DRAFT MASTER PLAN UPDATE

Transcription

1 DRAFT MASTER PLAN UPDATE CHAPTER I: INVENTORY AND DESCRIPTION OF EXISTING CONDITIONS DRAFT REPORT APRIL 2017 PREPARED BY:

2 Table of Contents 1 INVENTORY AND DESCRIPTION OF EXISTING CONDITIONS Regional Settings Historical Aviation Activity Passenger Enplanements Aircraft Operations Overall Traffic Heavy Aircraft Operations Based Aircraft Airport Financial Data General Information Revenues and Expenses Passenger Facility Charges Airport Leases and Agreements Airfield and Airspace Terminal Area Airspace System Airspace Classification and Utilization Terminal Airspace Air Traffic Management Operational Limitations (Surrounding Airports) Runway System Weight Restriction Runway Design Code (RDC) Airport Reference Code (ARC) and Design Aircraft Runway Safety Area Taxiway System Non-Movement Area Apron characteristics Commercial Apron Remain-Overnight-Parking Engine run-up areas Deicing areas Navigational and Visual Approach Aids Navigational Aids Visual Aids Windsocks Airport Surveillance Radar (ASR) i

3 Rotating Beacon Weather Station Airfield Signage and Markings Runway/Taxiway System Utilization Meteorological Conditions Runway Utilization Taxiway Utilization Operational Procedures Noise Abatement Procedures Helicopter Operations November Route Sierra Route Whiskey Route Echo Route On Airport Modification of Standards Commercial Passenger Terminal Facilities Departure/Arrival Hall Ticket Counter Area Security Checkpoint Boarding Lounge (Holdroom) Baggage Claim Area Concessions Gate Utilization and Parking Apron Area Mechanical Areas Airline Operations Other Office Space General Aviation (GA) Facilities Fixed Base Operators (FBOs) Tiedown apron areas T-Hangars Corporate Operators Auto Parking Based Aircraft Flight Schools and Pilot Shops Support Facilities FAA Facilities (Air Traffic Control Tower) Airport Operations Facilities Airport Administration Airport Maintenance and Storage Aircraft Rescue and Fire Fighting (ARFF) Facilities Deicing Equipment Snow Removal Equipment ii

4 1.7.3 Fuel Storage Facilities Former Air National Guard Facilities Background Buildings Airport Access, Circulation, and Parking Highway and Road Access Local and Regional Access Airport Circulation and Service Roads Airfield Access Public Transportation Taxi and Limousine Service Mass Transportation Parking Curb Side Rental Car Facilities and Activity Shuttles Airport Signage Passenger Characteristics Modal Share Pedestrian Access Airport Utilities Water and Sanitary Sewer Water Sanitary Sewer Communications Heating and Cooling Electrical Power Supply Historical Consumption Data APPENDIX iii

5 List of Figures FIGURE 1-1: AIRPORT VICINITY MAP FIGURE 1-2: HISTORICAL PASSENGER ENPLANEMENTS FIGURE 1-3: HISTORICAL AIRCRAFT OPERATIONS FIGURE 1-4: HISTORICAL ANNUAL OPERATIONS FIGURE 1-5 AIRSPACE CLASSIFICATION FIGURE 1-6: HPN REGIONAL AIRSPACE FIGURE 1-7: EXISTING AIRPORT DIAGRAM FIGURE 1-8: FACILITIES PLAN FIGURE 1-9: FACILITIES PLAN - NORTH EAST FIGURE 1-10: FACILITIES PLAN - SOUTH EAST FIGURE 1-11: FACILITIES PLAN - WEST FIGURE 1-12: NAVIGATIONAL AIDS FIGURE 1-13: ALL WEATHER WIND ROSE FIGURE 1-14: VFR WIND ROSE FIGURE 1-15: IFR WEATHER WIND ROSE FIGURE 1-16: RUNWAY UTILIZATION FIGURE 1-17: TAXIWAY FLOWS FIGURE 1-18: NOISE ABATEMENT PROCEDURES FOR LARGE AND LIGHT AIRCRAFT FIGURE 1-19: HELICOPTER VFR DEPARTURES AND ARRIVALS FIGURE 1-20: PASSENGER TERMINAL BUILDING APRON AND GATES FIGURE 1-21: COMMERCIAL PASSENGER TERMINAL LAYOUT 1 ST FLOOR FIGURE 1-22: FBO FACILITIES WEST FIGURE 1-23: FAA ATCT FIGURE 1-24: AIRPORT MAINTENANCE FACILITY FIGURE 1-25: MAINTENANCE FACILITY AERIAL AND DEICING TANKS FIGURE 1-26: BUILDING FIGURE 1-27: AIRPORT FUEL FARM FIGURE 1-28: FORMER AIR NATIONAL GUARD SITE FIGURE 1-29: EXISTING LAYOUT OF THE FORMER ANG SITE FIGURE 1-30: REGIONAL MAP FIGURE 1-31: LOCAL MAP FIGURE 1-32: ACCESS AND PARKING MAP FIGURE 1-33: CURBSIDE MAP FIGURE 1-34: WESTCHESTER COUNTY AIRPORT AIRSPACE... 2 FIGURE 1-35: AIRFIELD SIGNAGE AND MARKING PLAN SECTIONS 2 AND FIGURE 1-36: AIRFIELD SIGNAGE AND MARKING PLAN SECTIONS 4 AND FIGURE 1-37: AIRFIELD SIGNAGE AND MARKING PLAN SECTIONS 6 AND FIGURE 1-38: AIRFIELD SIGNAGE AND MARKING PLAN SECTIONS FIGURE 1-39: WATER AND NATURAL GAS MAP... 7 FIGURE 1-40: SANITARY SEWER MAP... 8 FIGURE 1-41: ELECTRICAL POWER AND TELECOMMUNICATIONS MAP... 9 iv

6 List of Tables TABLE 1-1: HISTORICAL PASSENGER ENPLANEMENTS TABLE 1-2: HISTORICAL AIRCRAFT OPERATIONS TABLE 1-3: HISTORICAL ANNUAL OPERATIONS TABLE 1-4: HISTORICAL AIRCRAFT OPERATIONS BY TYPE TABLE 1-5: 2012 HEAVY AIRCRAFT OPERATIONS TABLE 1-6: HISTORICAL BASED AIRCRAFT TABLE 1-7: 2012 BASED AIRCRAFT BY TYPE TABLE 1-8: AIRPORT REVENUES AND EXPENSES TABLE 1-9: AIRPORT LEASES & AGREEMENTS TABLE 1-10: AIR TRAFFIC DEPARTURE GATES TABLE 1-11: HEAVIEST AIRCRAFT AT HPN TABLE 1-12: AIRCRAFT APPROACH CATEGORY (AAC) TABLE 1-13: AIRPLANE DESIGN GROUP (ADG) TABLE 1-14: VISIBILITY MINIMUMS TABLE 1-15: RUNWAY DECLARED DISTANCES TABLE 1-16: RUNWAY CHARACTERISTICS TABLE 1-17: RUNWAY CHARACTERISTICS TABLE 1-18: RUNWAY SAFETY AREAS TABLE 1-19: TAXIWAY CHARACTERISTICS TABLE 1-20: OPERATIONAL MINIMUMS TABLE 1-21: SIGNAGE AND MARKING INVENTORY TABLE 1-22: ALLOWABLE CROSSWIND COMPONENT PER RUNWAY DESIGN CODE TABLE 1-23: WEATHER CONDITIONS TABLE 1-24: ALL WEATHER WIND COVERAGE TABLE 1-25: VFR WIND COVERAGE TABLE 1-26: IFR WIND COVERAGE TABLE 1-27: TEMPERATURE TREND AND PRECIPITATION TABLE 1-28: MODIFICATION OF STANDARDS TABLE 1-29: AIRLINE OPERATIONS TABLE 1-30: FBO FACILITIES TABLE 1-31: FBO AERONAUTICAL SERVICES TABLE 1-32: AVIATION CORPORATE FACILITIES TABLE 1-33: GA CAR PARKING INVENTORY TABLE 1-34: 2012 DETAILED LIST OF BASED AIRCRAFT TABLE 1-35: HPN FREQUENCIES TABLE 1-36: AIRCRAFT RESCUE AND FIRE FIGHTING EQUIPMENT CHARACTERISTICS TABLE 1-37: SNOW REMOVAL EQUIPMENT TABLE 1-38: FUEL FARM CHARACTERISTICS TABLE 1-39: OBSERVED AIRPORT ACCESS TRIP ORIGINS (2005) TABLE 1-40: FAA SURVEY MODE SHARE (2005) TABLE 1-41: HISTORIC WATER CONSUMPTION TABLE 1-42: HISTORIC FUEL OIL CONSUMPTION IN GALLONS (WESTCHESTER COUNTY FACILITIES)* 1-79 TABLE 1-43: HISTORIC POWER CONSUMPTION IN MEGAWATT-HOURS (WESTCHESTER COUNTY AIRPORT ACCOUNTS)* v

7 1 INVENTORY AND DESCRIPTION OF EXISTING CONDITIONS The review and inventory of existing conditions are an essential part of any airport master plan. In order to provide a summary of the present conditions it was necessary to gather the most up-to-date data pertaining to the regional and environmental settings, facilities, regulations, and operational conditions of Westchester County Airport (HPN). The data collection process began almost immediately after the project kick-off meeting held on November 13, An extensive amount of data including the 1987 Master Plan, a number of past and ongoing studies, property and tenant records, environmental documents and findings, policies and agreements, as well as airport operations records and drawings were provided by Westchester County (the County) and Airport Management. In addition, a number of meetings with Airport Operations staff, Air Traffic Control Tower (ATCT) staff, airlines, airport tenants, and first responders provided valuable insight into day-to-day functioning of the Airport. The remainder of the data collection effort was concentrated on visits and personal interviews of the fixed-base operators (FBOs) and corporate tenants. The base year established for the Master Plan Update was Nonetheless, during the course of the study, the inventory was updated to reflect changes that have occurred at the Airport. The updated information is generally noted in footnotes throughout the chapter. The information contained in this chapter is broken down into the following categories: 1. Regional settings 2. Historical aviation activity 3. Airport financial data 4. Airfield and airspace 5. Commercial passenger terminal 6. General aviation (GA) facilities 7. Support facilities 8. Former Air National Guard facilities 9. Airport access, circulation, and parking 10. Airport utilities 1.1 Regional Settings Westchester County Airport is located in the northern suburbs of New York City, about four miles northeast of the City of White Plains, New York, as depicted in Figure 1-1. The Airport is adjacent to the New York - Connecticut border and serves Fairfield County in Connecticut as well as Westchester County in New York. It is located in the Town/Village of Harrison, the Town of North Castle and the Village of Rye Brook, NY. The area surrounding the Airport includes residential areas, corporate offices, schools and universities, hotels, and other facilities. The Airport is situated near the Kensico reservoir that supplies drinking water to New York City and Westchester County. 1 1 Westchester County Resolution

8 Figure 1-1: Airport Vicinity Map 1-2

9 1.2 Historical Aviation Activity This section presents an overview of the aircraft and passenger traffic at the Airport for the 10-year period of 2003 through All types of aviation activity have been reviewed as part of the data collection effort and are summarized in this section. The three existing categories of aviation activity are: Commercial aviation Military aviation (minimal at HPN) General aviation (GA) The historical data was gathered from Westchester County, the Airport Operations office, the Federal Aviation Administration s (FAA) Terminal Area Forecast (TAF) and the FAA s Air Traffic Activity Systems (ACAIS and ATADS). An air traffic data analysis generally uses the following metrics: Passenger enplanements for commercial aviation Aircraft operations for commercial, military and general aviation Based aircraft counts The data provided in this section is based upon the 10-year period starting January 2003 and ending December This data will be further analyzed during the aviation forecasting section of the master planning process Passenger Enplanements The passenger enplanements data shown in Table 1-1 reflects the air carrier and commuter operations. Table 1-1: Historical Passenger Enplanements Year Scheduled Non-Scheduled Total ,610 3, , ,677 4, , ,436 4, , ,400 10, , ,891 8, , ,411 6, , ,469 3, , ,960 4, , ,042 5, , ,902 5, ,064 Source: ACAIS, FAA Office of Airports As Figure 1-2 clearly reflects, total passenger enplanements for scheduled operations almost doubled between 2006 and 2009 due to the arrival of low-cost airlines at the Airport. The peak was observed in 2010, as the enplanements experienced a slight decrease in

