Public Notice July 14, 2017

Transcription

1 Public Notice July 14, 2017

2 PROPOSED IMPLEMENTATION OF PFC 13

3 NOTICE TO AIR CARRIERS AND CONSULTATION MEETING Implementation of PFC On June 14, 2017 the Omaha Airport Authority provided written notice to the air carriers that it would hold this consultation meeting; the notice included: o Project descriptions o PFC levels and total PFC revenue o Charge effective and expiration dates o Class of air carrier not required to collect the PFC o Date, time, and location of air carrier consultation meeting This presentation provides all information required under 14 CFR, (b) and (b) regarding consultation with air carriers and notice to the public o Project descriptions and justifications o PFC level, proposed charge effective and expiration dates o Estimated PFC revenue for collection and use o Detailed project financial plans o Contact information for public comments 14

4 DESCRIPTION OF PROPOSED APPLICATION 15

5 EPPLEY AIRFIELD PFC APPLICATION 1 This is the 1 st PFC application for Omaha Airport Authority, and includes ongoing/future and reimbursement projects Project Number Note: Asterisks denote projects for which Omaha Airport Authority is requesting PFC revenue to reimburse the local share of undepreciated costs. 1 2 Project Title Main Terminal Expansion and Renovation, Preliminary Design Main Terminal Central Utility Plant and North Concourse Phase 1, Final Design Level of Collection Proposed PFC Amount $3.00 $ 1,560,000 $3.00 4,200,000 3 Terminal Ramp Reconstruction* $ ,376,000 4 Taxiway Extension, Reconstruction, and Relocation* $4.50 5,634,826 5 Reconstruct Runway 14R/32L, Phases 1, 3, 5 and Intersection* $4.50 4,306,222 6 Relocate Terminal Ramp Access Taxiways* $4.50 3,982,557 7 Runway 18/36 South Reconstruction * $4.50 3,524,308 8 Taxiway A Reconstruction* $4.50 3,493,526 9 Taxiway G Reconstruction* $4.50 2,860, PFC Consulting Services $ ,000 $ 43,013,145 With regard to the reimbursement projects, the Omaha Airport Authority intends to use proposed PFCs judiciously until preliminary and final design are complete and more is known about possible future Master Plan improvement costs. Starting PFC collections is a financial enabling project for the Master Plan and helps the Omaha Airport Authority maintain a low-cost structure, minimizing rates and charges impacts associated with the Master Plan. 16

6 PLAN OF FINANCE Project Number Project Description Total Cost Proposed PFC Funding Proposed Restated OAA Funding* AIP Funding 1 Main Terminal Expansion and Renovation, Preliminary Design $ 10,400,000 $ 1,560,000 $ 4,160,000 $ 4,680,000 2 Main Terminal Central Utility Plant and North Concourse Phase 1, Final Design 7,000,000 4,200,000 2,800,000-3 Terminal Ramp Reconstruction* 55,049,800 13,376, ,171 41,192,629 4 Taxiway Extension, Reconstruction, and Relocation* 28,470,702 5,634,826 1,539,857 21,296,019 5 Reconstruct Runway 14R/32L, Phases 1, 3, 5 and Intersection* 23,683,439 4,306,222 1,661,994 17,715,223 6 Relocate Terminal Ramp Access Taxiways* 18,499,618 3,982, ,909 13,832,152 7 Runway 18/36 South Reconstruction* 15,760,882 3,524, ,914 11,820,660 8 Taxiway A Reconstruction* 19,274,627 3,493,526 1,377,604 14,403,497 9 Taxiway G Reconstruction* 13,731,388 2,860, ,409 10,284, PFC Consulting Services 75,000 75, $ 191,945,456 $ 43,013,145 $ 13,707,858 $ 135,224,453 Note: Asterisks denote projects for which Omaha Airport Authority (OAA) is requesting PFC revenue to reimburse the local share of undepreciated costs, and for reimbursed projects OAA funding is restated. The proposed application would impose and use approximately $43M in PFC revenue, collected at the $4.50 level. The proposed charge effective date is estimated to be February 1, 2018, while the charge expiration date is estimated to be September 1,

