Chapter Six ALP Drawings. Tacoma Narrows Airport. Master Plan Update

Transcription

1 Chapter Six ALP Drawings Master Plan Update The master planning process for the (Airport) has evolved through efforts in the previous chapters to analyze future aviation demand, establish airside and landside facility needs, and evaluate options for the future development of the airside and landside facilities. The various landside/airside development options that were presented in the previous chapter provided the Public/Advisory Committee (PAC) with a variety of options for future facility expansion. Following a careful assessment of the potential impacts of each development option, and based on the PAC recommendations and public comments received throughout the process, the Pierce County staff selected components of a recommended Conceptual Development Plan, which was presented at the conclusion of the previous chapter. The planning process has included the development of phased reports, which were distributed to the Planning Advisory Committee (PAC), published on the County s website and discussed at the coordination meetings and public open houses/ public information sessions held during the study process. The Airport Layout Plan (ALP) drawing set present a pictorial representation and summarization of the results of the planning process. In addition, the ALP set drawings reflects airport design standards in accordance with FAA Advisory Circular 150/5070-6A, Airport Master Plans, A, Airport Design (Change #1), and conforms with the FAA ARP SOP No. 2.00, Airport Layout Plan Review Checklist (October, 2013). Master Plan Update Page 6-1 Airport Layout Plan

2 These drawings will be submitted to the FAA for their review and inspection. The FAA will critique the drawings from a technical perspective to ensure that all applicable federal regulations are met. As stated by the FAA, the ALP drawing set serves as a: Funding eligibility tool, Blueprint for airport development, Public document and reference, Budgetary and airspace protection tool, and Staff working tool AIRPORT LAYOUT PLAN DRAWING SET This airport layout plan (ALP) drawing set depicts the necessary improvements derived from Facility Requirements and Development Alternatives chapters and shows airport features including, but not limited to, existing airfield and landside configurations, future developments, airport airspace, land uses and airport property boundaries. While the single-sheet ALP drawing shows most airportrelated features, other necessary depictions, such as airspace limits and off-airport land uses are shown on separate drawings. The ALP set includes the following drawing sheets: 1. Cover Sheet 2. Airport Layout Plan 3. Airport Airspace Plan 4. Airport Airspace Extended Approach Plan 5. Runway 17 Departure Surface 6. Runway 17 Inner Approach Surface 7. Runway 35 Inner Approach Surface 8. Terminal Area Plan 9. Land Use Map 10. Airport Property Map The following sections provide a brief description of the purpose, content and specific elements found on the individual sheets included in the ALP drawing set. COVER SHEET (SHEET 1) The cover sheet provides a sheet index to the airport layout plan drawing set, and provides pertinent information such as the airport sponsor, airport name, the FAA grant number that funded - in part - this master plan, and the required FAA disclaimer. Additionally, the sheet shows the Airport s location and vicinity maps. AIRPORT LAYOUT PLAN DRAWING (SHEET 2) The Airport Layout Plan (ALP) drawing serves as the official drawing of record for the Tacoma Narrows Airport. The drawing consists of a scaled single-page drawing depicting existing and Master Plan Update Page 6-2 Airport Layout Plan

