1 PURPOSE AND NEED 1.1 INTRODUCTION

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1 1.1 INTRODUCTION 1 PURPOSE AND NEED This Environmental Assessment (EA) addresses projects at Juneau International Airport (JIA) that are the direct outcome of a Master Plan prepared for the airport and approved by the City and Borough of Juneau (CBJ) Assembly in The Master Plan provides projections of aviation demand, demand/capacity analysis, and determination of facility requirements for a 20-year planning horizon. Four projects within the 20-year Master Plan (Figure 1-1, Proposed Development) have been identified as requiring preparation of an EA (Federal Aviation Administration [FAA] Order A, paragraph 22). The need for these projects has been identified by the FAA and the Master Plan (demand/capacity analysis and determination of facility requirements). These four projects are: + Runway Safety Area (RSA) Improvements. The purpose of this project is to bring the airport into compliance with FAA regulations. The FAA action required for this project is funding and Airport Layout Plan (ALP) approval. Additional federal action required for this project is permitting. The time frame for this project is three years. + Snow Removal Equipment Building (SREB) and Sand Shed. The purpose of this project is to provide adequate shelter and storage for snow removal equipment, sand, pavement deicing and anti-icing compounds, and other materials and supplies. The FAA action required for this project is funding and ALP approval. Additional federal action required for this project is permitting. The time frame for this project is five years. + East Aviation and Helicopter Area. The purpose of this project is to provide area for fixed base operator facilities, hangars, helicopter operation facilities, and tiedowns. The FAA action required for this project is funding and ALP approval. Additional federal action required for this project is permitting. The development of this area will start at the time of environmental and permit approval and continue over the next 20 years. + Medium Intensity Approach Lighting System with RAIL (Runway Alignment Indicator Lights) (MALSR). The purpose of this project is to install a MALSR and access road at the east approach to the JIA runway to provide a visual guidance system that helps the pilot align with the runway. The FAA action required for this project is funding and ALP approval. Additional federal action required for this project is permitting. The time frame for this project is two years. The proposed projects listed above all have independent utility, although several projects address similar needs. For instance, the RSA Improvements and the MALSR both address safety issues. However, these two projects are not dependent on the existence of the other to fulfill their intended purpose either could work with or without the other. Similarly, the SREB complex would serve its 6/5/00 Page 1-1 Rev. 2

2 Insert Figure 1-1 6/5/00 Page 1-2 Rev. 2

3 purpose whether or not the East Aviation and Helicopter Area was constructed, and vice versa, although both projects address existing and future needs at the airport. Each of the four projects addresses different deficiencies, but because they are in proximity to one another, they are operationally interrelated and it is appropriate to consider them together in one environmental document. Five projects included in the Master Plan are categorically excluded from consideration under this EA and have independent utility from projects evaluated in this EA: Construction of acute-angled exit taxiways. Paving existing filled gravel tie-down areas. Construction of a new apron and ramp at the terminal expansion. Expansion of the terminal building to the east into the area currently occupied by rental cars. Conversion of Yandukin Drive to a two-way street by means of traffic islands and signage. Under FAA Order a, these types of projects are categorically excluded unless extraordinary circumstances exist. A review of the projects reveals that no extraordinary circumstances exist. These projects: 1) will not have effects on properties protected under the Historic Preservation Act; 2) are not expected to be highly controversial; 3) will not have significant impacts on natural, ecological, cultural, or scenic resources; 4) are not likely to disrupt or divide the community; 5) will not cause a significant increase in surface traffic congestion; 6) will not produce a significant impact on noise levels; 7) will not have significant impacts on air or water quality; and 8) will not be inconsistent with any federal, state, or local law. Therefore, these five projects will not be considered by this EA except as they contribute to cumulative impacts (see Chapter 4). Several other projects are ongoing at JIA including float pond improvements, west-end general aviation (GA) hangars, and east-end tie-down development. These projects have completed environmental documentation and will be included in the cumulative impact analysis in Chapter 4 of this EA. 1.2 DEVELOPMENT PROJECTS RSA Improvements The Federal Aviation Act charges the FAA with providing for a safe and efficient national airspace system. FAA accomplishes this in part by funding airport development that enhances aviation safety. RSAs are an example of airport development that help to accomplish this mission. Airports that provide scheduled air carrier service with passenger aircraft of 30 seats or more are required to hold an Airport Operating Certificate from FAA issued under Federal Aviation Regulation (FAR) Part 139. JIA is FAR Part 139 certified. This regulation requires, in part, that the airport provide for a standard RSA to the maximum extent practicable. This requirement must be met at the time that the airport implements an improvement project for the runway. JIA repaved its runway in the summer of Therefore, JIA is overdue in meeting this requirement and must make an effort to meet this requirement to maintain its certification. 6/5/00 Page 1-3 Rev. 2

