vaults and Generator Continue upgrading vault components with lighting Consider future consolidation based on need and funding Deicing Fluid Collection/Disposal Continued protection for surrounding environment Use new technologies where possible to capture as much fluid as possible
39 Air Traffic Control Tower Built in 1986 Operating hours 6 am to 12 am No significant location-related issues Currently scarce funding for ATCT Opportunity for future technology upgrades
40 Next Steps Incorporate public feedback to demand/capacity and facility requirements Respond to FAA forecast review Develop airport alternatives to address future facility development Prepare environmental overview chapter Identify a preferred alternative concept for development of Airport Layout Plans (ALP) package Hold SWG Meeting No. 4 (March 22, 2017) Hold Public Meeting No. 2 (March 22, 2017)
41 Comments & Questions Open discussion Contact Airport Tim Thorsen Contact the Project Manager Bart Gover Bismarck Airport Master Plan Webpage Access to draft documents for review/comment
42 Thank you!
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