3 planned improvements throughout the 20-year Airport Development Plan and beyond. Specifically, this drawing depicts the current and future limits of airport property, land uses and configuration of facilities in compliance with geometric design separation and clearance standards, including airspace and navigational (NAVAID) facilities. Existing or future deviations and/or modifications to standards, if applicable, are appropriately noted. The ALP drawing serves as a development guide representing the County s long term vision for the Airport. The actual timing of improvements shown on the ALP drawing depends upon the aviation demand and associated improvement needs as well as funding availability. Some of the major components included in the ALP and discussed in previous chapters include: Relocation of Taxiway A 50 feet to the east to comply with the 400 feet runway centerline to taxiway centerline separation recommended in AC 150/ A. Relocation of Taxiway B4 to eliminate direct access from the apron to the runway. Expansion of the Apron to provide Group II taxilane access. Provision of an alternate grass landing area to the west of Runway Construction of a partial parallel taxiway to the northwest of the airport property to serve planned Group I development in the area. Construction of a new access road to provide access to the West Side Development area. Developments on the north side of the Airport that include an Aviation Compatible Development Area, Surplus Property, an Aviation Compatible Reserve Area and a Gravel Access Road Developments on the west side of the airport that include an Airport Entrance Road, a Group I Development Area, an Aviation Compatible Development Area, a Gravel Access Road, a Non-Aeronautical Land Use Conversion and the Removal/Relocation of the Existing Access road. Developments on the east side of the airport that include Redevelopment Areas, an Aviation Compatible Reserve Area, a Gateway Development Area and an Aviation Compatible Development Area. An important issue discussed as part of this master plan relates to the protection of the feasibility of a future runway extension. As explained in previous chapters, a runway extension is not needed nor justified in the 20-year planning period. Pierce County has expressed its interest in protecting the viability of such an extension, if and when it becomes justified and needed. A review of building height restrictions in Pierce County, Gig Harbor Peninsula, City of University Place and the City of Tacoma indicated that current zoning ordinances provide sufficient height protection for such an extension. Accordingly, the County has chosen not to show the extension on the ALP drawing and will continue to work with the involved jurisdictions to ensure that zoning controls are in place and are not changed in a manner that might impact the feasibility of such an extension in the future. Pierce County, as a recipient of Federal funds, is committed to protect, preserve, and enhance investments in the airport s infrastructure to allow maximum utility to the travelling public and support regional economic growth. Master Plan Update Page 6-3 Airport Layout Plan

4 The protection of a future runway extension would also require the protection of its resultant RPZ. The FAA requires that an airport sponsor controls the RPZ through 1) fee simple acquisition, 2) avigation easement, or 3) zoning ordinances. Portions of the current RPZ located outside of the airport s property, as well as those portions of the ultimate RPZ that would be associated with a future runway extension are identified on the ALP drawing as avigation easement areas. Runway Protection Zones (RPZs) are not Part 77 surfaces, but mirror the inner portion of approach surfaces on the ground. The existing/ultimate RPZ for Runway 17 has an inner width of 1,000 feet, an outer width of 1,750 feet and a length of 2,500 feet. The existing/ultimate RPZ for Runway 35 has an inner width of 500 feet, an outer width of 1,010 feet and a length of 1,700 feet. Generally speaking, the Airport Sponsor, as either fee simple acquisition or as an RPZ easement, should control the RPZs, with fee simple being the preferred type of ownership. If an easement is purchased, it is a purchase of the air rights over the actual ground. AIRPORT AIRSPACE PLAN (SHEETS 3 and 4) The Airspace Plan for the Airport is based upon Federal Aviation Regulations (FAR) Part 77, Objects Affecting Navigable Airspace. In order to protect the Airport s airspace and approaches from hazards that could affect its safe and efficient operation, federal criteria have been established to provide guidance in controlling the height of objects in the vicinity airports. FAR Part 77 criteria specify a set of imaginary surfaces which, when penetrated, designate an object as being an obstruction. However, some obstructions can be determined to be non-hazardous by an aeronautical study by virtue of their location and/or marking and lighting as specified in the aeronautical study determination. Airfield navigational aids, as well as lighting and visual aids, by nature of their location, may constitute obstructions, but these objects do not violate FAR Part 77 criteria, as they are essential to the operation of the Airport. This drawing shows the Part 77 Imaginary Surfaces for the future layout of the Airport with a USGS topographic map as the background. Part 77 defines five distinct surfaces, each with a different size and shape. The dimensions of these surfaces are based on the type of runway and the type of approach ultimately planned for the Airport. Each imaginary surface and its dimension as it applies to the Airport are defined below and are depicted in Figure 6A for reference. Primary Surface. The primary surface is rectangular, centered on the runway, extends 200 feet beyond each end of the runway, and has a width that varies according to airport-specific criteria. The elevation of the primary surface corresponds to the elevation of the nearest point of the runway centerline. The width of the primary surface of Runway 17/35 is 1,000 feet. Approach Surface. The approach surface is centered on the extended runway centerline, starts at the end of the primary surface (200 feet beyond each end of the runway), and has a width equal to that of the primary surface. Approach surfaces slope upward and outward from the runway ends. Master Plan Update Page 6-4 Airport Layout Plan