4 The RSA is intended to provide a surface that will prevent damage to an airplane that lands short or long or that veers off the runway and enhance the ability of aircraft fire fighting and rescue equipment to access downed aircraft, minimizing the loss of life and injury. FAA standards require an RSA to be a cleared and graded area surrounding the runway. The RSA should also be properly drained; capable of supporting aircraft, snow removal equipment, and aircraft rescue/firefighting equipment; and free of objects, except those mounted on frangible supports such as runway lights. FAA design standards require that all runways have a sufficient RSA for the type of design aircraft. Safety area dimensions are based on aircraft performance and accident statistics. Based on these criteria for aircraft regularly using runway 8/26 at JIA, the RSA should be 500 feet wide and extend 1,000 feet beyond each end of the runway. The critical design aircraft for runway 8/26 is the Boeing which requires an 8,700-foot runway at maximum takeoff payload. The existing RSA extends about 250 feet past both runway ends. From the runway 26 end, the runway has an RSA width of 228 feet for the first 3,500 feet and a width of 480 feet for the rest of the 8,456-foot-long runway (Chapter 4, JIA Master Plan, 1999). In addition, the existing RSA has several deficiencies relating to potentially hazardous surface variations, including "... ruts, humps, depressions, and other surface variations" (FAA Letter of Correction, July 7, 1996). The provision of an RSA at the Juneau Airport that meets FAA design standards is considered very important because of the challenging terrain and weather conditions. The full RSA would provide an additional measure of safety, which when combined with other improvements at the airport such as the global positioning system (GPS) approach system, will substantially increase the safety margin for the traveling public. The JIA will request approval for funding of percent by the FAA for construction of the RSA upon approval of the environmental documentation. Construction of the RSA will begin immediately upon receipt of FAA funding and receipt of necessary permits and is expected to be completed within three years SREB and Sand Shed The Master Plan identifies the need for a new SREB as well as a new storage building for sand, pavement deicing and anti-icing compounds, and other materials and supplies. The airport currently has 18 pieces of snow removal and maintenance equipment valued at approximately $6.5 million. Funding for this equipment has come primarily from FAA. The existing maintenance facility, at 5,200 square feet, is inadequate to house this equipment, leaving the equipment outdoors exposed to the elements and subject to freeze-up and causing significant long-term damage. Both the existing maintenance facility and sand storage hangar are more than 37 years old and are not in compliance with all local building codes, employee accessibility laws, and worker safety per Occupational Safety and Health Administration (OSHA) codes. The sand storage hangar is also in a state of disrepair. FAA has emphasized the critical importance of a vehicle storage building to the longevity of the equipment they have funded to date and will fund in the future. Additionally equipment stored outside is not able to respond to snow removal operations efficiently due to the additional time involved in warming and clearing of snow. Prompt snow removal and deicing is 6/5/00 Page 1-4 Rev. 2