7 MAIN TERMINAL EXPANSION AND RENOVATION, PRELIMINARY DESIGN 18

8 MAIN TERMINAL EXPANSION AND RENOVATION, PRELIMINARY DESIGN Description This project is for the preliminary design of the expansion and renovation of the Airport s passenger terminal facilities. The project will include design work of up to 10% design. The scope of work will include programming, developing conceptual design alternatives, preparing schematic design, validating phasing plans, and conducting investigations of existing building site conditions. The expansion and renovation is currently planned as four discrete phases. Phase 1, Main Terminal Central Utility Plant and North Concourse Phase 1, includes the construction of a new central utility plant and the first phase of the north concourse expansion, which physically connects the new central utility plant to the existing terminal building. Phase 2, Terminal Expansion and Renovation, includes an expansion to the east side of the terminal building between the existing north and south concourse and renovates the entire existing terminal. Subcomponents of Phase 2 will include improvements to check-in, baggage claim, passenger security screening, and baggage processing. Phase 3, North Concourse Expansion, increases gate capacity at the terminal by expanding the north concourse. Phase 4, South Concourse Expansion, increases gate capacity at the terminal by expanding the south concourse. It is initially estimated that 60% of the project costs are PFC-eligible. This has been applied to the total cost of this design project to determine PFC funds requested. 19

9 MAIN TERMINAL EXPANSION AND RENOVATION, PRELIMINARY DESIGN Justification This project is necessary in order for the Airport to meet projected demand and to develop a functional and efficient passenger terminal facility that will meet the future needs of passengers and airlines alike. The existing terminal facility is insufficient to meet projected demand for PAL 1 (4.75 million passengers), PAL 2 (5.4 million passengers), and PAL 3 (7.0 million passengers). The existing north and south concourses at the Airport were constructed in 1969 and 1984 respectively. In 2016, the existing facilities handled over 4.3 million passengers, and the Airport is approaching PAL1. In addition, the current terminal layout includes separate check-in, security, and baggage claim functions, resulting in redundancy; the existing baggage claim carousels are inadequate in length to accommodate large narrow body aircraft; and the existing baggage screening systems lack sufficient capacity to meet current demand. In total, it is anticipated that the existing terminal building will need an estimated additional 300,000 square feet and approximately eight additional gates to meet long-term demand. 20

10 MAIN TERMINAL CENTRAL UTILITY PLANT AND NORTH CONCOURSE PHASE 1, FINAL DESIGN 21

11 MAIN TERMINAL CENTRAL UTILITY PLANT AND NORTH CONCOURSE PHASE 1, FINAL DESIGN Description This project consists of the final design for Phase 1 of the Airport s terminal expansion and renovation, as outlined in the Eppley Airfield Terminal Area and Airport Master Plan (Master Plan) (November, 2015). This project includes the design of the Main Terminal Central Utility Plant and North Concourse Phase 1, such that the Omaha Airport Authority can advance construction of the projects at a later date (through a separate PFC application). The scope of work for this project includes providing final construction drawings and specifications. Preliminary design up to 10% is in included as a separate project in this PFC application. To help define the design work to be completed with this funding request, a description of the intended construction elements are included below based on the Master Plan. Phase 1 consists of the construction of a central utility plant and the first phase of the expansion of the north concourse. Phase 1 will also include the construction of a new loading dock and the re-routing of an existing access road as enabling components. It is initially estimated that 60% of the project costs are PFC-eligible. This has been applied to the total cost of this design project to determine PFC funds requested. 22

12 MAIN TERMINAL CENTRAL UTILITY PLANT AND NORTH CONCOURSE PHASE 1, FINAL DESIGN Justification The Airport s terminal expansion and renovation has been identified in the Master Plan as being necessary in order to accommodate future passenger growth. The Master Plan calls for a phased approach as certain passenger activity levels (PALs) are met, and specifically calls for the implementation of Phase 1 as passenger levels exceed PAL level 1 (PAL1) of 4.75 million annual total passengers. Completing the design of these Phase 1 facilities will enable the Airport to move forward on their construction once the PAL thresholds are met. The existing facilities at the Airport handled approximately 4.3 million total passengers in The existing central utility plant is currently a binding constraint on the Airport s capacity, as it is currently located in the footprint of the future terminal expansion. Thus, the services provided by the facility must be relocated. A newly constructed and outfitted central utility plant will also provide the necessary utility infrastructure to service subsequently constructed facilities that become operational in future phases of the terminal expansion. Also, the equipment in the existing central utility plant is aging and approaching the end of its useful life. The original construction of the central utility plant took place in It should also be noted that a change in the footprint of the central utility plant would be necessary regardless of whether a relocation occurs, given that current codes no longer permit the presence of chillers and boilers in the same room. The current loading dock is adjacent to the current central utility plant and must also be relocated due to its location in the footprint of the future terminal expansion. The access road to the loading dock must also therefore be rerouted. The north concourse expansion is necessary in order to provide gates to air carriers that will inevitably be temporarily displaced as future terminal expansion moves forward. These gates will ultimately be available to carriers as future demand dictates. Completion of the central utility plant and the first phase of the north concourse expansion is required in order to meet future passenger demand. Since the construction of these Phase 1 facilities is necessary in order for the Airport to meet future passenger demand, the design of these facilities, which is an integral part of their construction, is also necessary. 23

