Chapter 2: Inventory of Existing Conditions

Transcription

1 DRAFT Chapter 2: Inventory of Existing Conditions Prepared for Montrose Regional Airport April 28, 2016 CH2M HILL 9191 South Jamaica Street Englewood, CO 80112

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3 Contents Section Page 2 Inventory of Existing Conditions Airport Locale Airport History Passenger Terminal Complex Airport Roadways and Ground Access Parking Lots Airfield and Airspace Airfield Airspace and Navigational Aids Support/Ancillary Facilities Cargo/Freight Facilities ARFF Facilities ARFF Index Fuel Facilities Airport/Airfield Maintenance Electrical Vaults General Aviation Facilities Existing Utilities Land Use Environmental Setting Floodplain Wetlands Solid Waste Management Fish, Wildlife, and Plants Noise Impacts Tables Table 2-1. Existing Terminal Building Functional Area Square Footage Table 2-2. FAA Aircraft Approach Category (AAC) and Airplane Design Group (ADG) Table 2-3. Visibility Minimums Table 2-4. Runways Characteristics Table 2-5. Crosswind Component per RDC Table 2-6. Current Wind Coverage at MTJ Table 2-7. Runway Use Table 2-8. Taxiway Design Group (TDG) Table 2-9. Taxiway Characteristics Table Part Table Navigational Aids Table Visual Aids Table Instrument Approach Characteristics Table Instrument Approach at MTJ Table ARFF Index Classifications Table Wetlands Classifications in Montrose County Table Federally Listed Endangered and/or Threatened Species MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT iii

4 CONTENTS Figures Figure 2-1. Montrose Regional Airport Location Map Figure 2-2. Montrose Regional Airport Vicinity Map Figure 2-3. MTJ Historical Development Timeline Figure 2-4. Terminal Area Figure 2-5. Existing Floor Plan Figure 2-6. Ticket Hall Figure 2-7. Ticket Counters Figure 2-8. Non-Secure Restaurant Figure 2-9. Non-Secure Seating Area Figure Secure Coffee Kiosk Figure Secure Restaurant Figure Bag Claim Hall Figure Secure Holdroom Figure Airport Ground Access Locations Figure Terminal Curbside Figure Airfield Facilities Figure Windroses Figure Taxiway Layout Figure Pavement Condition Figure Airspace Figure Part 77 Surface Figure NAVAIDS in the Vicinity of Montrose Regional Airport Figure Visual Aids Figure General Aviation Facilities Figure Jurisdictional Boundary and Land Use Figure County Zoning Map Figure Airport Influence Area Figure County Zoning Map Figure Flood Zone Map Figure MTJ Wetlands Map iv DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

5 2 Inventory of Existing Conditions 2.1 Airport Locale Montrose Regional Airport is located one mile northwest of the City of Montrose. Functioning as a vital economic asset to Montrose County, the City of Montrose and Western Colorado Region. The Airport s proximity to popular outdoor recreation areas makes it a destination year-round. Located to the North and southwest are the cities of Telluride and Crested Butte, where many visitors travel to the local ski resorts. During summer months nearby attractions include: Grand Mesa National Forest, Curecanti National Recreation Area, and Uncompahgre National Forest. The Airport s general location is shown in Figure 2-1 and Figure. Figure 2-1. Montrose Regional Airport Location Map Source: Corgan 2016 MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-1

6 Figure 2-2. Montrose Regional Airport Vicinity Map Source: Corgan Airport History Timeline in Figure 2-3 shows major milestones and capital improvements at MTJ since DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

7 Figure 2-3. MTJ Historical Development Timeline Source: Corgan 2016 MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-3

8 2.3 Passenger Terminal Complex The existing Montrose Regional Airport Terminal is located parallel to Runway 13/31 and consists of approximately 35,000 square feet. The vernacular designs reflect that of the Colorado architectural style. The curbside façade consists of concrete masonry unit (CMU), wood structure canopy and large dormer windows that carry natural light into the main terminal area. Functional elements include a ticket counter, baggage claim, concessions, four departure holdrooms, TSA bag screening, and car services and shuttles. The terminal can be accessed by car through Highway 50 located parallel and southwest to the terminal entrance. Figure 2-4. Terminal Area Source: Corgan DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

9 Table 2-1. Existing Terminal Building Functional Area Square Footage Description Existing Terminal Percentage of S.F. GROUND LEVEL AIRLINE FUNCTIONS Ticket Counter Area 1, % Ticket Counter Length % Ticket Counter Queuing 2, % Curbside Baggage Check % Baggage Claim Area / Odd Size Area 1, % Baggage Claim Frontage % Baggage Service Office % Airline Operations / Airline Ticket Office 2, % Outbound Baggage 2, % Inbound Baggage 1, % Departures Lounges (Holdrooms) 3, % Jet Gates 4 SUBTOTAL AIRLINE FUNCTIONS 15, % CONCESSIONS Concessions (Food / Beverage) 1, % Concessions (News / Gifts / Sundry) % Concessions (Concession Storage) % Concessions (Other) % Ground Transportation % Information % Rental Car Counters % SUBTOTAL CONCESSIONS 3, % SECURE PUBLIC AREA Security 1, % Circulation 2, % Restrooms % TSA Bag Screen Room % TSA Offices % TSA Break % Airport Administration 1, % Other % SUBTOTAL SECURE PUBLIC AREA 6, % NON-SECURE PUBLIC AREA Circulation Ticketing 2, % Circulation - Baggage Claim 1, % Circulation General 7, % Restrooms % Other % MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-5

10 Table 2-1. Existing Terminal Building Functional Area Square Footage Description Existing Terminal Percentage of S.F. SUBTOTAL NON-SECURE PUBLIC AREA 11, % NON-PUBLIC AREA Loading Dock % Storage % Maintenance % Mech. / Elec. / Bldg. Systems % Miscellaneous 0.00% SUBTOTAL NON-PUBLIC AREA 1, % GRAND TOTAL 38,712 Source: Corgan DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