5 The ultimately planned approach surfaces at the Airport reflect a precision approach to Runway 17 with visibility minimums as low as ½ mile and a non-precision approach to Runway 35 with visibility minimums as low as 1 mile. Runway 17 has an approach surface with an inner width of 1,000 feet extending for a horizontal distance of 50,000 feet to an outer width of 16,000 feet. The inner 10,000 feet of the approach surface have a slope of 50:1 while the additional 40,000 feet have a slope of 40:1. Runway 35 approach surface has an inner width of 1,000 feet extending for a horizontal distance of 10,000 feet to an outer width of 3,500 feet at a slope of 34:1. Transitional Surface. The transitional surface is a sloping 7:1 surface that extends outward and upward at right angles to the runway centerline from the sides of the primary surface and the approach surfaces. Horizontal Surface. The horizontal surface is a flat, elliptical surface at an elevation 150 feet above the established airport elevation. The extent of the horizontal surface is determined by swinging arcs of a 10,000-foot radius from the center of each end of the primary surface. Exhibit 6A. Graphical Depiction of FAR Part 77 Imaginary Surfaces Precision Approach Master Plan Update Page 6-5 Airport Layout Plan

6 Conical Surface. The conical surface extends outward and upward from the horizontal surface at a slope of 20:1 for a horizontal distance of 4,000 feet. FAR Part 77 surfaces are the basis for protecting airspace around an airport; therefore, it is ideal to keep these surfaces clear of obstructions whenever possible. FAR Part 77 allows the FAA to identify potential aeronautical hazards in advance thus preventing or minimizing the adverse impacts to the safe and efficient use of navigable airspace The FAA decides if any of the obstructions to Part 77 surfaces are hazardous to aviation. RUNWAY 17 DEPARTURE OBSTACLE CLEARANCE SURFACE (SHEET 5) The Runway Departure Surfaces Plan depicts the plan and profile view of Runway 17 departure surface, which is applicable to all instrument runways with departure procedures. The departure surface is a surface longitudinally centered on the extended runway centerline, extending outward and upward from the end of the primary surface and at the same slope as the approach/departure zone height limitation slope. The departure surface at the Airport begins at the end of the runway at a width of 1,000 feet. It extends outward for a length of 10,200 feet to an outer width of 6,466 feet as shown in Figure 6B. The designated obstacle clearance slope is 40:1. Based on the FAA ORS database, queried on March 2014, there are no obstructions in the departure surface of Runway 17. Trees in the Runway 17 departure surface were identified as possible obstructions. An obstruction survey is in the County s 5-year ACIP and is expected to be completed in 2016 Master Plan Update Page 6-6 Airport Layout Plan