13 AIRFIELD PROJECTS Legend Project Project Number Terminal Ramp Reconstruction 3 Taxiway Extension, Reconstruction, and Relocation 4 Reconstruct Runway 14R/32L, Phases 1,3,5 and Intersection 5 Relocate Terminal Ramp Access Taxiways 6 Runway 18/36 South Reconstruction 7 Taxiway A Reconstruction 8 Taxiway G Reconstruction 9 Projects 4-9 have been completed. 24

14 TERMINAL RAMP RECONSTRUCTION 25

15 TERMINAL RAMP RECONSTRUCTION Description This project includes design and construction services related to the reconstruction of the Terminal Ramp to address deteriorating pavement. The area being reconstructed consists of approximately 147,500 square yards of common use pavement, with approximately 90% of the area being of concrete composition, and the remaining 10% consisting of concrete with an asphalt overlay. The reconstructed surface will be of concrete composition. This work will upgrade the surface and bring the Terminal Ramp to current standards. In addition to pavement reconstruction, this effort will also address drainage issues (e.g. insufficient drainage capacity, multiple storm pipe and inlet failures) that have been identified. Justification This project addresses pavement and a drainage system which was deteriorated and worn due to age and traffic. The north section of the ramp was constructed in 1967, the south section was constructed in 1984, and the Ramp had not previously undergone a full reconstruction prior to this project. As a result, the pavement had exceeded its design life of 20 years. The PCI rating for the project area prior to reconstruction was 36, which would be rated Poor to Very Poor per FAA Advisory Circular 150/5380-7B, Airport Pavement Management Program. Poor pavement quality can result in loose aggregates (FOD) which have the potential to be ingested into aircraft engines. In addition to the deteriorating pavement, the drainage system lacked sufficient capacity and was deteriorating due to age. Multiple storm pipes and inlets have failed in the recent past and are in need of replacement. 26

16 TAXIWAY EXTENSION, RECONSTRUCTION, AND RELOCATION 27

17 TAXIWAY EXTENSION, RECONSTRUCTION, AND RELOCATION Description This project involves design and construction services related to the extension of Taxiway S. In addition, this project includes design and construction services related to the reconstruction of a portion of Taxiway L and the relocation of Taxiway E. This airfield work occurred during the same timeframe as the Taxiway S extension and was therefore included within the associated AIP grant requests. Taxiway S covered a length of 3,300 feet prior to the implementation of this project and covered a length of 7,920 feet after completion of this project. This project extended Taxiway S to the south over the course of two phases, with the first phase extending the Taxiway 2,644 feet to the south and the second extending it an additional 1,976 further south. The project extended Taxiway S such that it services the entire length of Runway 14L/32R and serves as the Surface Movement Guidance and Control System (SMGCS) route for Runway 14L/32R, which has CAT III B ILS. Phase 1 of the Taxiway S extension also included the reconstruction of the middle section of Taxiway L, as well as Connecting Taxiways Y and C. The reconstruction of the middle section of Taxiway L included the widening of the pavement from 50 feet to 75 feet, and an increase in pavement depth from 9 inches to 15 inches, bringing Taxiway L in its entirety to a standard to accommodate air carrier aircraft. Previously, Taxiway L had been utilized for general aviation aircraft operations only. The prior concrete pavement was fully reconstructed with concrete pavement. Between Phase 1 of the Taxiway S extension, and the replacement of Taxiway L pavement and related connecting taxiways, a total of approximately 76,800 square yards of new pavement was installed and placed in service. Phase 2 of the Taxiway S extension also included the construction of a relocated Taxiway E. Prior to the implementation of this project, Taxiway E connected a southeast portion of Taxiway A to a southern section of Runway 18/36. The relocated Taxiway E connects Runway 18/36 and 14R/32L at their southern thresholds. The prior concrete pavement with asphalt overlay was fully reconstructed with new concrete. Between Phase 2 of the Taxiway S extension, and the relocation of Taxiway E pavement, a total of approximately 39,500 square yards of new pavement was installed and placed in service. 28

