Appendix K: Airport Service Areas

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Myron Greer
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1 Aendix : Airort Service Areas Service Areas and Access Accessibility, both by air and ground, is imortant to efficient use of air-transortation. Overall growth, at both the national and regional level, is exected to continue fueling future travel demand and increase current levels of commercial airort and urban roadway congestion. Total tri times for air transortation has increased over the ast decade due to eak hour caacity issues on runways and roads, increased overall use of each system on a daily and annual basis, and increased security demands at the airorts and for aircraft oerations. The U.S. urban land use attern is now more sread out, with jobs increasingly disersed throughout the region. The regional system of airorts should reflect the trends in longterm urban develoment, oulation and emloyment atterns. Regional Growth Management & Airort Service Areas Poulation growth and land use develoment rovide both constraints and oortunities. The regional growth management lan, in coordination with local communities, defines when and where the growth is likely to occur, including tye and density of develoment. A tool for alignment of the aviation system with the Develoment Framework is the use of airort service areas to relate regional and aviation forecasts and lans. Airort service areas have been identified for the Major, Intermediate and Minor system airorts; they are used to reflect current forecast demand, at a regional and sub-regional level, for the 2030 lanning horizon. The functional roles of the airorts, and how the system is oerated, results in tyes of service caabilities that are almost mutually exclusive between the different classes of airorts. There are two tyes of criteria used in the aviation olicy lan to define airort service areas; one reflects air access to local destinations from the articular airort for itinerant aircraft users, and the other reflects local ground access by based-aircraft users from their home or work locations to their referred airort, or others using MSP air services. The service areas defined by ground access users are identified by surface travel times on the future 2030 highway system. age -1

2 MSP and Metro Reliever Airort Service Areas The service area for MSP International Airort reflects the fact that it is the region s only Major airort and rovides service to many different tyes of air-service roviders, and different user grous accessing the airort by multimodal surface transortation. Predominant users of the airort can be groued as follows: airline assengers, arriving by ersonal auto, and they originate their tris in all travel time zones, other users, are also characteristic within different travel zones for MSP: within the 15 minute zone for examle, a tyical user grou would be hotel courtesy vehicles and arking shuttle services, within the 30 minute zone would be transit bus, shuttles, taxis and light rail transit, within the 45 minute zone would be rental vehicles, the 60 minute zone is the MSP rimary service area within which most of the ersonal auto access is catured, from 60 to 90 minutes there is a combination of ersonal auto and for-hire access, within and beyond the 90 minute travel time there is an increase in the for-hire user grou. General ground access indicates service otential; it does not necessarily indicate where assenger, cargo or airline/airort emloyees origins and destinations occur. Over time cargo users and emloyees may tend to gravitate to certain areas around the airort, but many assengers will still tend to come from all over the greater metro region. Each of these grous will exerience different levels of congestion and bottlenecks on their way to the airort. A searate O/D analysis is long overdue to identify IRCs and other road, turn lane, signal, bridge, signage, or transit links imortant to the total air tri travel time, and therefore imortant to be recognized in the TIP. Total tri time for air transortation is imortant as a cost factor to the region s economy and cometitiveness. Multimodal access, at least within certain distances/ links to the airort, should be art of an otimized transortation system. The erformance measure used in the NPIAS for access and location of airorts at the national level uses a 60 minute criteria for scheduled air service airorts, and 30 minutes for general aviation airorts. In urban areas the 30 minute criteria is also interreted as aroximately 20 minutes driving time. Figure -1 deicts the 60 minute threshold defining the MSP 2030 rimary travel shed; also deicted is the combined 30 minute travel shed for the system reliever airorts. A large ortion of the central MUSA area is not within the access area of a reliever airort; develoing ortions of Scott County and the Lake Minnetonka area are also further removed. MSP access is less to the north and west due to higher density develoment and congestion. age -2