10 1,200,000 1,000, , ,000 ACAIS 400, , Aircraft Operations Overall Traffic Figure 1-2: Historical Passenger Enplanements Aircraft Operations consist of the total number of landings and takeoffs at an airport. Westchester County Airport keeps records of their operations on a monthly basis in a published report called Airport Monitor. The sources of data for the production of this monthly publication are as follows: Airport Operations FAA tower strips 2 are counted by Airport Operations personnel for each day to produce a monthly internal report called HPN Aircraft Landing Stats, which provides the Airport Administration with the monthly breakdown of airport operations based on arrivals. This is further broken down into light and heavy aircraft by weight and distributed across the categories of airport based aircraft, transient general aviation aircraft and air carrier and government operations. Airline Operations Each airline provides the Airport with its monthly number of operations (landings and takeoffs) and passenger enplanements and deplanements. This is used to calculate the total number of airline operations and total number of passengers for the Airport Monitor. FAA HPN Tower The Tower provides Airport Administration via the total number of touch & goes as counted by FAA Tower personnel for the month. ANOMS The Airport Noise and Operations Monitoring System (ANOMS) from the noise office is used to provide inputs of complaint data, household counts, and number of complaints by municipalities. It is also used to provide the monthly noise data collected at each noise monitor site and also the monthly number of high range noise events (HRNE s) flagged by the system. Table 1-2 presents the aircraft operations for the past 10 years, and their distribution between airline, corporate, light GA, and government operations. 2 Tower Strips Federal Aviation Administration, JO U, Section 3, Flight Progress Strips. 1-4

11 Table 1-2: Historical Aircraft Operations Corporate Ops Light GA Airline Year Government Total Ops Touch & Based Transient Based Transient Go ,610 12,853 57,434 19,500 11,166 18, , ,136 12,494 65,188 20,094 12,132 16, , ,618 10,928 71,566 29,140 8,236 19, , ,882 10,122 74,468 30,922 8,710 18, , ,632 9,186 78,470 24,118 6,486 16, , ,508 6,838 66,326 25,368 4,948 12, , ,884 10,134 59,518 16,190 14,022 17, , ,516 10,422 62,556 13,282 18,574 14, , ,444 9,824 63,882 11,832 20,226 24, , ,032 11,300 62,866 8,470 17,034 29, ,109 Source: Airport Monitor, Westchester County Airport Figure 1-3 provides a graphical presentation of Table 1-2 by aircraft type the progression of each type of aviation activity during the past 10 years at the Airport. During this period, HPN did not experience any significant growth of traffic for any of the four activities present at the Airport. A peak can be clearly identified for the years 2005 to 2006 with the volume of traffic reaching the 180,000 operations level. A decline was observed in 2008 and 2009 concomitant with the national economic recession. Since then, the traffic has increased as the economy has stabilized. 200, , , , , ,000 80,000 60,000 40,000 20, Government Light GA Corporate Airline Figure 1-3: Historical Aircraft Operations 1-5

12 However, in terms of annual aircraft operations, the Airport has experienced during the 80s and 90s traffic levels relatively higher than during the past 10 years. Between 1985 and 2000, the Airport has regularly handled more than 180,000 annual operations, the highest being in 1987 with a total of 232,422 operations. This is shown in Table 1-3 and Figure 1-4 below: Table 1-3: Historical Annual Operations Year Total Operations Year Total Operations , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , , ,000 Total Operations 100,000 Peak Operations 50,000 0 Figure 1-4: Historical Annual Operations 1-6

13 A more detailed analysis of the past trends will be presented in Chapter 3, Aviation Forecast. The FAA also categorizes aircraft operations as local or itinerant. Local operations are operations performed by aircraft that remain in the local traffic pattern, execute simulated instrument approaches or low passes at the airport, and the operations to or from the airport and a designated practice area within a 20 - mile radius of the tower. 3 All other aircraft arrivals and departures generated by based or transient aircraft, including air taxi operations, flying in excess of 20 miles to or from an airport are considered itinerant operations. Aircraft operations are also classified as visual or instrument operations. The FAA has established rules that govern the procedures for conducting flight under visual conditions. These rules, known as Visual Flight Rules (VFR), require a pilot to stay at least a specified distance away from clouds and stay in areas where the visibility meets minimum requirements. When the VFR minimums cannot be met, Instrument Flight Rules (IFR) must be followed. IFR conditions, as defined in Federal Aviation Regulation (FAR) Part 91, occur when visibility is less than three miles and the ceiling is less than 1,000 feet above ground level. As such, an instrument operation is defined as any flight operating under IFR that has filed an instrument flight plan to or from an airport. Table 1-4 describes the general distribution of aircraft traffic between IFR Itinerant, VFR Itinerant and Local operations: Table 1-4: Historical Aircraft Operations by Type Year IFR Itinerant VFR Itinerant Local % 19% 11% % 21% 9% % 23% 10% % 24% 10% % 22% 8% % 25% 7% % 31% 11% % 34% 10% % 34% 12% % 31% 16% Source: FAA Air Traffic Activity System (ATADS) Heavy Aircraft Operations Due to existing facilities limitations and constrains, the Airport Rules and Regulations states that no aircraft with a certified maximum gross weight in excess of 120,000 pounds shall land or take off at the airport without prior permission of the Manager. An operator must call the airport in advance and request permission to land if this restriction (120, ,000lbs) is exceeded. 3 Federal Aviation Administration, Available: April 14,

14 Activity of such aircraft, called Heavy Aircraft, is monitored at the airport on a monthly basis. Table 1-5 presents the count of operations that were attributed to heavy aircraft in 2012: Table 1-5: 2012 Heavy Aircraft Operations Month B A319 BBJ B (MSG) MD-87 A320 JetBlue B Air Tran* A320 Total January February March April May June July August September October November December Totals , ,674 Source: Westchester County Airport * Air Tran ceased operations on August 11 th, 2012 and its heavy operations reflect departures only Based Aircraft The FAA defines a based aircraft as an aircraft that is operational and airworthy and is based at an airport for a majority of the year. The FAA keeps a record of Based Aircraft in their Terminal Area Forecast (TAF) report for all the airports included in the NPIAS. Table 1-6 shows the number of based aircraft at Westchester for the past 10 years. Table 1-6: Historical Based Aircraft Year Quantity Year Quantity Source: FAA Terminal Area Forecast (TAF), issued January 2013 Since 2011, between 310 and 312 aircraft were based every year at HPN, with a mixture of jets, turboprops and helicopters, making the airport one with a most diverse aircraft fleet. The FAA TAF report can present differences from the actual numbers of based aircraft at the airport, usually due to the date of revision. For 2012, the most updated data can be found in the Airport Master Record - Form 5010, accessible online. The latest form was reviewed on March 7, 2013 and reported

15 based aircraft, including 192 single-engine aircraft, 39 multi-engine aircraft, 82 jets, and 18 helicopters at the Airport, as shown in Table 1-7: Aircraft Type Table 1-7: 2012 Based Aircraft by Type Quantity Single Engine (SE) 192 Multi Engine (ME) 39 Jet (J) 82 Total Fixed Wing (SE+ME+J) 313 Helicopters 18 Gliders 0 Military Ultra-Light 0 Source: FAA Airport Master Record Form 5010, January Airport Financial Data General Information Westchester County Airport is owned by Westchester County and operated and managed under contract by AFCO AvPorts Management. Under the operating agreement, which expires in 2022, AFCO makes recommendations on rent, fee, and expense levels, which the County then adjusts as necessary and approves as part of its annual budgeting process. AFCO receives a fixed annual fee from the County in exchange for providing airport management services; labor costs incurred by AFCO personnel that staff the Airport are also paid for by the County out of Airport revenue and are included in the Airport s Annual Operating Budget Revenues and Expenses Table 1-8 presents revenues and expenses for the Airport for the County s Fiscal Years 2011, 2010 and Total airport operating revenue in FY2011 was $47.2 million. Revenue from airlines (primarily via terminal rentals and fees) accounted for 38.8% of total airport operating revenue. Other major sources of revenue are hangar rentals (21.4%) paid by the fixed based operators and corporate flight centers, fuel flowage fees (12.2%), parking and ground transportation revenue (7.0%) and rental car revenue (4.4%). The County has not collected landing fees at the Airport since January Airport operating expenses in FY2011 totaled $52.5 million. The largest categories for operating expenses were contractual services (28.1%) that include the management fee paid to AFCO and employee salary and benefits (26.2%). The Other Operating Expenses (36.1%) category constituted an uncharacteristically large portion of annual expenses in FY2011; the majority of the significant increase in that category can be attributed to a one-time transfer of funds from the Airport Operating Budget to the Capital Budget due to a decision by the County to fund certain capital projects from cash. 1-9

16 Table 1-8: Airport Revenues and Expenses FY2011 FY2010 FY2009 Airline Revenue Landing Fees ,416 Terminal Rents & Fees 18,326,179 17,229,230 17,119,964 Total Airline Revenue 18,326,179 17,229,898 17,301,380 Non-Airline Revenue Hangar Rentals 10,088,503 10,189,161 9,643,210 Fuel Flowage Fees 5,764,729 5,598,928 5,181,517 Land/Non-Terminal Facility Revenue 878, , ,403 Terminal Concessions 790, , ,220 Rental Car Revenue 2,071,771 2,466,317 2,224,745 Parking and Ground Transportation 3,322,389 3,082,760 2,881,457 Other Non-Airline Revenue 5,932,845 5,519,281 89,012 Total Non-Airline Revenue 28,849,045 28,338,884 21,195,564 TOTAL OPERATING REVENUE 47,175,224 45,568,782 38,496,944 Operating Expenses Personnel compensation and benefits 13,880,376 13,727,822 13,932,474 Communications and utilities 1,345,507 1,316,298 1,068,880 Supplies and materials 2,971,797 2,458,978 7,679,808 Contractual services 14,753,804 14,391,884 9,973,442 Insurance claims and settlements 635, , ,254 Other Operating Expenses 18,944,182 9,164,217 - Total Operating Expenses 52,531,489 41,731,786 33,309,858 OPERATING INCOME (5,356,265) 3,836,996 5,187,086 Non-Operating Revenue (Expenses) Interest Income 107, , ,458 Interest expense (522,600) (630,090) (754,723) Other Non-Operating Revenue 478, ,529 - Total Non-Operating Revenue (Expenses) 62,630 25,560 (488,265) NET TO COUNTY (5,293,635) 3,862,556 4,698,821 Source: FAA Form 127 After accounting for non-operating revenues and expenses, the Airport generated a net $5.3 million loss for the County in FY2011. This departure from the operating profits realized in FY2009 and FY2010 and is due to the one-time capital expenditures explained above. After the transfer of net revenue from the Airport, the County funds debt service on any debt instruments that were used to fund capital expenditures at the Airport; the County also incurs overhead costs resulting from administration budgeting, public affairs, and environmental coordination that are not included in the Airport Operating 1-10

17 Budget. Consequently, the net County revenue listed in Table 1-8 overstates the true net income generated by the Airport for the County Passenger Facility Charges In addition to the Airport s operating revenue, the County has collected a Passenger Facility Charge (PFC) at the Airport since 1992 under the Federal Aviation Administration s (FAA) PFC Program and has used the revenue to fund FAA-approved projects that i) enhance safety, security, or capacity; ii) reduce noise; or iii) increase air carrier competition. Currently, the Airport collects PFCs at the level of $4.50 per eligible enplanement and its PFC collection authority is estimated to expire on March 1, The Airport collected over $753,000 in PFC revenue in calendar year As of December 31, 2016, the County had an unspent PFC balance of $17.1 million Airport Leases and Agreements Pursuant to the County terminal use regulations, airlines operating at the Airport must enter into a Terminal Use Agreement (TUA) that details the methodology for determining airline rates and charges at the Airport. At the time of the writing of this chapter, the Agreements had an expiration of December 31, In addition to the airline Terminal Use Agreements, the County holds leases and agreements with FBOs, corporate tenants, and other tenants and concessionaires at the Airport. A list of the current lessees for the Airport can be found in Table 1-9. Table 1-9: Airport Leases & Agreements Party End Date Option Comments Concessions Agreements Airport Mart 12/31/ years News Stand / Dunkin Donuts Avis 11/17/ Car Rental Budget 11/17/ Car Rental Chase Bank 5/4/2013 Pending new agreement ATM in Terminal DLC Limo 11/17/ Taxi/Limo Service Enterprise 11/17/ Car Rental Hertz 11/17/ Car Rental Titan 7/31/ Airport Advertising Services Airport Mart Restaurant 6/30/ Restaurant Vanguard 11/17/ Car Rental Parking Agreements Westchester Airport Associates 7/31/ Build and operate parking garage Westchester Airport Associates 10/31/ Operate overflow parking lot Corporate Hangar Leases Aero Management 11/29/ year Hangar F Altria (Phillip Morris) 12/31/ Hangar D2 4 PFC collections were stopped by the FAA in May 2014 and were resumed in August On December 4, 2014 the County amended the Terminal Use Agreement to exercise the first five-year renewal option for the term January 1, 2015 through December 31,