11 Figure 2-5. Existing Floor Plan Source: Corgan 2016 MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-7

12 Ticketing Hall Ticketing is located on the south end of the terminal building and provides 94 lineal feet of ticket counter for airline use. Currently, United, Delta, American and Allegiant Airlines occupy the space. The ticketing hall accommodates 18 ticketing positions in nine podiums. Airline specific check-in kiosks for passengers are in the ticketing hall. Figure 2-6. Ticket Hall Figure 2-7. Ticket Counters Source: Corgan 2016 Source: Corgan Security Screening Check Point The security screening check point (SSCP) area is located north of the ticket counters in the terminal building. The security area was expanded during the 2009 terminal building improvement project. The security checkpoint currently accommodates two screening lanes. Based on throughput rates provided by Transportation Security Administration (TSA), the two lane checkpoint has the capacity to screen up to 250 passengers per hour under current TSA protocols, although TSA processing has not always met this throughput capacity threshold. After passing through security screening, departing passengers enter directly into the secure holdroom area Concessions The non- secure concessions include vending machines and one restaurant. The vending machines are located in the north vestibule and offer soft drinks, bottled water and snacks. The restaurant is 1,181 square feet and is located on the northwest side of the building near the baggage claim and car rental services. The naturally lit dining space overlooks the main terminal circulation and non-secure seating area. The restaurant is operated by local Horsefly Brewing Company, and offers a variety of hot or cold meals, snacks, and beverages. See Figure 2-8 and Figure 2-9 below. 2-8 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

13 Figure 2-8. Non-Secure Restaurant Figure 2-9. Non-Secure Seating Area Source: Corgan 2016 Source: Corgan 2016 The secure concessions area includes a restaurant and coffee kiosk. The restaurant and seating area measures 695 square feet and is located on the northwestern side of the secure holdroom area. The restaurant is operated by the local Horsefly Brewing Company and offers a variety of cold meals, snacks, and beverages. The coffee kiosk is located on the southeast side of the secure holdroom space between Gates 1 and 2, and is operated by the local coffee house, Coffee Trader. It is located in the main secure circulation area, where both arriving passengers and departing passengers have the opportunity to purchase coffee. Figure Secure Coffee Kiosk Figure Secure Restaurant Source: Corgan 2016 Source: Corgan Bag Claim Lobby & Baggage System The existing outbound baggage system consists of two baggage screening devices two (2) Reveal CT-80 explosive detection systems with a manufacturers hourly throughput capacity of 226 bags. The existing inbound baggage system consists of one slope plate ramp for oversized bags and one flat plate claim device located in the claim hall south or Gate 4. The claim units are fed by hand from the ramp side of the terminal building. The bag claim hall is 1,835 square feet. The flat plate baggage claim MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-9

14 device has a total of 136 lineal feet of frontage for passengers. A double-door vestibule provides access to the curbfront. The bag claim devise and bag claim hall are shown in Figure Figure Bag Claim Hall Source: Corgan 2016 Source: Corgan Secure Holdroom There is 3,963 total square footage of holdroom on the secure side. Public restrooms, the aforementioned restaurant, and coffee kiosk are all located along the main holdroom circulation path. The 825-square-foot business center functions as overflow secure holdroom seating. The restrooms are a total of 815 square feet located across from the restaurant towards the center of the terminal. Departing passengers utilize three gates on the east side of the terminal. Passengers access aircraft by walking across the parking apron and boarding the aircraft via air stairs. Figure Secure Holdroom Source: Corgan Airport Roadways and Ground Access See Section 2.3 for an overview of the primary airport access locations DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

15 Vehicular Access 2 INVENTORY OF EXISTING CONDITIONS The Airport s main entrance is located off U.S. Highway 50 (North Townsend Road) and provides access to the Airport passenger terminal area, which includes the passenger parking areas and rental car lots via Airport Terminal Road. Currently, with no traffic light present at the main entrance, vehicles exiting the Airport and turning south (left) are delayed during periods of heavy traffic. U.S. Highway 50 provides access in north, east and west directions through the city, connecting south to Highway 550, which then provides access southward into the city. In addition to the main airport access, the Fixed Base Operator (FBO), ARFF station and other general aviation facilities are accessed by other entry points via Airport Road, located on the south end of the airport. From U.S. Highway 50, there is additional access to aircraft hangars located on the southeast side of Runway 13/31, using County Road Western Skyways and Jetaway Aviation buildings are located just east of Runway End 13, and accessed by a county road via U.S. Highway 50. The Airport vehicular access points are shown below in Figure MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-11

16 Figure Airport Ground Access Locations Source: CH2M (2016) 2-12 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

17 On-Airport Roadways 2 INVENTORY OF EXISTING CONDITIONS The gravel and dirt vehicle service road (VSR) found within Airport property is currently in fair condition. It is located around the perimeter of the Airport and allows for safety/security checks on a routine basis Vehicular Traffic Operational Considerations The typical traffic flow for vehicles entering the airport terminal from either the north or south, is to turn east off U.S. Highway 50. As mentioned above in Section , there is currently no traffic light present at the main entrance to the airport. A dedicated right turn lane from northbound U.S. Highway 50 provides direct access to the terminal. There is also a left median turning lane from southbound U.S. Highway 50 where vehicles must yield to oncoming traffic before entering the airport. During peak hours of vehicular traffic, there are heavy delays on the roadways coming to and from the Airport. Most tourist traffic leaving the Airport turns left, crossing lanes of traffic on U.S. Highway 50 and traveling south to Telluride Terminal Curb Roadways The terminal building is equipped with a 330-lineal-foot roadway curb which serves arriving and departing passengers. This area consists of a four-lane road in front of the terminal building that is also used for hotel/resort shuttle parking. This four-lane road along the terminal roadway curb is congested during peak hours throughout the peak season. When the hotel/resort shuttles are parked on the terminal curbside, the four lane road is reduced to two lanes. As shown in Figure Figure Terminal Curbside Source: Corgan 2016 The airport currently has two shuttle companies located on Airport property and ten additional shuttle companies located off-airport property. The shuttle vehicles vary in sizes including vans, small buses and limos Parking Lots MTJ has various parking lots that provide parking for airport employees, passengers and rental cars. The capacity of each parking lot is described below Employee Parking The employee parking lot is located just south of the terminal building and can be accessed by vehicle from Airport Terminal Road via the main entrance. This area is approximately one acre of asphalt pavement with 43 parking positions, including one motorcycle space and two handicapped spaces. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-13