3 Metro Collar County Airort Service Areas Airort role and function reflect the airort s location, airsace in relation to other airorts, and navigational/landing aids. Figure -2 deicts the 60 minute service area for the St. Cloud airort and a combined 30 minute service area for all the remaining ublic airorts in the collar counties. Most of the metro airorts [generally] have higher caabilities and levels of service than adjacent-county airorts, and are generally exected to retain or attract users from further away. These service areas can obviously be enlarged or decreased by changes in facility caabilities, system role, or changes in costs and service levels. For examle: Forest Lake airort in northern Washington County is exected to have an increased resence in the system through a role change from Secial Purose, to Minor airort; White Bear Lake airstri, formerly a rivate airort [Benson s] but now ublically owned, located in Ramsey County may by legal agreement be closed in The airort at River Falls, in Pierce County-WI was closed to allow develoment of a new high school - its service area has disaeared from the ma. Some of the system airorts are essentially being built-out (e.g. Crystal and So. St. Paul), and from a rosective users viewoint, looking to base their aircraft, those facilities are limited. Until recently, most metro airorts have had hangar waiting lists. Secial Purose Airorts Service Areas A few facilities in the metro area and collar county area have rivately-owned, ublic-use airorts that are included in the SASP and RASP as deicted in Figure -3. Some of these facilities may eventually transition into the national lan of integrated airorts (NPIAS) and become eligible for federal airort imrovement rogram funding. This category of airort is not only distinguished by tye of ownershi, but is usually characterized by turf runways. The category also includes sealane bases and heliort sites. The Stanton airort is rimarily used by glider enthusiasts, and the Forest Lake airort is ursuing construction of a aved runway in order to fulfill its new role as a Minor system facility. The users at these facilities are in general low-time fliers, and as urban develoment encroaches on rivate, ersonal-use airstris these secial urose facilities may be attractive for relocation due to lower costs than ublic owned airorts. age -3

4 o Scheduled Service - MSP Minneaolis St. Paul International Average travel time* 60 min or less Metro Public Airorts with aved runways of 5000' or more with aved runways less than 5000' Average Travel Time* 30 Minutes or Less 2030 MUSA** * by TAZ PM eak levels ** Only MUSA beyond 30 min. travel areas shown MCL EOD SIB LEY MILLE LACS POL ISANTI CHIS AGO SHERBURNE ANOA Forest Lake WR IGHT Anoka Co Blaine CARVER Crystal HENNEPIN Flying Cloud SCOTT MSP o RAMS EY Airlake St. Paul Downtown South St. Paul DAOTA WASHIN GTON Lake Elmo Miles GOODHU E LE SUEUR RICE ST CROIX PIERCE Figure -1: Metro Area Public Airort Service Areas June age -4

5 o Scheduled Service St. Cloud Regional Average travel time* 60 min or less Collar Co. Public Airorts with aved runways of 5000' or more with aved runways less than 5000' Average Travel Time* 30 Minutes or Less 2030 MUSA** * by TAZ PM eak levels ** Only MUSA beyond 30 min. travel areas shown o Buffalo MILLE LACS Princeton St. Cloud ISANTI SHERBURNE WRIGHT ANOA Cambridge HENN EPIN RAMSEY Rush City POL CHISAGO WASHINGTON Osceola New Richmond ST CROIX Figure -2: Collar County Public Airort Service Areas MCLEOD Glencoe CARVER PIERCE SIBLEY SCOTT DA OTA Red Wing Miles Le Sueur LE SUEUR RICE Faribault GOODHUE June age -5

6 Secial Purose Aviation Facilities X Airorts with Turf Runways Floatlane and Amhibious GAircraft Base Average Travel Time* 30 Minutes or Less Permitted Sealane Surface Waters within 7 County Area Only 2030 MUSA** * by TAZ PM eak levels ** Only MUSA beyond 30 min. travel areas shown Winsted Airort X MCLEOD SIBL EY X Leaders Airort MILLE LACS SHERBURNE HENNEPIN CARVER ISAN TI CHISAGO ANOA POL WRIGHT Surfside Sealane Base Miles LE SUEUR RICE G RAMSEY G SCOTT DAOTA Stanton Airort WASH IN GTON ST CROIX Wiline PIERCE Sealane Base X GOODHUE Figure -3: Secial Purose Aviation Facilities June age -6

Appendix J: National and State Airport Classifications

Appendix J: National and State Airport Classifications Appendix : National and State Airport Classifications The National Plan of Integrated Airports (NPIAS) is constantly updated as state and local airport and system plans are completed and accepted by the