18 Table 1-9: Airport Leases & Agreements Party End Date Option Comments Citigroup Inc. 5/31/ years Hangar E EJM (NetJets) 12/31/ Hangar 26 EJM Building Services (NetJets) 4/30/ years Hangar 6 Space and Building 11 IBM 12/31/ Hangar W Interlaken Capital Aviation 6/18/ Interlaken/Pepsi Hangar International Paper 12/31/ Lease a portion of Hangar F Signature West (ex-jet Systems) 8/31/ years FBO Hangar E JP Morgan Chase Bank 3/31/ years Hangar E1 Landmark West (ex-panorama) 6/30/ FBO Hangar T Pepsi 6/18/ Interlaken/Pepsi Hangar Piedmont Hawthorne Aviation 12/31/ (2016 & 2026) FBO Hangar D, D1, D3 Riverside Aviation 2/14/ Space in Hangar F Signature East 6/30/ (2016 & 2026) FBO Hanger A,C2,G Signature East / GHI Avports 12/31/2012 Pending new agreement Space to be used by GHI TISMA 3/31/ Hangar D1 TWC Aviation Inc. 5/31/ Space in Hangar F Westair 5/31/ Hangar M Westair 6/30/ FBO Facility Leases Civil Air Patrol 6/30/ Bldg. 1 Corporate Angel Network 6/30/ Bldg. 1 non-profit Cosgrove Aircraft 6/30/ Bldg. 2 - aircraft support / repair ELRAC (Enterprise) 6/30/ Bldg. 2 - vehicle parking Furniture Sharehouse 12/31/2012 Pending new agreement Bldg. 3 - warehouse L. Bonadies General Contract. 6/30/ Bldg. 2 - warehouse Rudy's Inflight Catering 9/30/ Bldg. 15 corp. catering kitchen Seasafe Aero Services 11/30/ Bldg. 4 - vehicle maintenance Skytop Catering 1/31/ Bldg. 1 corp. catering kitchen License Agreements Omnipoint& Sprint 6/30/ years Cell Antenna SMSA Limited d/b/a Verizon 9/30/ years Cell Antenna Metro PCS New York, LLC 7/31/ years Cell Antenna Nextel 5/31/2012 Pending new agreement Cell Antenna Source: Westchester County 1-12

19 1.4 Airfield and Airspace This section describes the airspace classification in and around Westchester County Airport; Air Traffic Control Facilities; air traffic interactions between the surrounding airports; and HPN noise abatement procedures. Figure 1-7 illustrates the official airport diagram as published by the FAA Terminal Area Airspace System Airspace Classification and Utilization The United States airspace is comprised of controlled and uncontrolled areas. Controlled airspace is broken down into various levels: Class A, Class B, Class C, Class D, Class E, and Special Use or Restricted airspace. Uncontrolled airspace is classified as Class G airspace. Class A airspace consists of the airspace from 18,000 feet MSL up to FL600, over the contiguous 48 states and Alaska, including the airspace overlying the waters within 12 nautical miles of the coast. All aircraft must operate under IFR conditions Class B airspace extends from the surface to 10,000 feet MSL. This is a specific airspace around the busiest airports in the United States, in terms of IFR operations or passenger enplanements. An aircraft requires an ATC clearance to operate in these areas, even if only passing through. Class C airspace consists of specified airspace within which each person operating an aircraft must establish and maintain two-way radio communications with ATC and fly an aircraft equipped with an appropriate Mode A or Mode S transponder. Class D airspace is an area within which all aircraft operators are subject to operating rules and equipment requirements of FAR Part 91. Each Class D airspace area contains at least one primary airport around which the airspace is designated. Class E Airspace is an airspace other then Class A, B, C, or D. Class G is uncontrolled airspace not designated as Classes A, B, C, D, or E. It extends up to 14,500 feet MSL. Figure 1-5 depicts the six classes in the United States: Source: FAA Aeronautical Chart users Guide, 11th Edition. Figure 1-5 Airspace Classification 1-13

20 As listed in the FAA order JO W, Airspace Designations and Reporting Points, HPN is located on the edge of Class B airspace at 41 04'01"N Latitude 73 42'27"W Longitude as depicted in Figure 1-34 in the Appendix. The Airport itself is surrounded by Class D airspace. Westchester County Airport Class D airspace is effective during specific dates and times established in advance by a Notice to Airmen. At night, when the tower is closed, the Airport becomes Class E airspace and airport operations staff is responsible for issuing Unicom (Universal Communications a nongovernmental communications facility) advisories to the air traffic Terminal Airspace All flights coming in and out of the New York Area airspace utilize one of the established departure gates. Table 1-10 lists current terminal airspace exit points grouped by departure gate from HPN airspace. East Gates North Gates West Gates Table 1-10: Air Traffic Departure Gates GREKI, MERIT, BAAYS, (BDR) COATE, NEION, HAAYS, GAYEL, (SAX), (NYACK) NEWEL, ELIOT, ZIMMZ, LANNA, PARKE, BIGGY, (SBJ), (CMK) South Gates DIXIE, WHITE, WAVEY, SHIPP, RBV-- DEPARTURE PROCEDUREK Source: New York New York Air Route Traffic Control Center (ARTCC) Air Traffic Management FAA describes Air Traffic Control (ATC) as service that promotes the safe, orderly, and expeditious flow of air traffic, including airport, approach, departure, and en route traffic flow. ATC relies on predetermined, coordinated arrival and departure procedures and routes to direct aircraft to and from the airport. Westchester County Airport lies within the busiest airspace in the United States. It is controlled by the FAA Air Traffic Control Tower (ATCT), New York Air Route Traffic Control Center (ARTCC), and New York Terminal Radar Approach Control (TRACON). New York Center (ZNY) controls aircraft entering, exiting, and overflying the New York region (one of the busiest centers in the world).new York TRACON (N90) provides radar air traffic control services to aircraft operating in the New York Metropolitan Area including Westchester County Airport. The TRACON is divided into five areas: Newark, LaGuardia, Kennedy, Islip, and Liberty. Westchester County Airport is controlled by the LaGuardia Area, which is known to many as the world's most difficult area due to airspace less than six miles wide and bordering Kennedy and Newark airspace on either side. 6 The Air Traffic Control Tower located on the airfield, controls all the aircraft operating in the immediate vicinity of an airport (i.e., within a five-mile radius and below 3,000 feet). The ATCT is responsible for ensuring that the runways are clear for takeoffs and landings of the aircraft. Additionally ATCT controls the ground movements of the aircraft and any vehicles operating on the movement areas of the airfield. HPN ATCT is staffed from 6.00 am to pm daily. The tower is equipped with a remote ARTS Color Display (RACD). 6 New York Air Route Traffic Control Center, Standard Operating Procedures, Accessed January

21 Operational Limitations (Surrounding Airports) Currently, there are over 60 airports operating in or near the New York City Region. Public-use airports provide services ranging from aircraft fueling to commercial passenger service like La Guardia Airport (LGA), one of the nation s busiest airports. LGA is located within Westchester County Airport s primary service area. Primary Service Area is defined as those points that are within an approximate 30 minute drive from the airport. Due to such proximity, airports located in the Primary Service Area have the potential to operationally impact one another. Because of the number of public and private airports in the vicinity of HPN, the traffic flows within the New York/New Jersey/Pennsylvania area airspace are highly interrelated. According to the FAA, original air traffic routes and procedures in the airspace were developed in the 1960s. Since that time, increase in the air traffic levels and new types of aircraft that use the NAS system have changed drastically. Due to the proximity of multiple busy airports in the New York/New Jersey/Pennsylvania area airspace, ATC has to efficiently sequence and guide departing and arriving aircraft through limited areas of the airspace. 7 The airspace, surrounding the Westchester County Airport, is especially complex. Within the area there are five high activity airports- John F. Kennedy International Airport, La Guardia Airport, Newark Liberty International Airport, Teterboro Airport, and Westchester County Airport- whose traffic must be coordinated with the New York Air Route Traffic Control Center. Because of the proximity of the New York area airports, particularly LGA, most departures on Runway 16 are restricted from climbing above 3,000 feet until they are turned away from the neighboring airspace. Approaches to Runway 34 are also constrained for the same reason. The following Figure 1-6 provides an overview of the Airport s location and interaction with the surrounding area airports Runway System FAA defines a runway as a rectangular surface on an airport prepared or suitable for the landing or takeoff of aircraft. The runways, along with taxiways and other areas of an airport that are used for taxiing, takeoff, and landing of aircraft, exclusive of loading ramps and aircraft parking areas, constitute airport s movement area. Originally, Westchester County Airport was built with three runways: Runway 16/34, Runway 11/29, and Runway 5/23. Currently, there are only two runways, 16/34 and 11/29. Runway 5/23 was converted to Taxiway C. A number of airfield updates have been completed since the last Master Plan in Today, HPN airfield is comprised of two paved intersecting runways: primary Runway 16/34 and a crosswind Runway 11/29. In total, two runways provide 11,000 feet, or just over two miles, of suitable pavement for take-off and landing. 7 US Department of Transportation, Federal Aviation Administration, Final Environmental Impact Statement, New York/New Jersey/Philadelphia Metropolitan Area Airspace Redesign, July

22 Source: Westchester County, New York Air Route Traffic Control Center (ARTCC) Figure 1-6: HPN Regional Airspace 1-16

23 Weight Restriction A 120,000 lb gross takeoff weight restriction is in place at HPN. An operator must call the airport in advance and request permission to land if this restriction (120, ,000 lb) is to be exceeded. Aircraft exceeding 180,000 lb are not allowed to operate at HPN. The heaviest aircraft currently serving the airport are listed in Table 1-11: Table 1-11: Heaviest Aircraft at HPN Aircraft Takeoff Landing Boeing Business Jet (BBJ) 171,000 lb 134,000 lb Airbus A ,000 lb 134,500 lb Airbus A ,755 lb 142,195 lb Boeing ,000 lb 110,000 lb Boeing ,500 lb 124,000 lb Airbus A ,100 lb 123,500 lb McDonnell-Douglas MD ,000 lb 128,000 lb Lockheed C ,000 lb 120,000 lb Source: Westchester County, Airport Certification Manual, 10/2/ Runway Design Code (RDC) In order to determine the design standards that should be applied to each runway, the FAA has implemented a code system called Runway Design Code (RDC) which is based on three components. The first two components are related to the aircraft for which the runway is designed. Aircraft are classified using the Aircraft Approach Category (AAC) and the Airplane Design Group (ADG) characteristics from FAA Advisory Circular (AC) 150/ A, Airport Design, as shown in Table 1-12 and Table Those two characteristics constitute the first two elements of the RDC. Runway visibility is the final component of the RDC determining the approach visibility minimums for each individual runway. The different thresholds are summarized in Table Aircraft Approach Category A B C D E Source: FAA, AC 150/ A, April, 2013 Table 1-12: Aircraft Approach Category (AAC) Approach Speed Approach speed less than 91 knots Approach speed 91 knots or more but less than 121 knots Approach speed 121 knots or more but less than 141 knots Approach speed 141 knots or more but less than 166 knots Approach speed 166 knots or more 1-17

24 Table 1-13: Airplane Design Group (ADG) Group # Tail Height (ft[m]) Wingspan (ft[m]) I <20 (<6m) <49 (<15m) II 20 -<30 (6m-<9m) 49 -<79 (15m-<24m) III 30 -<45 (9m-<13.5m) 79 -<118 (24m-<36m) IV 45 -<60 ( m) 118 -<171 (36m-<52m) V 60 -<66 (18.5m-<20m) 171 -<214 (52m-<65m) VI 66 -<80 (20.-<24.5m) 214-<262 (65m-<80m) Source: FAA, AC 150/ A, April 2013 RVR (ft) Table 1-14: Visibility Minimums Flight Visibility Category (statute miles) 4000 Lower than 1 mile but not lower than ¾ mile (APV 1mile) 2400 Lower than ¾ mile but not lower than ½ mile (CAT-I PA) 1600 Lower than ½ mile but not lower than ¼ mile (CAT-II PA) 1200 Lower than ¼ mile (CAT-III PA) Source: FAA, AC 150/ A, April Runway 16/34 Runway 16/34, aligned in a northwest-southeast direction, is the primary runway measuring 6,549 feet long and 150 feet wide. 8 It is constructed of grooved asphalt and is listed on the FAA Form , The Airport Master Record, in good condition. Both ends of Runway 16/34 are designed for operations of Group III aircraft and Category C and D approaches. The runway s weight bearing capacity is 120,000 pounds for dual-wheels landings. The Runway 16 approach end is located at feet MSL and Runway 34 end at feet MSL. Runway 16 has precision instrument markings including Touchdown Zone (TDZ) markings. It is equipped with an Instrument Landing System (ILS) and is classified by the FAA as Precision Approach (PA) runway as it is designed to handle arrival operations supporting instrument approach with Height Above Threshold (HATh) as low as 200 feet and visibility as low as 1,800 feet. Since November 13 th, 2014, Runway 16 also offers a Special Authorization CAT II procedure which allows aircraft to approach the airport with a HATh as low as 100 feet and visibility as low as 1,200 feet. This procedure requires specific aircraft and aircrew certifications as per FAA regulation. Runway 34 is equipped with precision instrument markings and Runway End Identifier Lights (REILs). This runway also has an Instrument Landing System (ILS) and is classified by the FAA as APV (Approach Procedure with Vertical Guidance) as it is designed to handle arrival operations supporting only instrument approach with HATh of 322 feet or higher and visibility not lower than 6,000 feet. Based on the FAA definition for Runway Design Code, Runway 16 is classified as a D-III-1200 and Runway 34 only as a D-III Runway 11/29 Runway 11/29 is a crosswind runway and is used primarily to accommodate smaller GA aircraft in high traffic and/or windy conditions. 9 The runway measures 4,451 feet long and 150 feet wide. It is constructed 8 As part of the runway rehabilitation program, the Airport plans to add shoulders to Runway 16/34 in the future. 1-18