18 Passenger Parking Passenger parking for both short-term and long-term is contained in the same area. It is located directly west of the terminal building and accessed from Airport Terminal Road. This parking lot is 3.47 acres of asphalt pavement with 336 parking positions. The capacity of the passenger parking lot is insufficient during periods of peak demand Rental Car There are currently nine rental car companies that operate on airport property with a total of four concession counters located in the terminal. These rental car companies function as multi-brands with Avis operating Payless, Enterprise operating National and Alamo, Hertz operating Dollar and Thrifty, and Budget operating itself. The rental car parking lot is located directly north of the passenger parking lot, northwest of the terminal building. This area is 1.54 acres of asphalt pavement with 81 ready/return parking spaces. These parking spaces are divided between the rental car companies, with Avis, Payless and Alamo reserving 20 parking spaces each and Budget reserving 21 parking spaces. There is also a parking lot north of the terminal building that offers overflow capacity for rental cars, consisting of 12 parking spaces split evenly among the four rental car concessions. The Airport car wash is located north of the terminal building and east of the rental car parking lot. It is currently owned by the airport and leased to Budget. 2.4 Airfield and Airspace This section details airfield and airspace elements at MTJ, including existing conditions of the airside system and of the regional airspace Airfield Airfield facilities include runways, taxiways, apron areas, NAVAIDs, airfield lighting, and marking Existing Airport Reference Code The geometric layouts of Airport runways, taxiways, taxilanes and aprons are based on safety and maneuverability requirements for the design aircraft. According to the FAA, the design aircraft is an airplane, or a family of airplanes, projected to perform at least 500 annual operations (or 250 takeoffs and 250 landings). The airport design standards for the design aircraft are based on the following parameters: The Aircraft Approach Category (AAC), is based on the reference landing speed (Vref), or 1.3 times stall speed (Vso) at the maximum certificated landing weight. FAA AAC are shown in Table 2-2. The Airplane Design Group (ADG), is based on wingspan and tail height of aircraft. When the aircraft and tail height falls in different groups, the higher group is used. FAA ADG are shown in Table 2-2. The existing ARC is based on the highest Runway Design Code (RDC), which is determined by the Design Aircraft. At MTJ, the existing ARC is C-IV DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

19 Table 2-2. FAA Aircraft Approach Category (AAC) and Airplane Design Group (ADG) AAC Vref/Approach Speed ADG Tail Height (ft) Wingspan (ft) A Approach speed less than 91 knots I < 20 < 49 B C D Approach speed 91 knots or more but less than 121 knots Approach speed 121 knots or more but less than 141 knots Approach speed 421 knots or more but less than 166 knots II 20 - < < 79 III 30 - < < 118 IV 45 - < < 171 E Approach speed 166 knots or more V 60 - < < 214 VI 66 - < < 262 Current AAC and ADG at MTJ is highlighted in blue Source: FAA AC 150/ A Airport Design (2016) Runways MTJ is equipped with two runways, Runway 13/31 and Runway 17/35. Runway 17/35 is 10,000 feet long and 150 feet wide. Runway 13/31 is 7,500 feet long and 100 feet wide. Both runways are composed of grooved asphalt in good condition. Runway 17/35 is the primary runway which supports single-wheel, double-wheel, and double-tandem aircraft operations of 75,000; 190,000; and 265,000 pounds respectively. Runway 13/31 is capable of supporting single-wheel, double-wheel, and double-tandem aircraft operations of 65,000; 90,000; and 150,000 pounds respectively. The RDC code is used to identify the design standards to which a runway should be built. It is based on the AAC and ADG of the design aircraft, as well as on the designated or planned runway visibility minimums expressed by Runway Visual Range (RVR) values, as described in Table 2-3. The RVR is a horizontal visual range and represents the horizontal distance a pilot can expect to see down the runway. Table 2-3. Visibility Minimums RVR (ft)* Instrument Flight Visibility Category (statute mile) 5000 Not lower than 1 mile 4000 Lower than 1 mile but not lower than ¾ mile 2400 Lower than 3/4 mile but not lower than 1/2 mile 1600 Lower than 1/2 mile but not lower than 1/4 mile 1200 Lower than 1/4 mile Current RVR at MTJ is highlighted in blue * RVR values are not exact equivalents. Source: FAA AC 150/ A Airport Design (2016) Runway 17/35 is C-IV-2400 and Runway 13/31 is B-II Table 2-4 summarizes the main characteristics of the two runways. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-15

20 Table 2-4. Runways Characteristics Runway 17/35 Runway 13/31 Runway Design Code C-IV-2400 D-II-5000 Runway Length 10,000 7,510 Runway Width Pavement Type and Condition Grooved asphalt in good condition Grooved asphalt in good condition Pavement Strength Single Wheel: 75,000 lbs. Double Wheel: 190,000 lbs Double Tandem: 265,000 lbs Single Wheel: 65,000 lbs. Double Wheel: 90,000 lbs Double Tandem: 150,000 lbs Runway markings Precision (good condition) Non Precision (good condition) Runway Centerline to Hold line Source: FAA Airport Master Record (2016) Figure 2-16 depicts the runway and airfield facilities DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

21 Figure Airfield Facilities Source: CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-17

22 Runway Wind Coverage Prevailing wind direction and wind speed usually determine the most favorable runway alignment and configuration at an Airport. Strong crosswind may restrict the use of the Airport by aircraft and pilots, depending on the technical capabilities of the aircraft and the skills of the pilot. Smaller aircraft are more affected by crosswinds than larger aircraft. FAA AC 150/ A lists allowable crosswind component based on the RDC, as depicted in Table 2-5. The maximum allowable crosswind component is 10.5 knots for small aircraft, and up to 20 knots for the larger aircraft categories. A crosswind runway is recommended when the primary runway orientation provides less than 95 percent wind coverage, with the crosswind not exceeding the allowable crosswind component. Table 2-5. Crosswind Component per RDC RDC A-I and B-I* A-II and B-II A-III and B-III C-I through C-III D-I through D-III A-IV and B-IV C-IV through C-VI D-IV through D-VI E-I through E-VI Allowable Crosswind Component 10.5 knots 13 knots 16 knots 20 knots 20 knots * Includes A-I and B-I small aircraft. Source: FAA AC 150/ A To analyze wind rose and existing wind coverage at MTJ, data was obtained in FAA format between 2006 and 2016 from the FAA Airport GIS program. The Windrose File Generator uses data from the Integrated Surface Hourly/Integrated Surface Data (ISH/ISD) inventory from the National Climate Data Center (NCDC). It then compiles and summarizes the latest 10 years of data in FAA format and produces files for several weather condition: All Weather, Instrument Flight Rule (IFR), and Visual Flight Rule (VFR). IFR conditions occur when the cloud ceiling is 500 feet or higher, but below 1,000 feet and/or the visibility is less than three statute miles, but at least one statute mile. VFR conditions occur when the cloud ceiling is at least 1,000 feet and the visibility is at least three statute miles. Table 2-6 summarizes current wind coverage at MTJ based on the maximum allowable component and the weather condition (All weather and IFR) and Figure 2-17 depicts the windroses. As previously mentioned, Runway 17/35 is C-IV-2400 and Runway 13/31 is B-II In addition, it is anticipated the Airport will continue to serve small general aircraft (A-I and B-I) in the future. Neither of the runways individually provides adequate wind coverage for small aircraft (10.5 knots). However, the combined runways provide adequate wind coverage for all the maximum allowable crosswind components DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