7 Exhibit 6B. Departure Surfaces SURFACE STARTS AT END OF CLEAR WAY IF ONE IS IN PLACE 15 3,233 FEET 1,000 FEET 500 FEET LC 15 TERPS (40:1) 3,233 FEET 10,200 FEET STARTS AT DEPARTURE END OF RUNWAY (DER) TERPS (40:1) TERPS (40:1) 10,200 FEET INNER APPROACH SURFACE DRAWINGS (SHEETS 6 & 7) These drawings provide a more detailed view of the inner portions of the Part 77 imaginary approach surfaces and the Runway Protection Zones (RPZs). Sheets 6 and 7 provide large-scale drawings with both plan and profile delineations. They are intended to facilitate identification of the roadways, utility lines, railroads, structures, and other possible obstructions that may lie within the confines of the inner approach surface area associated with each runway end. Airspace surfaces are depicted for disposition of obstructions to navigable airspace. The limits of the drawing extend to a point where the FAR Part 77, Subpart C approach surface reaches 100 height above the runway end elevation. Based on the FAA ORS database, queried on March 2014, there are no obstructions in the approach surfaces of Runways 17 and 35. Trees in the Runway 17 approach surface were identified as possible obstructions. An obstruction survey is in the County s 5-year ACIP and is expected to be completed in Master Plan Update Page 6-7 Airport Layout Plan

8 TERMINAL AREA PLAN DRAWING (SHEET 8) The Terminal Area Plan shows the location and configuration of existing and proposed buildings and paved areas in the terminal area of the Airport, including hangars and parking lots. The contents of the Terminal Area Plan include a large scale plan view of the area; building data table; legend table; and title and revision blocks. Additionally, the Terminal Area Drawing identifies each building s height where available. For future buildings, the maximum height a building can have while remaining under the Part 77 Surfaces is shown. AIRPORT LAND USE PLAN and NOISE CONTOUR DRAWING (SHEET 9) A land use plan has been developed for the Airport and the surrounding area. This plan includes the land uses on and around the Airport per the Pierce County Zoning Ordinance. Land uses around airports should be compatible with airport operations. Land uses and their associated activities that are of greatest concern to airports include: Aircraft Noise Nearby Lighting Glare, Smoke and Dust Emissions Bird Attractions and Landfills Airspace Obstructions Electrical Interference Concentrations of People Any of these activities can create safety concerns for airport users and people on the ground. They may also be affected by airport operations. Pierce County has established an Airport Overlay Zone to ensure that land use and zoning in the Airport s surroundings are compatible with the Airport and its operations. Pierce County Title 18A Development Regulations Zoning 18A states that The Rural Airport Overlay (RAO) functions as a safety buffer adjacent to the in rural designated land. The overlay provides restrictions on the use of land, which are intended to protect the airport from neighboring land uses that are incompatible with aviation activities. The area also provides buffering between those more intensive uses related to aviation activities and the uses authorized in the rural-residential classifications. The County s zoning ordinance is consistent with sections RCW , 36.70A.510, 35A and of the Washington State Growth Management Act as adopted by the State Legislature in These sections require all cities and counties to protect public use airports from the siting of incompatible development, whether publicly owned or privately owned public use airports through its comprehensive plan and development regulations. The County will, if needed, redefine the Airport Overlay Zone consistent with the proposed development in this Master Plan Update. Noise contours were developed for the Airport, based on existing and forecasted aircraft operations presented in Chapter 2, in accordance with FAA regulations using the Integrated Noise Model (INM) version 7.0d. According to FAA guidance, 65 dba is the threshold for aircraft noise Master Plan Update Page 6-8 Airport Layout Plan

9 incompatibility with some land uses 1. Pierce County continues to work with the local community and airport operators to ensure that noise abatement procedures and measures are in place to protect the health, safety and welfare of the Airport s neighbors. Noise contours associated with the forecasted airport development and activity in 2017 are shown. Noise contours for the current activity as well as for the 5-year, 10-year and 20-year periods are provided in the Environmental Review Chapter. AIRPORT PROPERTY MAP (SHEET 10) The Airport Property Map shows areas of existing airport sponsor ownership and area proposed for ownership or release. The map also shows easements, buildings, apron, fences, roads and other features of concern. Tracts are shown for depiction purposes only and this map is not to be used for survey or land acquisition. Property information includes ownership, location, purpose, book and page. 1 For more information about land use incompatibility with airport noise, see FAA Advisory Circular 150/5020-1, Noise Control and Compatibility Planning for Airports. Master Plan Update Page 6-9 Airport Layout Plan