25 of grooved asphalt and is in fair pavement condition, but with numerous cracks. The approach end of Runway 11 is located at feet MSL and Runway 29 end at feet MSL. Runway 11/29 is a Visual Runway as it currently supports Visual Flight Rules (VFR) operations only, and is not intended for instrument approach procedures. It is maintained as Category B-II runway 10 and has a runway weight bearing capacity for dual wheel in tandem landings of up to 120,000 pounds. Based on their characteristics, the RDC of both Runway ends, 11 and 29, is B-II-VIS. Although Runway 11/29 is classified as B-II, larger aircraft still can use this runway, especially due to its width of 150 feet. Gulfstream Vs for example, have the performances to land or take-off on this runway in very specific conditions. Runway 11 is marked with basic (BSC) runway markings - number and a centerline. It is equipped with Medium Intensity Runway Lights, Runway End Indicator Lights (REIL), and a Visual Glide Slope Indicator (VGSI). Runway 29 has basic markings and a 1,292-foot displaced threshold that reduces the landing distance available (LDA) to 3,159 feet. The displaced threshold has been implemented over the years to protect the airspace in the runway 29 approach from trees located across the New York state line. As trees grow and an avigation easement is not negotiated with the land owners in Connecticut, the airport may need to find alternate methods to protect the airspace and improve the visibility for aircraft landings. There are no declared distances 11 on Runway as illustrated on Table On 10/16/2015 Runway 11/29 has been re-classified as a utility runway closed for arrivals and departures for the following aircraft: - Scheduled air carrier aircraft operations with more than 9 seats - Unscheduled air carrier aircraft operations with more than 30 seats 10 It should be noted that its width 150 ft exceeds FAA Design Standards for a B-II Runway. 11 Runway declared distances, as defined in FAA AC A, are the distances which an airport owner identifies as available for turbine powered aircrafts takeoff run, takeoff distance, accelerated-stop distance, and landing distance requirements. 1-19

26 Table 1-15: Runway Declared Distances Term Definition Runway 11/29 Runway 16/34 TORA Takeoff Run Available The runway length declared available and suitable for the ground run of an aircraft taking off. 4,451/4,451 6,549/6,549 TODA Takeoff Distance Available The TORA plus the length of any remaining runway or clearway beyond the far end of the TORA; the full length of TODA may need to be reduced because of obstacles in the departure area. 4,451/4,451 6,549/6,549 ASDA LDA Accelerate- Stop Distance Available Landing Distance Available The runway plus stopway length declared available and suitable for the acceleration and deceleration of an aircraft aborting a takeoff. The runway length declared available and suitable for landing an aircraft. Source: FAA, AC 150/ A; FAA Airport IQ 5010, December ,451/4,451 6,549/6,549 4,451/3,159 6,549/6,549 Table 1-16 provides a detailed overview of the runway characteristics. Table 1-16: Runway Characteristics Characteristic Runway 16 Runway 34 Runway 11 Runway 29 Length 6,549 feet 6,549 feet 4,451 feet 4,451 feet Width 150 feet 150 feet 150 feet 150 feet Runway Heading Magnetic True Magnetic True Magnetic True Magnetic True Elevation feet MSL feet MSL feet MSL feet MSL Latitude N N N N Longitude W W W W 1-20

27 Weight Limitations Table 1-17: Runway Characteristics Runway 16 Runway 34 Runway 11 Runway 29 Single Wheel 70,000 lb 70,000 lb Double Wheel 120,000 lb 120,000 lb 120,000 lb 120,000 lb Double Wheel Tandem 120,000 lb 120,000 lb 120,000 lb 120,000 lb Declared Distances TORA 6,549 feet 6,549 feet 4,451 feet 4,451 feet TODA 6,549 feet 6,549 feet 4,451 feet 4,451 feet ASDA 6,549 feet 6,549 feet 4,451 feet 4,451 feet LDA 6,549 feet 6,549 feet 4,451 feet 3,159 feet Runway Markings Precision Precision Basic Basic Lighting/Approach Aids Approach ILS-Precision ILS-APV Visual Visual Runway Lighting HIRL HIRL MIRL MIRL Centerline Lights Yes Yes No No Touch Down Zone Lights Yes No No No Approach Lights MALSR REIL REIL No Threshold Lights Yes Yes Yes Yes Approach Aids PAPI PAPI PAPI Airport Beacon Instrument Procedures Approach An L-802A high intensity airport beacon is located south of Taxiway Charlie ILS/LOC RNAV(GPS) VOR/DME-A ILS/LOC RNAV(GPS) VOR/DME-A Source: FAA Form , The Airport Master Record, 3/7/2013; Westchester County, Airport Certification Manual, 3/7/2013 None None HIRL - High Intensity Runway Lights MIRL - Medium Intensity Runway Lights MALSR - Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights PAPI - Precision Approach Path Indicator ILS Instrument Landing System LOC Localizer, component of an ILS REIL Runway End Identifier Lights VOR VHF Omnidirectional Range DME Distance Measuring Equipment 1-21

28 Figure 1-7: Existing Airport Diagram 1-22

29 Airport Reference Code (ARC) and Design Aircraft FAA AC 150/ A, defines the Airport Reference Code (ARC) as an airport designation that signifies the airport s highest Runway Design Code (RDC), minus the third component (Visibility Minimums) of the RDC. Based on this definition, Westchester County Airport is currently a D-III airport. The first letter component designates aircraft approach category, the second Roman numeral component is the aircraft design group related to the wingspan and tail height. The existing Design Aircraft for the airport is composed of the most demanding characteristics of each of the following aircraft: A-320, B and The ARC and the Design Aircraft are used for planning and design only and do not limit the aircraft that may be able to operate safely on the airport Runway Safety Area FAA defines Runway Safety Area (RSA) as a surface surrounding the runway prepared or suitable for reducing the risk of damage to aircraft in the event of undershoot, overshoot, or excursion from the runway. According to the Airport Certification Manual (ACM), the RSA at the Airport are cleared, drained, and graded. As detailed in Table 1-18, RSA s for both ends of Runway 16/34 are 500 feet wide and extend 1,000 feet beyond the runway ends. On the Runway 16 end, approximately 500 feet from the runway end the paved airport perimeter road crosses the RSA. At the Runway 34 end the airport perimeter road traverses the RSA. On the Runway 29 end, there is a drop-off in grade beyond the airport perimeter road at 100 feet outboard from the threshold. The RSA at Runway 29 end is 150 feet wide by 300 feet long. 12 The airport s south perimeter road traverses the RSA at Runway 29 end. The end of Runway 11 has no RSA due to the terrain grade at a distance of only 50 feet from the end of the runway threshold. Table 1-18 summarizes the RSA dimensions at each runway end. Table 1-18: Runway Safety Areas Runway RSA Width RSA Length Beyond Runway End Runway feet 1000 feet Runway feet 1000 feet Runway feet 300 feet Runway feet none Source: Airport Certification Manual, 10/2/ Federal Aviation Administration, Runway Safety Area Determination Letter 1-23

30 1.4.3 Taxiway System According to the FAA, taxiways are defined paths established for the taxiing of aircraft from one part of an airport to another. The taxiway system at the Westchester County Airport, described in the Airport Certification Manual and depicted in Figure 1-7, consists of Taxiways: A, B, C, D, E, F, G, H, J, K, L, M, and N. All taxiways are at least 50 feet in width. The main Runway 16/34 is paralleled full length on both sides by Taxiway A and Taxiway L. Taxiway K is a full length taxiway for Runway 11/29. Taxiway L is further out from the Runway 16/34 on the south end of the airfield because of the navigational equipment and a wetland situated between Taxiway L and Runway 16/34. Characteristics of the different HPN taxiways are detailed in Table Table 1-19: Taxiway Characteristics Taxiway Width Surface Alpha 75 feet Asphalt Bravo 50 feet Asphalt Charlie 50/150 feet Asphalt Delta 75 feet Asphalt Echo 50 feet Asphalt Foxtrot 75 feet Asphalt Golf 50 feet Asphalt Hotel 50 feet Asphalt Juliet 50 feet Asphalt Kilo 50 feet Asphalt Lima 50 feet Asphalt Mike 50 feet Asphalt November 50 feet Asphalt Source: Westchester County, Airport Certification Manual, 10/2/ Non-Movement Area Apron characteristics Aprons are designated areas of the airfield that are used for loading/unloading of passengers and cargo, as well as for parking, maintenance, and refueling of the aircraft. As depicted in Figure 1-8 through Figure 1-11, Westchester County Airport has two main areas of the airport with aircraft parking aprons: western area and eastern area. The western apron area, located south of Runway 11/29 and accessed by Taxiways K, C, F, N, and M, is approximately 183,000 square yards. The eastern apron area is adjacent to the main terminal building and extends from Zulu Tiedown on the northern end of the airfield to Hangar F, where Taxiway J joins Runway 29 end. This area covers approximately 128,000 square feet, and in addition to the main terminal building, serves several airport 1-24

31 maintenance buildings at the north end, and several general aviation hangars as illustrated in Figure 1-9 and Figure Additional holding aprons, used for aircraft bypass/holding purposes, are located at both ends of Runway 16/34, on Taxiways L and A, as well as on Taxiway K near the Runway 29 end Commercial Apron There are currently six contact aircraft stands available for passenger boarding at the main terminal building. Only four of them are equipped with boarding bridges 13. Figure 1-10 gives a visual overview of all the gates and parking positions near the main terminal building. 14 Additionally, Figure 1-8 summarizes the number and the type of the aircraft that can be accommodated in this area. A more detailed overview of gates and parking positions is described in Section 1.5 of this chapter Remain-Overnight-Parking HPN has a large number of airline aircraft that Remain-Over-Night (RON) for departure the following morning. Those aircraft are presently parked at various locations around the airport, including the main terminal ramp, the ramp at Hangar 6, K Pad, and C Pad. A total of 13 aircraft can typically remain-overnight at Westchester County Airport. Among them, six of them can be parked on the main terminal ramp Engine run-up areas As depicted in Figure 1-8, engine maintenance run-up pads used by most tenants are located in the center section of Taxiway C and Taxiway F. Taxiway C engine run-up pad is 17,900 square feet, and can accommodate two to three aircraft simultaneously. Taxiway F run-up pad is 7,800 square feet, and can accommodate one to two aircraft at the same time. During busy periods, ATCT uses this run-up pad for aircraft queuing and/or aircraft bypassing Deicing areas Deicing takes place at several locations at the airport. All commercial aircraft deicing takes place at the main terminal apron. Some of the corporate tenants on the airport have their own equipment to deice their aircraft when necessary. Million Air, Landmark West (ex-panorama), and Signature West (ex-jet Systems) FBO s provide deicing services for the rest of the tenants. The commercial deicing facility is being upgraded by extending the collection area and automating the testing and discharge of spent deicing fluid. Detailed information about current deicing operations at HPN can be found in Section 2.3 of Chapter At the time the chapter was written, only gates 3 and 4 were equipped with boarding bridges. In 2016, the airport has completed the addition of boarding bridges for Gates 1 and 2 therefore 4 gates are now equipped with boarding bridges. 14 To improve the safety of ground conditions near the Terminal ramp, the Airport has plans to extend the terminal ramp area through bumping out Taxiway A 25 feet to the west between Taxiway G and Taxiway E. This will allow for the addition of a service road. 1-25