23 Table 2-6. Current Wind Coverage at MTJ Runway 17/35 Runway 13/31 Combined All Weather 10.5 knots 93.93% 94.91% 97.01% 13 knots 96.63% 96.64% 98.48% 16 knots 98.79% 98.37% 99.46% 20 knots 99.72% 99.44% 99.91% IFR 10.5 knots 93.12% 97.02% 97.78% 13 knots 95.76% 97.91% 98.56% 16 knots 97.84% 98.77% 99.18% 20 knots 99.22% 99.42% 99.7% Source: FAA Windrose File Generator, CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-19

24 Figure Windroses Source: FAA Windrose File Generator, CH2M (2016) 2-20 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

25 Runway Utilization 2 INVENTORY OF EXISTING CONDITIONS Runway utilization depends on a variety of factors, such as runway configuration, weather and prevailing winds. Table 2-7 summarizes the percentage of aircraft operations by runway end at MTJ. Because the Airport does not have an Air Traffic Control Tower, runway utilization is based on estimates provided by Airport staff. Table 2-7. Runway Use Runway Use Runway 17/35 70% (80% Runway 17 and 20% Runway 35) Runway 13/31 30% (80% Runway 31 and 20% Runway 13) Source: MTJ Airport, CH2M (2016) Taxiways Taxiways provide critical access to the Airport runways and different areas of the airfield. The geometric layout of the taxiways is based on the Taxiway Design Group (TDG), a classification of airplanes based on outer to outer Main Gear Width (MGW) and Cockpit to Main Gear (CMG). FAA TDG are shown in Table 2-8. Table 2-8. Taxiway Design Group (TDG) Item TDG 1A 1B Taxiway Width Taxiway Edge Safety Margin Taxiway Shoulder Width Taxiway/Taxilane Centerline to Parallel Taxiway/Taxilane Centerline with 180 Degree Turn Taxiway Fillet Dimensions Variable, additional design guidelines contained in AC 150/ A Variable, additional design guidelines contained in AC 150/ A Source: FAA AC 150/ A Airport Design (2016) Runway 17/35 is equipped with full-length parallel Taxiway A taxiway to the west. Taxiway A includes eight connector taxiways (A1 to A8). Parallel Taxiways C and D provide access from the terminal area to the south end of Runway 17/35. Runway 13/31 is equipped with partial parallel Taxiway B to the southwest. Taxiway B is equipped with two connector taxiways (B1 and B2) on the Runway 31 end. In addition, taxiways B3, B4, B5, and B6 provide connectivity between Taxiway B and the terminal building, aprons, and hangars. Additional taxiways exist including taxiways E and E6, which serve the Jetaway and Western Skyways FBOs, west of Taxiway A adjacent to taxiway connector A6. Taxiway F also provides access to GA hangars on the northeast side of Runway 13/31 at Runway 31 end. All taxiways are lighted with Medium Intensity Taxiways Lights (MITLs). FAA taxiway design criteria has changed since these taxiways were constructed. As a result of that change, the airfield does not meet the current FAA TDG criteria for TDG. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-21

26 Table 2-9 summarizes taxiways characteristics and Figure 2-18 depicts the taxiway layout. Table 2-9. Taxiway Characteristics Width TSA TOFA Lighting Taxiway A MITL Taxiway B MITL Taxiway C MITL Taxiway D MITL Taxiway E MITL Source: 2007 Airport Layout Plan, CH2M (2016) Pavement Condition The Pavement Condition Index (PCI) is based on a visual inspection of pavement condition. A PCI survey assesses pavement conditions, and records and analyzes visible signs of deterioration. In addition, distress type, severity, and quantity are taken into consideration. The Colorado Department of Transportation Division of Aeronautics (CDOT) completes full PCI inspections of Airport pavements at Airports in Colorado. The last PCI inspection conducted at MTJ was in Figure 2-19 depicts the pavement condition for various areas of the Airport. Runway 17/35, Taxiway B, and the commercial apron has a satisfactory pavement condition (PCI between 71 and 100). Runway 13/31, Taxiway A and the general aviation apron has a fair pavement condition (PCI between 56 and 71), with some sections of Taxiway A in poor condition (PCI between 26 and 40). Most of the airfield pavement is either in satisfactory (between 86 and 100) or fair condition (between 56 and 71) DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

27 Figure Taxiway Layout Source: CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-23

28 Figure Pavement Condition Source: CDOT 2015 Pavement Evaluations & Management, CH2M (2016) 2-24 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

29 Deicing Facilities and Storm Water Fluid Containment 2 INVENTORY OF EXISTING CONDITIONS Due to the winter climate in Montrose, deicing is an essential pre-flight procedure; ice-buildup can diminish the ability of the aircraft wings to create lift. Deicing operations are typically conducted by trucks at individual gates, or to the north end of the terminal apron (north of Gate 5), when all gates are occupied. Deicing at gates occurs procedurally and deicing fluid sits on apron and is left to evaporate. According to the 2013, Stormwater Management Plan (SWMP), the Airport uses approximately 8,000 gallons per year (glycol/pure product). Glycol storage is located near the deicing area for the commercial air carriers and on the south end of the hangars for small aircraft operators Airspace and Navigational Aids This section summarizes the airspace and existing navigational aids at MTJ Airspace In the United States, airspace is classified as controlled, uncontrolled, or special use airspace, and consists of seven categories: Category A, B, C, D, E and G, and special use airspace. Categories A through E are controlled airspace, and Category G is uncontrolled airspace. Special use airspace is restricted airspace, for specific use. MTJ is surrounded by Class E airspace, as depicted in Figure MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-25