5 essential for safe airport operations. The equipment s sensitive electronic controls are subject to premature failure when continually exposed to inclement weather. The FAA has indicated that replacement of equipment that has failed because of weather damage prior to completion of its normal life-span will not be eligible for full funding. The airport maintenance crew uses about 5,000 cubic yards of sand each year to improve traction on icy aprons and taxiways during the winter. A sand storage building is needed to protect the sand from becoming saturated by rainfall and subsequently freezing when the weather cools. Deicing chemicals, such as urea, are also stored in the sand shed. In addition to the previous noted deficiencies, both the existing maintenance facility and the sand storage hangar are poorly sited with respect to operational safety. Since their construction, fixedwing and rotary-wing operations have grown around the facilities, requiring transit of heavy equipment through the aircraft operation areas en route to the runway. The Master Plan recommends that a new SREB and sand storage facility be constructed. The SREB should have a sufficient area to house most of the inventory of equipment, comply with current codes and laws, have long-term operational efficiencies, and allow convenient land-side access. Vehicle storage requires at least 23,000 square feet. Other maintenance and administrative requirements would bring the total square footage needed to 40,000 square feet. A sand storage facility with a capacity of 5,000 cubic yards of sand would need an area of 9,500 square feet, and should be colocated with the SREB East Aviation and Helicopter Area GA facilities at the airport include fixed-base operator (FBO) facilities, T- and conventional hangars, floatplane slips, and aircraft parking apron/tiedowns. The Master Plan demand/capacity and facility requirements analysis identified a need for 24,700 square yards of tie-downs, including taxi lanes, to accommodate 35 based and transient GA aircraft within the next five years. This total square yardage includes taxilanes. Facilities currently under construction as well as planned facilities west of Duck Creek and in the floatplane pond were taken into account in computing these needs. The Master Plan recommends development of the needed tie-down aprons in the area between the Wings of Alaska hangar and the TEMSCO helicopter facility. Tourism activities, area businesses and industries, and the availability of maintenance and fuel services attract transient aircraft to an airport. Transient ramp areas are used for loading and unloading passengers, for short-term parking by aircraft using the airport's facilities, or for those visiting the area. A planning factor of approximately 700 square yards per tie-down reflects the diverse mix of transient aircraft, including large corporate and military aircraft using the airport on a regular basis. In addition to the transient aircraft requirements, FAA planning guidelines recommend that tie-down spaces be provided for all based aircraft not stored in hangars. Approximately 40 percent of the aircraft based at the airport are currently tied down. Tie-down requirements also include a provision for the tie-down of 70 percent of the based floatplane fleet, which are stored in slips during the summer, but require a tie-down apron area during the winter. 6/5/00 Page 1-5 Rev. 2

6 Helicopter operations at the airport are currently located in three areas: near the east end of the airport, just east of the terminal building, and west of the terminal building. Location of helicopter operations both east and west of the terminal building results in mingling of rotary-wing and fixedwing operations which is undesirable from a safety standpoint. In addition, the helicopter operations in those areas increase noise in adjacent residential areas. The Master Plan forecasts increases in helicopter operations that will lead to increased conflicts between the fixed- and rotary-wing operations. There are currently 31 helicopters based at the airport. As the helicopter fleet increases, so will the need for associated storage and operations areas. Several helicopter operators have no room to expand at their present locations. The Master Plan recommends locating all helicopter operations near the east end of the airport. This location will provide room for forecast increases in helicopter operations as well as consolidating rotary-wing operations and decreasing noise in residential areas MALSR The FAA has identified the need for a MALSR at the east approach to the JIA runway (FAA, Anchorage National Airspace System Implementation Center, March 11, 1999). The MALSR would be directly funded by the FAA and constructed within five years of environmental approval. The MALSR provides a visual guidance system for aircraft approaching an airport by helping the pilot align properly with the runway. This navigational aid (navaid) would increase safety for aircraft landing on runway 26. A MALSR currently exists off the west end of the runway to guide aircraft landing on runway 8. The MALSR is a series of lights on standards that align with the runway centerline. The system would consist of a total of 12 light towers. The towers would be at 200-foot intervals, beginning at the east end of the runway, at the runway threshold. If the full RSA is constructed, the first five lights would be flush with the surface of the RSA, and would not require towers or additional fill. The lighting system extends a total of 2,400 feet from the runway threshold. The system provides both steady burning and flashing lights. The lights for the flasher system sequence toward the runway threshold and appear as an arrow or pointer from the aviator's perspective during the approach phase of the flight. The system is activated by the Air Traffic Control Tower (ATCT) and is not intended for constant use. The system is especially important for instrument approaches that are now available using the GPS. The MALSR allows a more secure transition from instrument navigation to visual navigation on approach. A 12-foot-wide at-grade road along the lighting system is proposed to properly repair, maintain, and test the system. The road would allow maintenance crews vehicular access to the light towers at low tide cycles. This minimal footprint road system would provide access for a ¾-ton utility vehicle. The vehicle is needed to carry replacement equipment, tools, and maintenance personnel. For example, the equipment needed to repair a light would consist of a replacement flasher unit weighing approximately 75 pounds, tools, and a ladder. The last light bar is close to one-half mile from the threshold. Due to the importance of the approach lighting system in establishing approach minima and 6/5/00 Page 1-6 Rev. 2

7 its role in safe visual acquisition of the runway environment during reduced visibility approaches, a maintenance road for the lighting system is considered an essential component of the development. 6/5/00 Page 1-7 Rev. 2