32 Figure 1-8: Facilities Plan 1-26

33 Figure 1-9: Facilities Plan - North East 1-27

34 Figure 1-10: Facilities Plan - South East 1-28

35 Figure 1-11: Facilities Plan - West 1-29

36 1.4.5 Navigational and Visual Approach Aids Navigational Aids (NAVAIDS) provide pilots with guidance during takeoff or landing of an aircraft. They are described by the FAA as electronic and visual air navigation aids, lights, signs, and associated supporting equipment, which provides point-to-point guidance information or position data to aircraft. They assist pilots in locating the airport and provide horizontal and/or vertical guidance during landing. Navigational aids also permit access to the airport during poor weather conditions. Important navigational aids include Instrument Landing System (ILS), approach lighting system (ALS), Precision Approach Path Indicators (PAPI) or other visual approach slope indicators, and global positioning system (GPS), such as the Wide Area Augmentation System (WAAS) Navigational Aids Under instrument meteorological conditions, Instrument Approach Procedures, defined by the Aeronautical Information Manual (AIM) as series of predetermined maneuvers for the orderly transfer of an aircraft from the beginning of the initial approach to a landing or to a point from which a landing may be made visually are utilized by pilots to safely guide aircraft in and out of the airport. The localizer antenna for Runway 16 is located 1,000 feet beyond the end of the runway on the extended runway centerline. Runway 34 localizer antenna is located 581 feet beyond the end of the runway. The FAA has established a critical area around each antenna that must be protected from potential interference. The dimensions of the area vary with the type of equipment that is actually in service at the airport. The Critical Areas are represented on Figure The second part of the ILS system is the Glide Slope (GS) antenna, which provides vertical guidance to the pilots. Runway 16 GS is located approximately 392 feet to the east of the runway s centerline and at a distance of 1,363 feet from Runway 16 threshold. Runway 34 GS is located approximately 300 feet to the west of the runway s centerline and at a distance of 1,122 feet from Runway 34 threshold. The critical areas that the FAA has established for the glide slope antennas have a width of 200 feet beyond the antenna s location in the direction away from the runway. This latter boundary runs parallel to the runway for 1,200 feet. The Aeronautical Information Manual (AIM) characterizes CAT I and CAT II approaches as follows: CAT I - Visibility (RVR) 1,800/1,400 feet with special equipment and authorization, and Decision Height (DH) 200 feet. CAT II SA Visibility (RVR) 1,200 feet, and Decision Height (DH) 100 feet. Runway Visual Range (RVR) is defined by the FAA AC 97-1A, Runway Visual Range as a horizontal visual range reported in hundreds of feet and based on what a pilot in a moving aircraft should see looking down the runway. It is an instrumentally derived value based on standard calibrations that represent the horizontal distance a pilot will see down the runway from the approach end. DH is an altitude above ground during an instrument approach procedure where a pilot must decide whether to continue the approach or execute a missed approach. A detailed description of runway capabilities is presented in Table Additionally, Figure 1-12 illustrates the location of the Navigational Aids and their respective Critical Areas. 1-30

37 Approach Table 1-20: Operational Minimums Landing Minima Ceiling Height (DA) RVR* HATh* Runway 16 ILS 639 1,800' 200 ILS (SA CAT I) ,400' 150 ILS (SA CAT II) ,200' 100 RNAV (RNP) Z 733 4,000' 294 RNAV (GPS) Y 689 2,400' 250 Runway 34 ILS 742 6,000' 322 RNAV (RNP) Z 780 6,000' 378 RNAV (LPV) Y 724 6,000' 322 Sound Visual 3,500 5 miles Runway 11 Visual Runway 29 Visual *RVR Runway Visual range *HATh Height Above Threshold Source: Federal Aviation Administration, HPN Terminal Procedures. 1 SA CAT I/II procedures on Runway 16 were published on November 13 th, Visual Aids According to the airport s ACM, PAPIs have been installed on Runway 11 and Runway 16, and are maintained in accordance with AC 150/ , Precision Approach Path Indicator (PAPI) Systems, AC 150/ , Maintenance of Airport Visual Aid Facilities and the manufacturer s recommendations. Runway 34 PAPI and the Runway16 Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) are maintained by the FAA Facilities Maintenance Department. Runway 11/29 is a visual runway only equipped with a PAPI for landings on Runway Windsocks According to the Airport Certification Manual (ACM), an orange nylon windsock, 36 inches in diameter by 12 foot length, mounted on a 15-foot tall pole, which is painted international orange and white, is located in the center of the airfield in the triangle formed by Taxiway A, Runway 16/34 and Taxiway G. The windsock is internally illuminated with LED lighting. Lighted supplemental wind cones are provided at Runway 16 approach approximately 250 feet prior to landing threshold on east side, Runway 34 approach approximately 1,500 feet beyond landing threshold on west side, and Runway 11 approach approximately 1,500 feet beyond landing threshold on north side. Additionally, airport navigational and visual approach aids visually depicted in Figure

38 Figure 1-12: Navigational Aids 1-32

39 Airport Surveillance Radar (ASR) The airport is also equipped with airport surveillance radar ASR-9 system, located midfield west of Runway 16/34 and north of Taxiway C. Airport surveillance radars (ASR) are used to control air traffic. They rotate through 360degrees to determine the location of all air traffic. AC 150/ A states that ASR radar antenna should be located at least 1,500 feet from any building or object that might cause signal reflections. It is located approximately 1,000 feet to the west of Runway 16/34 s centerline near its northern end Rotating Beacon The current airport beacon is 18 inches and is located at Latitude, Longitude, and south of the C run-up pad. Airport rotating beacons indicate the location of an airport by projecting beams of white and green light into the sky. AC 150/ A states that a beacon should be mounted high enough above the surface so that the beam sweep, aimed two degrees or more above the horizon, is not blocked by natural or manmade objects. 16 FAA Flight Standards office is conducting a research on beacon relocation alternatives, possibly to the north part of the airfield Weather Station An Automated Surface Observation System (ASOS) is located on the south-west side of the airfield west of Runway 16/34, east of Taxiway L, and south of Taxiway K. This station provides readings for basic meteorological conditions such as Ceiling, Visibility, Precipitation, Lightning Detection, Dew Point Temperature, and Wind Airfield Signage and Markings The Airport Certification Manual states that the airport operator provides and maintains pavement markings, provides and maintains runway and taxiway edge lights, runway centerline and touchdown zone lighting, airfield signage, and obstruction lights in accordance with AC 150/ , Design and Installation Details for Airport Visual Aids, AC 150/ , Standards for Airport Sign Systems, AC 150/ , Maintenance of Airport Visual Aid Facilities, and the manufacturer s recommendations. Figure 1-35 through Figure 1-38 in the Appendix show the location of all signs and markings at HPN. Table 1-21 provides additional details on Runway 16/34 and Runway 11/29 markings. Runway 16/34 Table 1-21: Signage and Marking Inventory Markings And Signs Include: Runway 16 Runway 34 Touchdown Markings Partial Set less 2 pair Yes Yes Precision Approach Runway Marking Yes Yes Visual Approach Runway Marking Yes Yes Displaced Threshold Marking No No 15 Saccardi& Schiff, Inc.Reuse of the Former Air National Guard Site, Saccardi& Schiff, Inc.Reuse of the Former Air National Guard Site,

40 Runway 16/34 Table 1-21: Signage and Marking Inventory Markings And Signs Include: Runway 16 Runway 34 Taxiway Centerline Marking Yes Yes Runway Holding Position Marking & Signs Yes Yes ILS Critical Area Marking & Signs Yes Yes Taxiway Identification Signs Yes Yes Runway Identification Signs Yes Yes Runway Distance Remaining Signs Yes Yes Runway 11/29 Markings And Signs Include: Runway 11 Runway 29 Visual Approach Runway Marking Yes Yes Displaced Threshold Marking No Yes Taxiway Centerline Marking Yes Yes Runway Holding Position Marking & Signs Yes Yes ILS Critical Area Marking & Signs No No Taxiway Identification Signs Yes Yes Runway Identification Signs Yes Yes Aiming Points Yes No Runway Distance Remaining Signs Yes Yes Source: Westchester County Airport, Airport Certification Manual, 10/2/ Runway/Taxiway System Utilization This section provides an overview of the airfield configuration, operating procedures and practices at HPN. The information presented was collected using the existing airport data as well as the interviews with air traffic controllers and airport operations personnel Meteorological Conditions The orientation and the number of the runways at an airport is primarily a function of the prevailing winds and their direction. Headwind is the wind blowing towards the aircraft which increases the lift and assists in taking off. As such, the headwinds do not restrict the use of a runway. Tailwinds, on the contrary, blow from behind the aircraft taking off. This is an advantage for an aircraft in flight, but is disadvantageous for a departing aircraft as it reduces the lift. Strong crosswinds may be operational and safety concerns, because they may cause aircraft to deviate from their intended path. For this reason, the primary runway at an airport is oriented as closely as practicable toward the direction of the prevailing winds. Runway s allowable crosswind component, in turn is based on the Runway Design Code 17 - operational and physical characteristics of the airport, as shown in Table 1-22: 17 Runway Design Code (RDC) - A code signifying the design standards to which the runway is to be built, it is based on Aircraft Approach Category (AAC), the Airplane Design Group (ADG), and the runway visibility (RDC is further detailed in Section Error! Reference source not found..) 1-34

41 Table 1-22: Allowable Crosswind Component per Runway Design Runway Runway Design Code Allowable Crosswind Runway 11 B-II Component 13 knots Runway 29 B-II 13 knots Runway 16 D-III 16 knots Runway 34 D-III 16 knots Source: FAA AC 150/ A The FAA standards require that the airports provide 95% wind coverage, the percentage of time that winds are below an acceptable crosswind velocity (crosswind component). In general, smaller general aviation aircraft are more affected by wind, and the crosswind components. Therefore, should the runway system be unable to meet the crosswind component requirements, an additional runway(s) is recommended. The wind coverage is evaluated over the different weather types to ensure year -round adequate coverage. The two major kind of weather types are- Visual flight rule (VFR) conditions and Instrument flight rule (IFR) conditions. VFR conditions occur whenever the cloud ceiling is at least 1,000 feet above ground level and the visibility is at least three statute miles. IFR conditions occur whenever the reported cloud ceiling is at least 500 feet but less than 1,000 feet and/or visibility is at least one statute mile but less than three statute miles. The following values were calculated using the FAA Windrose Software according to the AC 150/ A. A database of 84,135 observations from the Westchester County Airport weather station for the period was analyzed and is summarized in Table Table 1-23: Weather Conditions Weather Categories Weather Occurrence All Weather % VFR 86.34% IFR 13.66% Source: NOAA, National Climatic Data Center (NCDC), At Westchester Airport, IFR conditions occurred 13.66% of the times in the 10 year period. Table 1-24, Table 1-25 and Table 1-26 show the runway coverage for different crosswind components under All-Weather, VFR and IFR conditions respectively. The associated figures depict the wind rose for the wind conditions. 18 In those conditions, the coverage exceeds the required 95% coverage for all the crosswind components in the All Weather and VFR conditions. However, In the IFR conditions, the coverage is slightly below the required 95% for 10.5 knots and 16 knots of crosswind. 18 It should be noted that the wind coverage calculation for the allowable crosswinds 10.5 and 13 knots were done considering the two-runway system whereas the calculation for an allowable crosswind of 16 knots only considered Runway 16/34, as the RDC of Runway 11/29 is B-II only. 1-35

42 Table 1-24: All Weather Wind Coverage Runway RDC 10.5 knots 13 knots 16 knots Runway 11 B-II 62.17% 63.42% - Runway 29 B-II 76.06% 79.13% - Runway 16 D-III 60.05% 60.68% 61.37% Runway 34 D-III 76.79% 79.02% 81.21% Combined 96.15% 97.89% 95.32% Source: NOAA, National Climatic Data Center (NCDC), , DY Consultants Analysis Figure 1-13: All Weather Wind Rose 1-36

43 Table 1-25: VFR Wind Coverage Runway RDC 10.5 knots 13 knots 16 knots Runway 11 B-II 58.61% 59.75% - Runway 29 B-II 79.00% 82.40% - Runway 16 D-III 57.16% 57.61% 58.05% Runway 34 D-III 78.95% 81.37% 83.73% Combined 96.45% 98.16% 95.80% Source: NOAA, National Climatic Data Center (NCDC), , DY Consultants Analysis Figure 1-14: VFR Wind Rose 1-37

44 Table 1-26: IFR Wind Coverage Runway RDC 10.5 knots 13 knots 16 knots Runway 11 B-II 84.06% 85.94% - Runway 29 B-II 58.04% 59.02% - Runway 16 D-III 77.87% 79.58% 81.89% Runway 34 D-III 63.68% 64.72% 65.85% Combined 94.36% 96.28% 92.41% Source: NOAA, National Climatic Data Center (NCDC), , DY Consultants Analysis Figure 1-15: IFR Weather Wind Rose 1-38