30 Figure Airspace Source: VFRMap, CH2M (2016) 2-26 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

31 Code of Federal Regulations (CFR) 14 CFR Part 77 Safe, Efficient Use, and Preservation of the Navigable Airspace (Part 77) establishes standards to protect the airspace surrounding Airports from natural or man-made obstructions that could constitute a hazard to landing aircraft. The size of the airspace is dictated by the most precise approach type (visual, non-precision, or precision) existing or planned, and lowest visibility minima set for each runway end. The established standards are in the form of imaginary surfaces that are defined based on the portion of the Airport they are protecting. In addition, Part 77 defines the need to notify the FAA of certain proposed construction projects that can be subject to restrictions and airspace obstruction evaluation studies. For public-use civilian Airports, FAR Part 77 identifies the following imaginary Airport airspace surfaces. Primary Surface Approach Surface Transitional Surface Horizontal Surface Conical Surface Table 2-10 summarizes the size of the existing Part 77 surfaces at MTJ and Figure 2-21 depicts a general view of the Part 77 airspace surfaces. Table Part 77 Runway 17 Runway 35 Runway 13 Runway 31 Runway Type Precision Non-Precision (Visibility minimums > ¾ miles) Non-Precision (Visibility minimums > ¾ miles) Visual Primary Surface Width 1,000 1, Approach Surface Inner Width at End Approach Surface Outer Width at End 1,000 1, ,000 3,500 3,500 1,500 Approach Surface Length 50,000 (10, ,000 ) 10,000 10,000 5,000 Approach Surface Slope 50:1 then 40:1 34:1 34:1 20:1 Radius of Horizontal Surface 10,000 10,000 10,000 10,000 Source: CH2M (2016) FAA Form , Airport Master Record, lists one obstruction for Runway 13 and no obstruction for the other runways. The obstruction listed for Runway 13 is a tree, located 2,500 feet from the runway end, 575 feet to the right of the runway centerline and 41 feet above the runway end elevation. This obstacle requires a 45:1 slope to clear, which is less restrictive than the 34:1 slope required by a non-precision instrument approach with visibility minimum over ¾ miles. Although this obstacle is not an obstruction to the approach surface, it is listed on the Airport Master Record because it penetrates the 50:1 slope. Other obstructions include ground obstruction in the horizontal and conical surfaces, east of the Airport, as well as an obstruction light on tower in the conical surface in the same area. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-27

32 Specific detail on airspace obstructions are in the airspace drawings included in the Airport Layout Plan drawing set. Mitigation for these obstructions will be identified in the alternatives development section of this technical report. Figure Part 77 Surface Source: FAR Part Civilian Airport Imaginary Surface, CH2M (2016) 2-28 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

33 Navigational Aids (NAVAIDS) 2 INVENTORY OF EXISTING CONDITIONS Runways are generally equipped with navigational aids (NAVAIDS) to assist pilots with takeoff and landing procedures. Many of these NAVAIDS are also available for en route operations. Nearby NAVAIDS at MTJ include Very High Frequency (VHF) Omnidirectional Range with Distance Measuring Equipment (VOR DME) and Non-Directional Radio Beacons (NDB), which are low or medium frequency radio beacons. Table 2-11 summarizes the NAVAIDS located in the vicinity of the Airport. Table Navigational Aids Navaid Type ID Name Frequency Radial/ Bearing Range (Nm) VOR DME MTJ Montrose o 0.3 VOR DME ETL Cones o 33.0 VOR DME HBU Blue Mesa o 40.4 VOR DME JNC Grand Junction o 53.5 NDB HPL Hopkins o 35.5 NDB MVI Monte Vista o Source: Skyvector, CH2M (2016) Figure 2-22 depicts the Navaids included in Table MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-29

34 Figure NAVAIDS in the Vicinity of Montrose Regional Airport Source: Esri, Skyvector, CH2M (2016) 2-30 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

35 Visual Aids 2 INVENTORY OF EXISTING CONDITIONS Visual aids are used to provide pilots with alignment, height, distance, and location information both in the air and on the ground. Visual aids typically includes various types of airport lighting and markings. Table 2-12 summarizes the visual aids at MTJ. MTJ is equipped with the following visual aids: High Intensity Runway Light (HIRL) Medium Intensity Taxiway Lights (MITL) Precision Approach Path Indicator (PAPI Visual Approach Path Indicator (VASI) Medium Intensity Approach Lighting (MALSR) Runway End Identifier Lights (REIL) Rotating beacon Lighted wind cone with segmented circle. Table Visual Aids Runway 17 Runway 35 Runway 13 Runway 31 Runway Edge Lights High Intensity Runway Edge Lighting High Intensity Runway Edge Lighting High Intensity Runway Edge Lighting High Intensity Runway Edge Lighting Runway Markings Precision Precision Non Precision Instrument Non Precision Instrument Runway End Identifier Lights No Yes Yes Yes Visual Approach Aid 4 lights PAPI 4 lights PAPI 4 lights VASI 4 lights VASI Approach Lights MALSR Other Airfield Equipment Taxiway Lights Airport Beacon Windcone and segmented circle MITL Yes (Green and white) Yes Source: FAA Airport Master Record Figure 2-23 depicts the various Airport visual aids at MTJ. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-31

36 Figure Visual Aids Source: CH2M (2016) 2-32 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

37 Instrument Approaches 2 INVENTORY OF EXISTING CONDITIONS In addition to visual aids, runways may be equipped with other navigational aids to assist pilots with takeoff and landing procedures. When navigating to or from an airport, pilots operate under either VFR, if weather permits, or IFR if visibility is impaired or low cloud ceilings exist. Instrument Flight Procedures (IFP), in particular, instrument approach procedures, are designed to enhance airport access by allowing inbound aircraft to land under electronic guidance typically in Instrument Meteorological Conditions (IMC) resulting in decreased flight visibilities and reduced cloud ceilings (known as minima). A particular airport s instrument approach capabilities are based on airport operational/fleet mix needs, weather conditions, and airport environs, such as terrain. Currently, the FAA recognizes four instrument approach types, Precision Approach (PA), Approach with Vertical Guidance (APV), Non-Precision Approach (NPA), and Visual. 1. PA typically provide the most precise approach guidance via horizontal and vertical guidance with visibility minima of less than ¾ statute and Height Above Touchdown (HAT) less than 250 feet Above Ground Level (AGL) miles. Examples of PA include the Instrument Landing System (ILS), and Localizer Performance Vertical Guidance (LPV) approaches. Many PA, like the ILS, are still dependent upon ground-based navigational equipment. 2. Augmentation of GPS via the Wide Area Augmentation System (WAAS) has resulted in FAA approach type APV. Removal of errors from the standard GPS signal via WAAS allows for a critical vertical component to be provided to aircraft for very precise approaches using only GPS. While APV provides both a horizontal and vertical component, they are not typically considered precision approaches by the FAA due to HAT above 250 feet AGL and visibility minima to as low as ¾ statute miles, but lot less. A subset of APV is the Required Navigation Performance (RNP) approach. RNP approaches utilize WAAS but require dual receivers in the aircraft to ensure optimal navigation performance. RNP approaches represent the most advanced GPS/WAAS based procedures in use today. Other examples of APV include Lateral Navigation/Vertical Navigation (LNAV/VNAV) and LPV. 3. NPA only provides a horizontal guidance component, with no vertical guidance, resulting in less precise approaches. Examples of NPA include LNAV, Localizer Performance (LP), Non-Directional Beacon (NDB), and Localizer (LOC). 4. Lastly, a visual approach, as the name implies, does not rely on any electronic guidance. All IFP require appropriate pilot training and certified equipment in the aircraft. It should be noted, the FAA still relies on the ground-based ILS for primary precision approaches at all of the country s commercial service Airports, including MTJ. RNP approaches provide much more direct flight routing, therefore allowing for efficiencies, but, due to the requirement of on-board equipment, pilot training, and software for aircraft to utilize RNP approaches, implementation of this advanced GPS technology by all airlines will take several more years. A number of instrument approach procedures are available to aircraft operators utilizing MTJ in IMC. The airport currently has six published instrument approach procedures. Table 2-13 summarizes the characteristics of common instrument approach types and summarizes existing approach procedures at MTJ. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-33