18 TAXIWAY EXTENSION, RECONSTRUCTION, AND RELOCATION Justification After the FAA Runway Safety Action Team determined that a section of Taxiway C was considered a runway incursion risk, or hot spot, the Taxiway C section was decommissioned. As a result, Runway 14L/32L was left with a large expanse without an exit, which can result in airfield congestion and safety issues. The extension of Taxiway S to the full length of Runway 14L/32R was required in order to mitigate the operational impact of the Taxiway C section decommissioning. Prior to the implementation of this project, the center section of Taxiway L was only 50 feet wide, with a pavement depth of only 9 inches, and was originally constructed in 1977 to handle general aviation aircraft. A reconstruction, with increased width and depth, was required in order to safely accommodate air carrier aircraft movements. This provides additional flexibility for managing airfield movements and reduces the risk of airfield congestion. The relocation of Taxiway E eliminated an existing runway crossing, and by relocating to the Runway 14R/32L and Runway 18/36 thresholds, provided a safer route for aircraft movements in this area of the airfield. 29

19 RECONSTRUCT RUNWAY 14R/32L, PHASES 1, 3, 5 AND INTERSECTION 30

20 RECONSTRUCT RUNWAY 14R/32L, PHASES 1, 3, 5 AND INTERSECTION Description This project consists of design and reconstruction of portions of Runway 14R/32L and its intersection with Runway 18/36. The total area of reconstruction for this project is approximately 119,200 square yards. The prior surface, consisting of concrete base with asphalt overlay, was removed and replaced with new concrete pavement. In addition, 1,200 feet of intersecting Taxiway C was removed as part of this project. This project also included upgraded electrical lighting and drainage to current standards, paved shoulders to the runway in the reconstructed sections, the relocation of storm inlets outside of the safety area, and frost protection for the Runway. Portions of the Runway 14R/32L reconstruction, identified as phases 2 and 4, were funded under the American Recovery and Reinvestment Act of 2009 (ARRA), and are not included within the scope of this project. These phases were included in AIP grants and 62-52, with ARRA funding acting as the sponsor share. Justification Runway 14R/32L had not previously been reconstructed since its original construction in Prior to this project the asphalt surface of Runway 14R/32L and its intersection with Runway 18/36 was deteriorated and the grooves worn. In addition, the base was susceptible to frost heave, which had caused undulations of the surface, and drainage of the intersection did not meet current design standards (underdrainage was not present). Insufficient grooving can cause hydroplaning and skidding during wet weather, which could lead to loss of directional control and is therefore a safety hazard. The Omaha Airport Authority had been maintaining this runway by applying periodic asphalt overlays approximately every six to eight years, which translates into runway closures during these applications. The reconstructed surfaces are entirely of concrete construction, will require less maintenance, and as such, will result into fewer runway closures, with the closures being of shorter durations. Prior to the implementation of this project, Taxiway C intersected with Runways 14R/32L and 18/36 at the same location the runways crossed, causing a three-way intersection. This was considered a safety hazard (hot spot) by the FAA s Runway Incursion Action Team which recommended removing the portion of Taxiway C in question. 31