45 Due to the Airport s geographical position, another important weather phenomenon affects aircraft operations at HPN. A dense fog tends to roll in from Long Island Sound and the nearby Rye and Kensico Lakes, particularly in the early summer mornings. When the visibility and the height of the clouds (i.e., the ceiling level) decrease below the established minima, flight conditions change from Visual Meteorological Conditions (VMC) to Instrument Meteorological Conditions (IMC). In these conditions aircraft must operate under Instrument Flight Rules (IFR). Current navigational equipment at the Airport, as further described in Section Navigational and Visual Approach Aids, is not always able to provide the necessary guidance to the aircraft in those conditions, causing delays or sometimes diversions. Information pertaining to the temperature and precipitation at Westchester County Airport is depicted below in Table 1-27: Temperature Annual Mean Maximum Annual Mean Minimum Table 1-27: Temperature Trend and Precipitation Hottest Month of the year/mean Maximum Temperature Coldest Month of the Year/Mean Maximum Temperature Source: The Weather Channel, LLC, Degrees F 82 F 5 F July/ 82 F January /21 F Runway Utilization There are two distinct air traffic flows at Westchester County Airport the North Flow and the South Flow. These flows are mainly based on the weather condition and sometimes on configurations of other area airports. In the North Flow, primary arrivals and departures are on Runway 34, and secondary arrivals and departures on Runway 29. In the South Flow, primary arrivals and departures are on Runway 16, and secondary arrivals and departures on Runway 11. The percentage of runway utilization time also corresponds with the weather conditions. The data received from the Airport Noise and Operations Monitoring System (ANOMS) shows that the airport operates in the South Flow 51 % of the time, and 49 % of the time in the North Flow. The following Figure 1-16 shows operational breakdown between the runways. In the South Flow, 88.60% percent of the arrivals are done on Runway 16 as well as 83.21% of the departures. Runway 11 is used as a secondary runway for both arrivals and departures. In the North Flow, Runway 34 accommodates 85.49% of the arrivals and 77.80% of the departures. Runway 29 only has 14.51% of the arrivals and 22.20% of the departures. For increased capacity purposes North Flow is usually the preferred operational mode at HPN under ideal weather conditions. In the summer time at low minimums, Runway 16 is used the most as Runway 34 has higher visibility minimums. Most touch-and-go operations use Runway 11/29, with Runway 29 being preferred for both arrival and departure. Runway 16 is a faster arrival from the North; however, Runway 34 is preferred for arrivals and departures for several reasons: Aircraft descend and turn over Long Island Sound for noise abatement purposes 1-39

46 It is easier to separate the arriving traffic since there is more time while aircraft is turning. It keeps HPN traffic away from the rest of the metropolitan traffic. South Flow 51% % North Flow 49% 77.80% 11.40% 22.20% 16.79% 14.51% 83.21% 85.49% Primary Departure Primary Arrival Secondary Departure Secondary Arrival Source: Airport Operations, ANOMS (Airport Noise and Operations Monitoring System), 2012 Figure 1-16: Runway Utilization Taxiway Utilization Figure 1-17 illustrates normal ground flow patterns on the airfield 19. For reference purposes, the primary and secondary arrival and departure runways are also depicted. As shown on the diagrams, the ground circulation pattern is generally opposite to the direction of the departing and arriving air traffic. So if the runways are operated in the South Flow the ground traffic movement is in the north direction, and when the runways are operated in the North Flow, the ground traffic movement is in the south direction. The following paragraphs provide additional arrival, departure, and airfield circulation highlights specific to Westchester County Airport: 19 Validated through meetings and discussions with members of Air Traffic Control Tower and Airport Operations during the course of the study. 1-40

47 Departure Queuing Taxiways L and Taxiway A are used for departure queues. Under normal operating conditions the departure queue for Runway 16 is formed on Taxiway A and consists of 4-8 aircraft extending sometimes as far as Taxiway C or further. The departure queue for Runway 34 physically extends to the K pad. During the IFR conditions or when departure queues back up, ATC puts the aircraft in the run up areas, on Kilo pad, or between Taxiway C and F on Taxiway L. If the airport is below minimums, Runway 11/29 can be used to queue additional aircraft. Sometimes to relieve the congestion during the busy times, ATC moves the aircraft queue across the active runway onto Taxiway L. In the south flow, during the morning hours, the RON aircraft from the Hangar 6 area are being towed back towards the main terminal and against the departure queue. Runway Exiting Taxiway K is a major turn off when landing Runway 16.Some larger aircraft cannot turn off at Taxiway C after landing Runway 34 and are committed to go uphill to the end of the runway and in some instances make a tight left turn onto the 50 foot wide Taxiway L. This creates potential delays on the approach. Taxiway K is the most utilized exit for jet airplanes when landing on Runway 16; smaller operators use Taxiway C or F. Taxiway K is also used to get to the ramps on the west side of the field, including the customs. Taxiway H is mostly used to exit Runway 16/34 in both directions. Intersection Departures Taxiway L and K are used the most for intersection departures. Taxiway H is very confusing and in order to prevent pilot errors, intersection departures from Taxiway H were eliminated. Airfield Crossing Taxiway F is an important crossing point from one side of the airfield to the other, especially for ARFF intervention on Runway 11/29 and access the US Customs in Hangar E on the west side Operational Procedures Under normal operational conditions (calm winds/vfr), ATC usually separates large and small aircraft between Runways 11/29 and Runway 16/34, condition to pilot s concurrence. Intersecting runway separations are used during simultaneous approaches on the two runways. LAHSO operations (Land and Hold-Short Operations), as defined by FAA Order JO U, Air Traffic Control, include landing and holding short of an intersecting runway, a taxiway, a predetermined point, or an approach/departure flight path. LAHSO is an operationally important but not frequently used operation at HPN. This operation is capable of virtually splitting the airport into two independent operations on Runway 16 and on Runway 11. Available LAHSO landing distance on Runway 11 is 2,500 feet. Landing on Runway 16 and holding short of 11/29 available landing distance is 4,000 feet. Air Carrier LAHSO operations at HPN are not permitted. 1-41

48 South Flow North Flow Secondary Departure Primary Departure Secondary Departure Primary Arrival Primary Departure Primary Arrival Secondary Arrival Secondary Departure Secondary Arrival Source: Airport Operations, ANOMS (Airport Noise and Operations Monitoring System) Noise Abatement Procedures Figure 1-17: Taxiway Flows A few restrictions, such as VRFF (Voluntary Restriction from Flying), are in place at HPN. According to the New York ARTCC the following noise abatement procedures are currently in use at the Westchester County Airport: Runway 34 Large and all turbine powered aircraft conducting uncharted visual approaches, shall maintain 3,000 feet (or 2,000 feet in the case of LGA landing Runway 22) until turning base leg south of the shoreline. 1-42

49 Runway 16 Large and all turbine powered aircraft conducting uncharted visual approaches shall intercept the final approach course outside the outer marker. As depicted in Figure 1-18 the airport operator provides the following additional Noise Abatement Procedures Guidelines for Large (greater than 12,500 lb) and All Turbine Powered aircraft. Runway 16 Departures climb heading 162 and climb at (V2 + 20) not to exceed 190 KIAS. Upon reaching 800 feet MSL turn to a 320 heading and set thrust to achieve 1,000 feet per minute climb rate to 3,000 feet MSL. Eastbound traffic maintains runway heading and climb at (V2 + 20) not to exceed 190 KIAS. Upon reaching 1,000 feet MSL set thrust to achieve 1,000 feet per minute climb rate. Arrivals maintain 2,500 feet MSL or higher as long as practical. Runway 34 Departures Climb heading 342 and climb at (V2 + 20) not to exceed 190 KIAS. Upon reaching 1,000 feet MSL turn to a 295 heading and set thrust to achieve 1,000 feet per minute climb rate to 3,000 feet MSL. Arrivals maintain 2,500 feet MSL or higher as long as practical. Intercept the final approach course over Long Island Sound. Use minimum flap setting and delay extending landing gear until established on the final approach. Pilots are required to use the thrust reduction techniques and minimize rapid RPM changes. Additionally, inbound pilots should avoid overflying shoreline communities. Source: Westchester County Airport Runway 16 Runway 34 Runway 11/29 Figure 1-18: Noise Abatement Procedures for Large and Light Aircraft Runway 11 and Runway 29 Departures climb heading 114 for Runway 11 and climb heading 294 for Runway 29 and climb at (V2 + 20) not to exceed 190 KIAS. Upon reaching 1,000 feet MSL set thrust to achieve 1,000 feet per minute climb rate to 3,000 feet MSL. Arrivals maintain 2,500 feet MSL or higher as long as practical. Use minimum flap setting and delay extending landing gear until beginning final decent to landing. Pilots are required to use thrust reduction techniques and minimize rapid RPM changes. Additionally, pilots are required to avoid making turns to a short final when possible. 1-43

50 Additionally, the airport operator provided the following noise abatement procedures guidelines for light single and multi engine aircraft of 12,500 lb or less: Runway 16 Departures use Vy and maintain runway heading until reaching 1,000 feet. MSL reduce power setting for the climb to 2,500 feet MSL. Arrivals maintain 1,500 feet MSL or higher as long as practical. Runway 34 Departures use Vy and maintain runway heading until reaching 1,000 feet MSL reduce power setting for climb to 2,500 feet MSL; North and East Bound traffic use Vy (best rate of climb). Maintain runway heading and join I-684. Follow I-684until reaching 1,500 feet MSL. Reduce power setting for climb to 2,500 feet MSL. Arrivals maintain 1,500 feet MSL or higher as long as practical. Runway 11 Departures use Vy and maintain runway heading until reaching 1,000 feet MSL. Reduce power setting for climb to 2,500 feet MSL. Arrivals maintain 1,500 feet MSL or higher as long as practical. Runway 29 Departures use Vy and maintain runway heading until reaching 1,000 feet MSL. Reduce power setting for climb to 2,500 feet MSL. Arrivals maintain 1,500 feet MSL or higher as long as practical Helicopter Operations Most helicopter operations at HPN take place west of Runway 16/34. Additionally, Taxiways E, F, K, N, are used to land helicopters. A large number of helicopter operations include training touch-and-goes. Currently, there are no designated helipads on the airfield. As depicted in Figure 1-19 routes to and from the airport are flown at 2,000 feet or above whenever practical. The following is the description of the helicopter routes as provided by the Airport: November Route Arrivals enter at Byram Reservoir, proceed south along the right (West) side of I-684 (outbound traffic will be over I-684) until abeam the IBM Building. Make a left turn and proceed along the northeast Side of Tamarack golf course to overfly Wooley Pond, direct to and overfly the office building, then direct to the airport. Departures fly direct to and overfly office building, direct to overfly Wooley pond. Proceed along the northeast side of tamarack golf course to I-684 then over- fly I-684 (inbound traffic will be slightly West of I-684) to Byram reservoir, on course Sierra Route Arrivals enter at the intersection of Hutchinson River Parkway (hutch) And Mamaroneck Avenue and then overfly Hutch to the intersection of I-684.Proceed north along the right (East) side of I-684 to Barnes Lane. At no time does the route go west of I-684. Track inbound to the airport via the extended centerline of Taxiway Charlie (old Runway 5/23). Departures track outbound on the extended centerline of taxiway Charlie (old Runway 5/23) to Barnes Lane, then south along the left (East) side of I-684 to the intersection of the Hutchinson River Parkway 1-44

51 (Hutch). At no time does the route go west of I-684. Overfly Hutchinson River Parkway to the intersection of Mamaroneck Avenue, on course Whiskey Route Arrivals enter via Tarrytown reservoir direct to Kensico Dam, passing south of the radio tower (870 feet MSL) and overflying Kensico Cemetery, direct forest lake (staying south of the extended centerline of Runway 11/29), direct to southwestern end of Taxiway Charlie (old Runway 5/23), then direct to destination on the airport. Departures fly outbound to the southwestern end of Taxiway Charlie (old Runway 5/23), direct to Forest Lake, direct to Kensico Dam, direct Tarrytown reservoir, passing over Kensico Cemetery and north of the radio tower (870 feet MSL), on course. Source: Westchester County Airport Figure 1-19: Helicopter VFR Departures and Arrivals Echo Route Arrivals intersect Merritt Parkway east of Putnam Lake. Follow Parkway to interchange 28; then direct office building, direct to destination. 1-45