38 Table Instrument Approach Characteristics Approach Type Horizontal Guidance Vertical Guidance Ceiling/Visibility Minimum Precision Approach Yes Yes <250 AGL < ¾ statute mile Required Navigation Performance (RNP) approach Yes Yes - Lateral Navigation/Vertical Navigation (LNAV/VNAV) Yes Yes - Localizer performance with vertical guidance (LPV) Yes Yes - Lateral Navigation (LNAV) Yes No - Localizer Performance (LP) Yes No - Non-Directional Beacon (NDB) Yes No - Localizer (LOC) Yes No - VHF Omni Directional Radio Range (VOR) Yes No - Visual No No > 1,000 AGL > 3 statute mile Source: CH2M (2016) Table Instrument Approach at MTJ Approach Type Runway Visibility Minimum* Ceiling Minimum* ILS or LOC/DME Runway 17 ½ 200 RNAV (GPS) - LNAV Runway RNAV (GPS) - LNAV Runway RNAV (GPS) - LNAV Runway 17 ½ 412 RNAV (GPS) - LPV Runway 17 ½ 224 VOR/DME Runway *Depends on AAC Based on AAC A and B. Source: Airnav, CH2M (2016) 2.5 Support/Ancillary Facilities Cargo/Freight Facilities Air cargo operations at MTJ are currently conducted by Key Lime Air, a contractor to UPS. Air cargo does not currently represent a significant aeronautical activity at the airport and no air cargo facilities exist on the airport. Current air cargo activity typically consists of one Metroliner aircraft parking on the far south end of the General Aviation apron where it is met by a delivery truck(s). As most air cargo activities take place at night, the aircraft is parked on the apron during the day DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

39 2.5.2 ARFF Facilities 2 INVENTORY OF EXISTING CONDITIONS The Airport ARFF facility is located approximately 400 feet south of the commercial terminal buildings near the vehicle access gate on the south side of the aircraft parking apron. The 3-bay facility measures approximately 7,000 square feet ARFF Index An airport s Aircraft Rescue and Firefighting (ARFF) Index is regulated under Federal Aviation Regulation (FAR) Part 139. It is based on the length of the longest aircraft that performs an average of five scheduled departures per day. Table 2-15 summarizes FAA ARFF Index requirements. Table ARFF Index Classifications Airport Index Aircraft Length Scheduled Departures Number of Vehicles Agent + Water A > 90 ft lbs. DC or HALON 1,211 or 450 lbs. DC gal H²O B 90 ft, < 126 ft 5 2 Index A + 1,500 gal H²O 126 ft, < 159 ft < 5 C 126 ft, < 159 ft 5 3 Index A + 3,000 gal H²O 159 ft, < 200 ft < 5 D 159 ft, < 200 ft > 200 ft < 5 3 Index A + 4,000 gal H²O < 5 E 200 ft 5 3 Index A + 6,000 gal H²O Current ARFF Index at MTJ is highlighted in blue Source: FAA Part 139 MTJ is currently an Index B Airport, with Index C capabilities. At MTJ, ARFF is operational 24 hours. One fire chief is present from 7 a.m. to 3 p.m., and one firefighter is present all day. The Airport is equipped with one structural apparatus and two aircraft rescue firefighting vehicles- a 2009 Rosenbauer and Titan, both in good condition. The ARFF building is located east of the terminal, approximately halfway between Runway 13/31 thresholds Fuel Facilities MTJ is equipped with four above-ground 12,000-gallon fuel storage tanks located west of Runway 13/31 in good condition. The fuel farm was installed in the late 1970 s and is in good condition. Three tanks contain Jet A and one tank contains 100LL. A Jet-A tank was added in the timeframe, while a new tank was installed in December One 250-gallon tank also contains unleaded fuel and another 250-gallon tank contains diesel. Black Canyon Jet Center performs all fueling and maintenance activity for the Airport. In addition to the fuel storage tanks, Jet Center leases 3 trucks for fueling aircraft (one 3,000-gallon Jet-A, one 5,000-gallon Jet- A, and one 1,000-gallon 100LL). The Airport has fuel sales of approximately 1.7 million gallons per year. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-35

40 2.5.5 Airport/Airfield Maintenance Basic airport/airfield maintenance is performed by airport maintenance crews. The Airport owns a crack seal machine and two paint machines that are used on a routine basis. Crack seal and painting operations are conducted on an as-needed basis, typically during the spring and fall months. More extensive airfield pavement rehabilitation such as seal coat application is performed on as-needed basis, utilizing services of a contractor. Larger scale rehabilitation projects are typically considered as capital improvement projects and planned for in the Airport s five year CIP Electrical Vaults The electrical vault is located east of the commercial apron and passenger terminal building, in a 700- square-foot building in good condition General Aviation Facilities General Aviation Facilities include Fixed Base Operator (FBO) facilities and general aviation aircraft storage. An FBO is an airport business that caters to the needs of the general aviation community, offering aircraft and passenger services. General aviation storage includes T-Hangars, conventional/box hangars and apron space (tie-down). Aviation services are provided by Black Canyon Jet Center, a full-service, privately-owned FBO, located on the south end of the apron, west of Runway 13/31. The FBO currently provides the following services for private and corporate aviation, as well as for airline: fueling, deicing, catering, lavatory service, rental car services, ground support, tie-down space, and hangar space. At MTJ, hangars and general aviation apron tie-downs are located along the flight-line, west and parallel to Runway 13/31. The Airport is equipped with 47 paved tie-downs. In addition, there are 30 box hangars (six of which identified as airport property), one T-Hangar with 10 stalls and one T-Hangar with one stall, located north of the fuel farm. Figure 2-24 depicts the general aviation facilities, including the FBO, hangars and aprons DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