21 RELOCATE TERMINAL RAMP ACCESS TAXIWAYS 32

22 RELOCATE TERMINAL RAMP ACCESS TAXIWAYS Description This project includes design and construction services related to the relocation and reconstruction of several taxiway sections at the Airport which are located adjacent to the terminal ramp. Taxiway E section was straightened and moved south and became Taxiway F-1, Taxiway D section was moved north and became Taxiway F-2, Taxiway C section was moved south and became Taxiway F-3, Taxiway J section was moved north and became Taxiway A-1, and Taxiway F was connected as needed where each of the previous taxiways crossed perpendicular. The total paving area of the project is approximately 65,937 square yards. The prior surface, concrete with asphalt overlay, was removed and replaced with new concrete pavement. The four taxiways access the terminal ramp, which is common use. The project provided the required separation of aircraft entering the terminal ramp and gave pilots improved perspective. Taxiways that connected the terminal ramp to the rest of the airfield were re-aligned so that they no longer provided a direct path to an active runway. The taxiways were moved approximately 300 feet each. The project allowed for compliance with FAA s Engineering Brief Number 75 and compliance with the recommendation of the Runway Safety Action Team (RSAT). Justification Prior to this project, the Runway Safety Action Team (RSAT) noted that the taxiways were in the direct path of an active runway and therefore were noncompliant with FAA s Engineering Brief Number

23 RUNWAY 18/36 SOUTH RECONSTRUCTION 34

24 RUNWAY 18/36 SOUTH RECONSTRUCTION Description This project consists of design and construction services associated with the reconstruction of the south portion of Runway 18/36, and represents the final phase of a multiyear program to reconstruct the entire runway. The total area of reconstruction for this project is approximately 72,178 square yards. The prior concrete with asphalt overlay was removed and replaced with new concrete pavement, making the surface of the runway entirely of concrete construction. The reconstruction meets current design standards with frost protection, underdrains, and drainage work. In addition, a portion of Taxiway B near the intersection of Taxiways F and S was removed as part of this project. This project also included the replacement of a corrugated metal pipe that crosses under the runway with a pipe of reinforced concrete construction that meets current standards. 35

25 RUNWAY 18/36 SOUTH RECONSTRUCTION Justification The pavement section replaced as part of this project was originally constructed in 1951, and no major reconstructions had previously been undertaken. Prior to the implementation of this project, the south portion of Runway 18/36 did not comply with current design standards with respect to frost protection, underdrains, and drainage work. In addition, the prior corrugated metal pipe located under the runway had reached the end of its useful life and was causing leaks to occur. The Airport had been maintaining this runway by applying periodic asphalt overlays, which translates into runway closures during these applications lasting approximately two months. The most recent prior overlays occurred in 1994 and The reconstructed surface is entirely of concrete construction, will require less maintenance, and as such, will translate into fewer runway closures with the closures being of shorter durations. This project will reduce the potential for the formation of FOD, which could damage aircraft or otherwise cause a dangerous condition on the runway. Replacing the corrugated drainage pipe with a concrete pipe strengthens the underlying grading of the runway, which reduces opportunities for conditions such as pavement cracking or spawling that can lead to FOD conditions. In addition, the presence of the intersection of Taxiway B with Taxiways F and S was identified by the FAA as a potential source of confusion for pilots given the vastness of the pavement section. The FAA Runway Safety Action Team (RSAT) recommended the removal of this portion of Taxiway B in its 2012 Runway Safety Action Plan. 36

26 TAXIWAY A RECONSTRUCTION 37

27 TAXIWAY A RECONSTRUCTION Description This project involves design and construction services related to the reconstruction of a portion of Taxiway A and the extension of Taxiway H. The total area affected by this project is approximately 73,668 square yards. Prior to this project, the taxiway sections were comprised of concrete with an asphalt overlay. The reconstructed and extended taxiways were constructed with concrete pavement. This project also included paved shoulders, edge drains, markings, storm sewer, pump station improvements, and lighting. The project added a new storm water pump to the existing north pump station. The reconstructed section of Taxiway A is approximately 4,200 feet in length, and is located on the northwest end of the taxiway. The reconstructed pavement includes connectors to Runway 14R/32L. Taxiway H was realigned and extended northeast from Runway 14R/32L to connect to Taxiway S. The extension increased the length of Taxiway H from 800 feet to a length of 1,400 feet. Justification Taxiway A is one of the primary Surface Movement Guidance and Control System (SMGCS) routes used by air carrier aircraft. Taxiway A was constructed in 1962 and, prior to this project, had not been fully reconstructed since its original construction. The pavement was deteriorating rapidly and had many undulations as a result of its susceptibility to frost heave, and it was requiring a great deal of ongoing maintenance. Pump station improvements were required given that the existing south pump station was over capacity. Prior to this project, Taxiway H was aligned such that it did not connect directly to Taxiway S. Furthermore, Taxiway H did not provide access to Runway End 14L, which inhibited capacity at the Airport. 38