52 On Airport Departures fly direct to and overfly office building, direct to interchange 28, then overfly Merritt Parkway to a point east of Putnam Lake, on course Modification of Standards According to the FAA, a Modification to Standards (MOS) involves any approved nonconformance to standards, other than dimensional standards for RSAs, applicable to an airport design, construction, or equipment procurement project that is necessary to accommodate an unusual local condition for a specific project on a case-by-case basis while maintaining an acceptable level of safety. All taxiways at HPN meet the standard requirements for taxiway object free areas except for portions of Taxiway Alpha and Taxiway Juliet. The nonstandard taxiway object free area widths in these areas have been modified to meet the requirement of the most demanding aircraft that utilize those areas. As listed in the Airport Certification Manual (Current as of 10/2/2012) the following is the list of current MOS at HPN: Table 1-28: Modification of Standards Runway Modification of Standards 16/34 Maximum grade change exceeds 1.5% 16/34 Substandard vertical curve separation 16/34 Substandard vertical curve length 16/34 Maximum longitudinal grades exceeds 0.8% in first and last quarter 16/34 Taxiway turn radii s less than 100 feet Taxiway Alpha and Runway 16 Substandard vertical curve length Alpha and Runway 16 Maximum longitudinal grade exceeds 1.5% Alpha-South Maximum longitudinal grade exceeds 1.5% Alpha-South Substandard vertical curve length Bravo Substandard vertical curve length Bravo Centerline radii less than 100 feet Foxtrot Maximum longitudinal grade exceeds 1.5% Hotel Centerline radii less than 100 feet Kilo Maximum longitudinal grade exceeds 1.5% Kilo Substandard vertical curve length Kilo Substandard vertical curve separation Lima Maximum longitudinal grade exceeds 1.5% 1-46

53 1.5 Commercial Passenger Terminal Facilities The Passenger Terminal Building (PTB) is located east of Runway 16/34 near its midpoint. It serves both air carriers and commuter airlines. The building footprint is approximately 40,000 square feet. According to the Laws of Westchester County, the terminal space was designed and is limited to the capacity of 240 passengers per halfhour, without consideration of whether such passengers are enplaning or deplaning Departure/Arrival Hall The Passenger Terminal Building mainly processes all passengers on a single level. This configuration does not provide two dedicated halls that would segregate arrival and departure passenger flows. The unique common hall has a surface area of approximately 11,000 square feet. 20 Different areas inside this common hall can be clearly identified as depicted on Figure Ticket Counter Area The ticketing area covers approximately 3,800 square feet. Seven baggage screening stations designated for pre-ticketing screening as per TSA standards are situated in front of the ticket lobby's 11 ticket counter positions. A space is dedicated to US Airways on the east side of the lobby with two ticket counter positions while the other nine are used by the airlines American Airlines, United and Delta, on the west side. Two conventional ticket counters are isolated from the others and are used by Jetblue on the east side of the ticeketing area while three additional screening stations are situated along the east window wall. A series of stanchions and ropes controls access to the screening areas and ticket agents and is also intended to separate ticketing lines by carrier. Since December 31 st, 2002 the existing baggage screening operation occupies roughly 1,100 square feet, which represents one-third of the entire ticket lobby. The space required for this TSA operation has nearly eliminated passenger queue space for ticketing and public circulation that was formerly provided in the ticket lobby. 21 The ticket counter area also includes a ground transportation counter to assist passengers with commercial ground transportation accomodations Security Checkpoint The security checkpoint area in the terminal has grown from its original footprint of approximately 500 square feet to roughly 1,200 square feet to accommodate the new components of the operation needed to comply with the mandates of the federal Aviation and Transportation Security Act (ATSA) of November 20 As of December 2016, the Airport was pursuing an expansion of the departure area within the existing footprint of the terminal building in order to relieve crowding during peak periods and flight delays. 21 To address overcrowding in the terminal space utilized for baggage screening operations, the construction of a new baggage inline screening building adjacent to the terminal building was near completion as of December

54 19, At the entrance of the security checkpoint area, two counter positions are used by the TSA agents for passport control. The security checkpoint consists in three distinct lanes. The first lane is equipped with an x-ray machine for carry-on bags and with a magnetometer. The two other lanes have one x-ray machine each but use the same magnetometer. In addition, those lanes are equipped with a 3D body scanner. Furthermore, the security checkpoint area includes two dedicated secondary screening areas for wanding and shoe removal. A number of search tables have also been installed, along with on-site administrative space and a gate separating the checkpoint from what remains of the holdroom. The TSA screening operation today is highly impacted by the limited capacity of the boarding lounge. During the peak periods, the agents have to perform a screening per flight procedure. When the boarding lounge is full of passengers, the TSA agents decide, in coordination with the Airport Staff, to screen only passengers that have a flight departing soon. The Westchester County Airport is one of the very few airports in the nation that uses this procedure. This can be a cause of confusion for passengers not accepted in the security check in area and are asked to wait in the departure/arrival hall instead Boarding Lounge (Holdroom) The common-use holdroom, or boarding lounge, is comprised of roughly 4,800 square feet and has currently 175 seats. The single holdroom, serves all flight activity. Four two-agent gate counters with backscreens are centrally located near the window wall to handle the boarding process. Doorways on opposite sides of the holdroom provide access to two enclosed, unconditioned concourses for boarding and deplaning. Limited signage and personnel can cause passenger confusion as to which aircraft is serving a particular flight. The area is confined and the interior flow is very constrained, especially with the encroachment of the security checkpoint. Seating is limited and many passengers must stand to await boarding. Circulation and signage is particularly not intuitive for arriving passengers who arrive in the same holdroom as departing passengers Baggage Claim Area The baggage claim area consists of one baggage belt and covers a surface area of 4,400 square feet. Approximately 100 linear feet of the belt is accessible to the passengers as the rest is located in the Secured Identification Display Area (SIDA) and is used by ground handling to load the bags. Another important role of the Baggage Claim Area is that during the busy periods it is used to queue additional departure passenger that are waiting to be called to the security checkpoint. Stanchions and ropes covering an approximate area of 600 square feet are used to control and separate departing and arriving passenger flows. 1-48

55 1.5.6 Concessions An approximately 3,800 square feet of restaurants and coffee shops is located on the second level of the terminal and is undergoing major renovations. A Dunkin Donuts store 22 and newsstand by Airport Mart are located on the first floor in the lobby area of the terminal. Four car rental companies, utilizing counter space in the baggage claim area, are servicing Westchester County Airport: AVIS, Alamo/National, Budget, and Hertz Gate Utilization and Parking Apron Area For aircraft boarding, the airlines use the four-gate facility on a first-come, first-served basis. Enclosed loading bridges serve Gates 3 and 4 on the north concourse. 23 In order to access the other two groundlevel gates on the south concourse or the two additional aircraft parking positions on the north side of apron, passenger must walk across the active Security Identification Display Area (SIDA) 24 apron area. The main commercial terminal apron area consists of around 170,000 square feet, as depicted in Figure The largest aircraft that can be accommodated in this area is Group III aircraft such as Airbus A320, Boeing 737, and Boeing As mentioned earlier in the chapter, due to the Laws of Westchester County, terminal apron capacity is limited: A maximum of four aircraft may be scheduled to use the Terminal Ramp at any time. Figure 1-20 identifies size and location of contact apron stands and gates at the terminal building Mechanical Areas Most of the terminal building mechanical areas are located in the south portion of the building behind the car rental counters. The Westchester County Airport Main Terminal has two Crown boilers installed during the mid 1990 s. These boilers provide hot water throughout the main terminal area for space heating. The boilers in the main terminal and in the maintenance facility are No. 2 fuel oil fired. The single wall fuel/oil tanks are located underground. In addition, two small, electric, hot water heaters provide hot water to the main terminal restrooms Since the writing of this chapter, the Dunkin Donuts store has been converted to a Coco Farms concession shop. 23 Refer to footnote Security Identification Display Area (SIDA) - is a portion of an airport, specified in the ASP, in which security measures specified in 49 CFR 1542 are carried out, and specifically it is an area requiring display of an authorized identification media. Transportation Security Administration (TSA), Recommended Security Guidelines for Airport Planning, Design and Construction, May 1, RCM Technologies, Inc., New York Power Authority, Feasibility Study for Westchester County Airport Natural Gas Conversion 1-49

56 1.5.9 Airline Operations Currently 26 the following airlines operate at Westchester County Airport: Table 1-29: Airline Operations Airline Destinations American Airlines Chicago, IL; Cape Air Lebanon, NH; Nantucket, MA; Martha s Vineyard, MA Delta Atlanta, GA; Cincinnati/Northern Kentucky, KY; Detroit, MI; Fort Lauderdale, FL; Fort Myers, FL; Nassau, Bahamas; Orlando, FL; San JetBlue Airways Juan, PR; Tampa, FL; West Palm Beach, FL United Chicago, IL; Washington, D.C. - Charlotte, NC; Philadelphia, PA; Washington D.C. - Washington National US Airways Airport (DCA) and Washington Dulles International (IAD) Source: Westchester County Airport, Airline operations offices are located on the second floor of the main terminal building. The former open air observation deck on the third floor is under reconstruction and will provide 2,715 square feet of airline operations offices for 28 employees when completed Other Office Space The second floor of the terminal building houses Airport Administration's Operations Center (which currently includes the Terminal Operations function and offices of the airlines' ground handler, Ground Handling, Inc. (GHI). This topic is further detailed in Section At the time the Chapter was written January

57 Figure 1-20: Passenger Terminal Building Apron and Gates Please refer to the Airport Layout Plan Terminal Area drawing for more updated and detailed information. 1-51

58 Figure 1-21: Commercial Passenger Terminal Layout 1 st Floor 1-52

59 1.6 General Aviation (GA) Facilities General aviation flights are any flights that are neither commercial (scheduled or non-scheduled) nor military aircraft flights. General Aviation facilities at HPN mostly serve business jets and some light general aviation based aircraft. The prime tenants using the GA Facilities at Westchester can be divided into two categories: Fixed Base Operators (FBOs) and Aviation Corporate. Most of the GA terminal facilities are located on the northeast side of the airport, along Taxiway A and on the west side of the airport, south of Runway 11/29. These include large corporate hangars and a number of FBOs Fixed Base Operators (FBOs) The FAA generic definition for an FBO is a commercial entity providing aeronautical services such as fueling, maintenance, storage, ground and flight instruction, etc., to the public. As described in the Grant Assurance 22 (Economic Non-Discrimination 28 ) of the AIP program, the FAA requires the airport sponsor to establish minimum standards to be met as a condition for the right to conduct an aeronautical activity on the airport. Among others, those standards allow to define precisely what type of services an FBO is allowed to provide on the airport. Due to mergers and acquisitions that occurred in 2014, the following three FBOs were operating at the Airport: 29 Million Air Landmark Aviation a. Landmark East b. Landmark West (ex-panorama Flight Service) Signature Flight Support a. Signature East b. Signature West (ex-jet Systems) Landmark East and Signature Flight Support (East and West) offer a full range of services for aircraft of all sizes. Million Air and Landmark West (ex-panorama Flight Service) specialize in services for light aircraft (up to 12,500 lb) and provide limited ramp services for aircraft up to 50,000 lb. Executive Jet Management (EJM) operations will be described in this section as their services are similar to the ones provided by an FBO. However, EJM does not provide any services to the public as they exclusively serve the fractional aircraft ownership company NetJets. As previously mentioned, Million Air and Landmark West are the only two FBOs currently serving the light GA community. Two specific airport facilities are used for light GA: tiedown apron areas and T- hangars. 28 Statutory Reference: 49 U.S.C / Regulatory Reference 14 CFR Parts In 2016, the composition of FBOs at the Airport underwent further changes. Signature Flight Support acquired Landmark Aviation in February As a result of this acquisition, Signature Flight Support was required to divest its existing facilities at HPN, which it sold to Ross Aviation. 1-53

60 Fixed Based Operator Table 1-30: FBO Facilities Location Hangar Hangar Space (sq.ft) Office Space (sq.ft) Apron Parking (sq.ft) T-Hangars (sq.ft) Signature West (ex-jet Systems) E-3 23,300 12, ,264 - Landmark East D-1, D-3 56,290 23, ,454 - Million Air M 21,200 n/a 725,000 64,800 Landmark West (ex- Panorama) T 25,650 n/a 650,000 58,800 Signature East A/C1/C2/G 83,770 30, ,528 - EJM/NetJets 26 14,826 5,115 74,380 - Source: Westchester County, FBOs/Tenants Individual Interviews, March/April 2013 Westchester County Tenant Agreements, December 2012, Airfield Survey Aerial, 2012, Prepared by DY Team 6 23,652 31,846 98,440 - Fixed Based Operator Location Hangar Table 1-31: FBO Aeronautical Services Operating Hours Jet-A Avgas Deicing Aircraft Maintenance Flight School Signature West (ex-jet Systems) E-3 24/7 Yes No No No - Landmark East D-3 24/7 Yes No Yes Yes - Million Air M 6am-11pm Yes Yes Yes Yes 3 Landmark West (ex- 05:30am- T Panorama) 11pm Yes Yes n/a n/a 2 Signature East A/C-1/C-2/G 24/7 Yes Yes Yes No - EJM/NetJets 26/6 24/7 Signature - Signature Yes (Unscheduled) - Source: Westchester County, FBOs/Tenants Individual Interviews, March/April 2013, Prepared by DY Team Tiedown apron areas Million Air has an apron area of approximately 725,000 square feet. This area consists of approximately 101 aircraft tiedown spots covering 160,000 square feet of aircraft parking. Landmark West s general aviation apron is situated west of Hangar T and covers an estimated area of 650,000 square feet, and consists of approximately 120 aircraft tiedown spots (TD1, TD2, and TD3 on Figure 1-22) covers 398,000 square feet T-Hangars Million Air currently owns three T-Hangar buildings located south and east of Hangar M. These hangars can accommodate a total of 43 aircraft. The two T-hangars located east of Hangar M (M2 and M3 on Figure 1-22) can each accommodate 13 aircraft and the one south of Hangar M (M1), a total of 17 aircraft. The door of each bay is 45 feet wide. 1-54