41 Figure General Aviation Facilities Source: CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-37

42 2.5.8 Existing Utilities Water Utilities Water service is provided by a water line located within airport property. Service is provided by the City of Montrose Sanitary Sewer Sanitary sewer service is provided by a sanitary sewer line located within airport property. Sanitary sewer service is provided by the City of Montrose Storm Sewer Storm sewer service is provided by a storm sewer line located within airport property. Storm sewer service is provided by the City of Montrose Electric Electric is provided by and electrical lines located within airport property. Electric service is provided by Delta-Montrose Electric Association (DMEA) Gas Gas service is provided by a gas line located within airport property. Gas service is provided by Source Gas Communications Communication/phone services are provided by underground/overhead phone lines located within airport property. Communication/phone services are provided by CenturyLink. DOES THIS INCLUDE DATA/INTERNET? Land Use Existing Land Use As previously discussed, MTJ is owned and operated by Montrose County. The airport property currently consists of 966 acres. While a county facility, the Airport is located within the municipal limits of the City of Montrose. Figure 2-25 depicts the location of the Airport with the county DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

43 Figure Jurisdictional Boundary and Land Use Source: Esri, City of Montrose, Montrose County, CH2M (2016) The FAA requires airport owners and operators (sponsors) to be proactive in ensuring compatible land use around their airport through binding sponsor obligations and grant assurances. The establishment of MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-39

44 effective compatible land use around an airport is critical to the long-term viability of an airport as well as to the health, safety, and welfare of both airport users and surrounding neighbors. As the airport sponsor, Montrose County is the primary jurisdiction responsible for ensuring compatible land use around the airport. The other jurisdiction most impacted by the airport and which has the potential to impact the airport via its local land use planning, is the City of Montrose. Effective compatible land use planning starts at the local comprehensive plan level and includes mechanisms to protect airspace and define compatible land uses around the airport. As part of this inventory effort, the following documents were reviewed: Various county and city zoning maps County and city master/comprehensive plans County and city zoning ordinances County and city special zones/districts The following is a brief summary of city and county zoning and land use plans that impact the airport Montrose County Surrounding Land Uses/Zoning According to the current county zoning map, current land uses and zoning of land adjacent to the Airport under county jurisdiction include Planned Development, General Residential, Light Industrial, and General Agricultural. As discussed above, the Airport lies within the city limits of the City of Montrose. Figure 2-26 depicts the current county zoning map for areas adjacent to the Airport DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

45 Figure County Zoning Map Source: Montrose County GIS, CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-41

46 2010 County Master (Comprehensive) Plan According to the 2010 Montrose County Master (Comprehensive) Plan, the Airport is located in the South Valley Planning Area. Discussion of the Airport in the master plan is included in the following sections: Economic Development (page 27). Specific goals and objectives regarding MTJ include: Objective 1: Provide areas for the location of commercial, industrial and business uses. Goal: Support the creation and expansion of businesses within Montrose County. Action 3: Coordinate with the City of Montrose and other entities to assure that future development adjacent to the airport is compatible with airport plans. Recreation and Tourism (page 28). Specific goals and objectives regarding MTJ include: Goal 4: Maintain the functionality of the Montrose Regional Airport. Objective 1: Promote compatible land uses adjacent to the airport. Action: Coordinate with the City of Montrose and other entities to assure that future development adjacent to the airport is compatible with airport plans. Objective 2: Assure that there is adequate area for expansion of the airport. Action: Amend and/or adopt codes to create a non-residential buffer around the airport. Objective 3: Coordinate with other entities on the airline guarantee program. Action: Support actions to fund the airline guarantee program. Land Use (page 35). Specific goals and objectives regarding MTJ include: Goal: Minimize the conflicts between the airport and surrounding land uses. Objective: Limit the amount of residential development adjacent to the airport. Action 1: Designate areas adjacent to the airport as commercial and industrial through the land use maps of the Master Plan in coordination with the adopted Airport Master Plan. Action 2: Amend the Zoning Resolution to create a low density buffer area surrounding the airport. Overlay Designation (page 59). Specific goals and objectives regarding MTJ include: The Montrose Regional Airport is both an amenity and an economic driver for the community. The goal of the Airport Buffer Overlay Designation is to allow for future expansion of the airport as necessary by encouraging compatible uses adjacent to the airport. Commercial and industrial uses are encouraged over residential uses in this area. Due to the airports proximity to the City of Montrose, efforts need to be made to ensure that the City s plans and regulations are compatible with the County s plans adjacent to the airport. It is recommended that the zoning resolution be updated to create an Airport Buffer Overlay District. Montrose County Zoning Ordinance The current Montrose County Zoning Resolution (February 2015) does not include a reference to MTJ. Montrose County Subdivision Ordinance Section 3.19 (Page 20) of the Montrose County Subdivision Regulation (rev. September 2015) establishes an Airport Influence Area and introduces regulations in the influence area and Part 77 Conical and 2-42 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

47 Approach surfaces. The subdivision ordinance also require an Avigation Easement. Figure 2-27 depicts the Airport Influence Area based on the current county zoning map. Figure Airport Influence Area Source: Montrose County GIS, CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-43

48 Additional language in the Subdivision Ordinance includes the following: ( )Pursuant to C.R.S , properties proposed for subdivision that are located within the Influence Area, the Conical Surfaces, or the Approach Surfaces of the Montrose Regional Airport are subject to certain development restrictions as delineated in the Montrose Regional Airport Master Plan/Layout Plan, which is adopted and incorporated herein by reference. Said restrictions vary by the area or surface within which the property is located and shall be documented on the Final Plat by the applicable Standard Plat Note; either the "Standard Plat Note for Airport Influence Area" [Ref. Appendix B], or the "Standard Plat Note for Airport Conical and/or Approach Surfaces" [Ref. Appendix B]. Within each area or surface, execution and recording of an Avigation Easement [Ref. Appendix C] shall be required with each subdivision or exemption. Additional regulations regarding plan notes are included: Standard Plat Note for Airport Influence Area This property is located within the Airport Influence Area of the Montrose Regional Airport. The Montrose Regional Airport is a busy Airport used by piston and jet aircraft and is open 24 hours a day, seven days a week. Properties within the Airport Influence Area are subject to overflights and the effects thereof, which may include but are not limited to noise, vibration, fumes, dust, and impingement. Specific height restrictions will apply, depending on location. Development requires an avigation easement. Development also requires the filing of FAA Form-7460, Notice of Proposed Construction, where applicable. Specific height restrictions will apply depending on location. The following plat note is required on all Minor Subdivision Plats, Final Plats and Exemption Plats containing lots located within conical and/or approach surfaces of the Montrose Regional Airport. Standard Plat Note for Airport Conical and/or Approach Surfaces This property falls within the conical surface and/or approach surface of the Montrose Regional Airport. The Montrose Regional Airport is a busy Airport used by piston and jet aircraft and is open 24 hours a day, seven days a week. Properties within the conical surface and/or approach surface will be subject to overflights and the effects thereof which may include but is not limited to noise, vibration, fumes, dust, and impingement. Development requires an avigation easement and the filing of FAA Form-7460, Notice of Proposed Construction. Specific height restrictions will apply depending on location. No development or structure that may compromise Airport navigational aids or flight operations will be allowed ( ) City of Montrose Surrounding Land Uses/Zoning According to the current city zoning map, airport property is zoned Light Industrial. Other land uses and zoning of land adjacent to the airport under city jurisdiction include Highway Commercial, General Commercial, General Industrial, Residential, General Residential, Light Industrial, and General Agricultural. Figure 2-28 depicts the current city zoning map for areas adjacent to the Airport DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