28 TAXIWAY G RECONSTRUCTION 39

29 TAXIWAY G RECONSTRUCTION Description This project entails the design and construction services related to the reconstruction of Taxiway G at the Airport. The total area affected by this project is approximately 53,595 square yards. The prior surface, consisting of concrete with asphalt overlay, was reconstructed with concrete. In addition, the project includes paved shoulders, centerline lights, limited frost free base, edge drains, marking, storm sewer, edge lighting and signage. The reconstruction allows the taxiway to meet current design standards. The reconstructed section of Taxiway G is approximately 4,200 feet in length, and is located on the northwest end of the taxiway. The reconstructed pavement includes connectors to Taxiway A. Justification Taxiway G at Eppley Airfield is one of the Surface Movement Guidance and Control System (SMGCS) routes used by air carrier aircraft. Taxiway G was constructed in 1967, and prior to this project, had not been fully reconstructed since its original construction. The base was susceptible to frost heave, which has caused undulations of the surface as the taxiway shifted. In addition, pavement deterioration was occurring, and the pavement was requiring a great deal of ongoing maintenance, requiring regular asphalt overlays which resulted in closures of the taxiway. 40

30 PFC CONSULTING SERVICES Description Omaha Airport Authority is requesting authority to collect up to $75,000 for PFC-related consulting fees on a pay-as-you-go basis. These fees are paid to consultants for services related to the development and preparation of PFC Application #1 and assistance in the initial implementation of a PFC Program at the Airport. This project does not cover the cost of PFC audits. Tasks associated with the application include: Collection and organization of project documentation Drafting of PFC consultation meeting notice letter Preparation of airline and public consultation documents Participation in air carrier consultation Preparation of draft and final PFC applications Coordination efforts on behalf of the Airport Justification Funding the cost of PFC consulting services with PFC revenues (i) helps the Omaha Airport Authority keep operating costs down, (ii) increases the Omaha Airport Authority s overall funding capacity, and (iii) enables the Airport to keep airline costs as low as possible. The consultant s fees support the administration of the PFC program which accomplishes a variety of the objectives of the PFC program. The Omaha Airport Authority relies upon the consultant as a workload resource and for subject matter expertise in preparation of the application. As defined in 14 CFR Part 158.3, PFC allowable cost includes the reasonable and necessary cost of carrying out an approved project, including costs incurred prior to and subsequent to the approval to impose and use a PFC. The Omaha Airport Authority requests the ability to impose and use PFC revenues to replace funds that have been and/or will be advanced to pay the costs of the development of this PFC application and the initial implementation of a PFC Program. 41

31 AIR CARRIER REQUIREMENTS AND NEXT STEPS 42

32 CLASS OF CARRIER NOT REQUIRED TO COLLECT PFC Air Taxi / Commercial Operators (ATCOs) o Administrative burden of collections would outweigh revenues Carriers in this class provided service to 89 enplaned passengers in calendar year 2015 and included o Aero Jet Services LLC o Heartland Aviation, Inc. o KaiserAir, Inc. o Priester Aviation LLC o Ultimate Jetcharters LLC 43

33 AIR CARRIER REQUIREMENTS AND PUBLIC COMMENTS In accordance with 14 CFR, , each air carrier shall provide written certification of agreement or disagreement with the proposed application by August 13, 2017 o If an air carrier does not provide certification, the air carrier is considered to have certified its agreement o A certification of disagreement must contain the reasons for such disagreement; the absence of such reasons shall void the certification of disagreement Air carrier certifications and public comments should be sent to: Stan Kathol Director of Finance and Administration Omaha Airport Authority Suite Abbott Dr. Omaha, NE stan.kathol@flyoma.com 44

34 NEXT STEPS Air carriers submit written certifications o30-day period begins July 14, 2017 and ends August 13, 2017 Notice and opportunity for public comment o30-day period begins July 14, 2017 and ends August 13, 2017 The Omaha Airport Authority finalizes and submits the application to FAA oincorporates and respond to any air carrier and public comments Obtain FAA approval of the application owithin 120 days of submission The Omaha Airport Authority notifies air carriers of FAA decision obegins collections at $4.50 level; official start to be noted in letter to air carriers but anticipated for February 1,