49 Figure County Zoning Map Source: City of Montrose, CH2M (2016) MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-45

50 City Comprehensive Plan The city s comprehensive plan (adopted March 2006) includes discussion of the airport in Chapters 10 and 11: Chapter 10 Connect Roads and be Transit Friendly Section 10.1 Transportation Goal, Policies and Actions (page 10-2) Policy 17.9: Encourage expansion of the airport including: Terminal to accommodate peak traffic, Parking facilities, Direct air service to more major cities, Pedestrian/bikeway connection to Downtown from the airport. Section 10.8 Airport Improvements (page 10-11) The Airport is an important asset to Montrose. The Montrose Regional Airport is owned by Montrose County, but it lies within the municipal limits of the City. The Airport serves a broad area of west-central Colorado, including the Telluride Ski Resort in San Miguel County as well as portions of Delta and Ouray Counties. Even though the Town of Telluride also has an airport, due to its limited size and weather constraints, the majority of Telluride-bound air travelers arrive at the Montrose Airport. About 75 percent of inbound Montrose passengers are bound for San Miguel County (Telluride Ski Resort). The Montrose Regional Airport Master Plan details needed improvements, including: terminal building expansion, taxiway extension, facility buildings, traffic control tower, and expanded parking area. To preserve the long-term viability of the Airport, noise- tolerant land uses should be assigned to land adjacent to the runway, such as commercial and industrial uses. Other land uses can be allowed if they are made noise-tolerant and if property owner notifications are in place. The Airport Master Plan includes a table of various land uses and their Airport compatibility (based on noise level tolerance). Chapter 11 Provide Public Services and Facilities Necessary for Health, Safety and Welfare Section 11, Appendix 1 Employment (page 13) The Montrose Regional Airport is owned by the county, but it lies within municipal city limits. In January 2006, the County finalized an agreement to privatize the Fixed Base Operator at the Airport and turned over fueling, ground support and other services to Black Canyon Jet Center. The privatization will result in several million dollars of construction of new facilities. The Airport serves a broad area of west-central Colorado, including the Telluride Resort in San Miguel County as well as portions of Delta and Ouray Counties. Montrose Regional Airport has daily service to Denver and Phoenix and seasonal flights to Dallas, Salt Lake City, Chicago, Houston, Los Angeles, and Newark. The Telluride Ski Resort is the major destination in the Montrose area with about 75 percent of inbound passengers bound for San Miguel County (Telluride). The town of Telluride also has an Airport, but it lacks the capacity to handle large planes and is often closed due to weather and limited visibility. Local residents are employed by the Airport as well as by concessionaires and businesses based at the Airport. According to a BBC Research and Consulting/ study completed in 2002, direct employment in Airport operations represents 20 annual positions. Airport maintenance, which includes annual capital construction occurring at the Airport, supports 2-46 DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

51 30 additional construction jobs per year. Finally, the airlines employ approximately 74 fulltime local positions including baggage handling, security and customer service. Airport affiliated businesses include enterprises such as rental cars that lease space at the Airport, engine manufacturing and repair companies, and the privatized FBO, which provides fuel, ground support, deicing, catering and other services. The City also has developed an airport business park that offers a unique location for businesses that rely on direct airport access. There were three airline/engine repair services and one aircraft development firm that were dependent on airport proximity and employed a total of 140 persons in The City has aggressively moved to capitalize on the economic benefits of a regional Airport by collaborating to support development of the Montrose Airport Business Park, which is contiguous to the Airport and provides a platform for industrial development. Most importantly, the Montrose Airport and its subsidized flights allows a professional class and second homeowners to live in the Montrose area, take advantage of its quality of life and low housing costs, while still maintaining convenient access to the rest of the United States. City Zoning Ordinance and Other City Regulations The current City of Montrose Zoning Regulations (July 2010) or other city regulations do not include reference to MTJ. 2.6 Environmental Setting Examining environmental factors in this 2016 Master Plan will assist the sponsor in comprehensively evaluating Airport development alternatives and for providing information that will expedite future environmental documentation. In addition, the FAA recommends the planning process consider the needs for future environmental review processes. The FAA s Environmental Desk Reference for Airport Actions was used in identifying potential environmental impacts specific to MTJ considered in this document (FAA, 2015). Early identification of these environmental factors may help to avoid impeding development plans in the future Floodplain The Federal Emergency Management Agency (FEMA) maps areas within a 100-year floodplain (i.e., 1 percent annual chance of flood) and 500-year floodplain (i.e., 0.2 percent annual chance of flood) Figure 2-29 depicts the floodplains near MTJ. Based upon FEMA data, Cedar Creek, which runs under Runway 17/35, is identified as a 100 year flood plain. MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-47

52 Figure Flood Zone Map Source: Corgan DRAFT MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016

53 2.6.2 Wetlands 2 INVENTORY OF EXISTING CONDITIONS An important environmental factor when developing alternatives is the presence of wetlands near the airport. According to the U.S. Fish and Wildlife Service s National Wetlands Inventory (NWI) map, Figure 2-30, there are wetlands located near the northern portion of the Airport property, approximately 0.5 miles from Runway End 17. The wetland stretches approximately 2.5 miles north and measures approximately 85 acres. Figure MTJ Wetlands Map Source: Corgan 2016 MONTROSE REGIONAL AIRPORT MASTER PLAN UPDATE 2016 DRAFT 2-49