61 Landmark West owns three T-Hangar buildings (T1, T2, and T3 on Figure 1-22) located south west of Hangar T. Based on hangar size and 45-foot wide bay doors they should be able to accommodate approximately 37 aircraft. Landmark West (ex-panorama) Million Air Figure 1-22: FBO Facilities West Corporate Operators Eight aircraft hangar buildings on the airport are leased by corporate operators. Six of them are located on the northwest airport apron area, one on the west side, and one on the southeast of the airport. The following table lists the corporate hangar buildings present today on the airport. Table 1-32: Aviation Corporate Facilities Tenant Location Hangar Hangar Space (sq.ft.) Office Space (sq.ft.) Apron Parking (sq.ft.) TISMA D-1B 18,228 8,100 31,088 PMI, Inc. D-2 35,162 14,775 51,875 JPMorgan Chase E-1 39,712 13,446 80,263 Citigroup/McGraw Hill E-2 23,279 6,707 25,500 International Paper F 83,770 30, ,528 PepsiCo V-1 37,232 14,200 54,540 Interlaken Capital V-2 37,765 12,426 54,540 IBM W 43,000 6,200 40,300 Source: Westchester County, FBOs/Tenants Individual Interviews, March/April 2013, Prepared by DY Team 1-55

62 1.6.3 Auto Parking Table 1-33 below shows an inventory of car parking facilities that are dedicated to General Aviation: Table 1-33: GA Car Parking Inventory Location Hangar Area (sq.ft.) Number of Spaces Users A/C-1/C-2/G 84, Signature East D-1/B/D-2/D-3 100, Landmark East, Airport Admin. (20 spots), PMI, TISMA E-1/E-2/E-3 76, Signature West, JP Morgan/Chase, Citigroup/McGrawHill F 28, International Paper M 79, Million Air T 51, Landmark West V-1/V-2 53, PEPSI, Interlaken W 35, IBM 6 8, EJM/NetJets 26 10, EJM/NetJets Source: Westchester County, FBOs/Tenants Individual Interviews, March/April 2013, Prepared by DY Team Based Aircraft The Airport Administration keeps an exact record of based aircraft on the airport. Table 1-34 presents a detailed breakdown by aircraft type, name of the operator, and aircraft location site (hangar). Categories of the aircraft listed include single engine, twin engine, jet aircraft, turbo propeller, and helicopters. As airport records indicate, currently there are over 300 based aircraft. The majority of based aircraft are single engine or jet aircraft. There are 20 helicopters based at HPN Flight Schools and Pilot Shops The following flying schools and pilot shops currently operate at the Airport: Million Air (Westair) Flying School WingsAir Helicopter School Performance Flight (Hangar M) Westchester Flying Club (Landmark West) 1-56

63 Location Hangar Hangar E-3 Table 1-34: 2012 Detailed List of Based Aircraft Total FBO / Tenant Single - Twin- Jet Based engine engine aircraft Aircraft Signature West (ex- Jet Systems) Source: Westchester County Airport, Count as of November Turbopropeller Helicopter Hangar D-3 Landmark East FBO Sub-Totals Hangar 26 NetJets/EJM Hangar D-1A Landmark East Hangar D-1B TISMA Hangar D-2 PMI, Inc Hangar M Million Air Hangar T Landmark West (ex- Panorama) A/C1/C2/G Signature East Hangar E-1 JPMorgan Chase Hangar E-2 Citigroup/McGraw- Hill Hangar F International Paper (Prime) " " Aero Management " " Fayair, Inc " " ACM/Riverside Aviation " " WISC, Ltd Hangar V-1 PepsiCo Hangar V-2 Interlaken Capital (Prime) " " Crane Company " " Saks, Inc Hangar W IBM Flight Ops Zulu Tiedown Civil Air Patrol Totals

64 1.7 Support Facilities FAA Facilities (Air Traffic Control Tower) According to the FAA, the Air Traffic Control Tower was constructed on the west side of the airfield in 1968 to replace the original tower attached to Hangar A (currently serving as an antenna farm) to improve the controllers view of the airfield. The current HPN tower structure measures 104 feet tall. Source: FAA, Westchester Air Traffic Control Tower Figure 1-23: FAA ATCT Today the Tower has a workforce of 18 controllers and two front line managers. The following air traffic control frequencies are currently listed for Westchester Airport: Table 1-35: HPN Frequencies CTAF: UNICOM: WX ASOS: PHONE Westchester Ground: [ ] Westchester Tower: [ ] New York Approach: 120.8( ) 126.4( ) New York Departure: Clearance Delivery: Pre-Taxi Clearance: Basic Radar: ( ) 126.4( ) D-ATIS: 133.8( ) EMERG: WX ASOS at LGA (19 nm SW): Phone Source:

65 1.7.2 Airport Operations Facilities Airport Administration Airport Administration offices are located on the second floor of the main terminal building. Airport operations staff consists of seven supervisors and ten operations coordinators. Airport maintenance department consists of three supervisors, seven full-time maintenance mechanics, six to seven part-time maintenance helpers, and six temporary workers for the snow season. Additional administrative assistant is located in Building 10. This person is responsible for the maintenance and material related deliveries Airport Maintenance and Storage The main airport maintenance facility is located near the Passenger Terminal Building just north of the ARFF facility, illustrated in Figure 1-24 and previously identified in Figure 1-8 through Figure Source: Microsoft Corporation, ww.bing.com/maps Figure 1-24: Airport Maintenance Facility Airport Operations and Maintenance Department personnel are responsible for Part 139 certificate compliance. They carry out the Airport Certification manual (ACM) for the County of Westchester; maintain the runways; maintain safety and security of the airfield; keep all the equipment in good working condition; provide snow removal and emergency response. Airport storage facilities are located in the northern portion of the airfield near the Zulu Tiedown area, former Air National Guard site, as detailed in Section 1.8. Additional detailed graphic description is presented in Figure 1-9 which identifies airport maintenance facilities and hangars locations Aircraft Rescue and Fire Fighting (ARFF) Facilities According to the Airport ACM (updated 10/02/2012), the ARFF capability at Westchester County Airport is available 24 hours per day, seven days per week. The ARFF effort is under the control of airport management. The control includes vehicle purchase and maintenance and personnel manning and training. Airport Operations personnel serve as the ARFF personnel and are available at all times regardless of equipment status. In total there are 17 members in Airport Operations/ ARFF staff. One shift staffing includes one Operations/ARFF Supervisor and two Operations/ ARFF Coordinators Baker Engineering NY, Inc., Westchester County Airport Security Master Plan 1-59

66 Index and Equipment Westchester County Airport is a Class I airport and provides Index B Aircraft Rescue and Fire Fighting (ARFF) service as determined by FAR Part (a)(1) and (2). The largest carrier aircraft utilizing the airport are the Airbus 320 and the Boeing 737. According to the FAA regulations, ARFF Index is determined by a combination of the length of air carrier aircraft and average daily departures of air carrier aircraft. These aircraft are less than 126 feet in length, but greater than 90 feet. Average daily departures of this size aircraft are over five per day based on the busiest three consecutive calendar months Size and Location The primary Aircraft Rescue and Firefighting Facility is immediately adjacent to the Terminal Building and is connected via a second floor enclosed walkway. A Unified Command center is currently located in a trailer just north of Taxiway C. The ARFF garages emergency response equipment is located on the first floor Functional Requirements The airport's two crash/fire/rescue (CFR) vehicles are housed in a heated structure adjacent to the terminal building. All personnel working in airport operations are trained and qualified to operate the CFR equipment. ARFF personnel are equipped in accordance with FAA AC 150/ , Aircraft Rescue Fire Fighting Equipment, Tools and Clothing. Both trucks are equipped with radios to permit transmission on Tower frequency, Ground Control, Airport Operations company frequency and Westchester County Fire Dispatch (60 Control). All emergency vehicles are painted safety lime yellow and have large black numbers to identify the individual units (#7 is issued to the2007 Striker, #11 is issued to the 2003 Striker). The vehicles are equipped with at least one 360-degree red flashing light and also with spotlights and marker lights for the front and rear Deicing Equipment Deicing trucks operated by airport operations staff are located at the Airport Maintenance Facility parking lot near the Passenger Terminal Building as depicted in Figure Additional equipment is located at Hangar 10 on the north side of the airfield. In 2014, two tanks (low and high concentration) were built on the Hangar F apron as shown on Figure Source: Airfield Survey Aerial, 2012 Figure 1-25: Maintenance Facility Aerial and Deicing Tanks 31 Baker Engineering NY, Inc., Westchester County Airport Security Master Plan, 1-60

67 Table 1-36: Aircraft Rescue and Fire Fighting Equipment Characteristics 2003 Oshkosh Striker 1500 ARFF Truck - Rescue 11 Capacity - Water Capacity - 6% AFFF Light Water Capacity - Halotron Light Water Roof Turret Light Water Bumper Turret Reeled Light Water Handline Reeled HalotronHandline Preconnected Light Water Handline Undertruck Nozzle Halotron (25 lb) Met-L-X (30 lb) Sodium Bicarb (10 lb) 1,500 gallons 210 gallons 460 pounds 375 gpm/750 gpm 375 gpm/750 gpm 60 gal/min. 345 lb/min. 125 gal/min. 19 gal/min. (2) Hand Extinguishers (1) Hand Extinguisher (1) Hand Extinguisher 2007 Oshkosh Striker 1500 ARFF Truck - Rescue 7 Capacity - Water Capacity - 6% AFFF Light Water Capacity - Halotron Light Water Roof Turret Light Water Piercing Tool Snozzle Piercing Tool; Light Water/Halotron Light Water Bumper Turret Reeled Light Water Handline Reeled HalotronHandline Undertruck Nozzle Preconnected Light Water Handline Halotron (25 lb) Met-L-X (30 lb) Sodium Bicarb (10 lb) Source: Westchester County Airport, Airport Certification Manual 1,500 gallons 210 gallons 460 pounds 375 gpm/750 gpm. 250 gal/min. 350 lbs/min 375 gpm/750 gpm. 60 gal/min. 345 lb/min. 19 gal/min 125 gal/min. (3) Hand Extinguishers (1) Hand Extinguisher (1) Hand Extinguisher 1-61

68 Snow Removal Equipment All airport snow removal equipment is stored in airport maintenance facility, Building 10 and associated parking space as depicted in Figure Source: Microsoft Corporation, ww.bing.com/maps Figure 1-26: Building 10 The following table provides a current inventory of the Snow Removal Equipment at HPN. The Airport utilizes Bowmonk AMF-2 and Bowmonk AMF-3 decelerometer devices for accruing runway friction measurements. Table 1-37: Snow Removal Equipment Truck Number Truck Year and Make Description HOG 1997 Samsung Loader w/20 plow Oshkosh 14 Plow / Spreader Oshkosh 14 Plow / Spreader Case Front End Loader Oshkosh Snow Blast Oshkosh Snow Blast Chevrolet Dump / Utility Plow Chevrolet Pickup w/ Plow + Spreader Oshkosh Sweepster (18 Broom) Chevrolet Pickup w/ Plow Oshkosh Sweepster (18 Broom) Oshkosh Sweepster (18 Broom) Chevrolet Pickup w/ Plow Oshkosh P-Dump w/ 22 Plow Oshkosh Sweepster (18 Broom) Mack 14 Reverse Plow + Dual Spreader Alamo Tractor w/ 15 push plow Tyler 2008 Sterling Liquid De-icer Gallon Source: Westchester County Airport, Airport Certification Manual 1-62

69 1.7.3 Fuel Storage Facilities According to the airport ACM, aviation fuel is stored on the airport at the fenced fuel farm. Laws of Westchester County - Airport Rules and Regulation, defines fuel storage area as those portions of the airport designated temporarily or permanently by airport manager as areas in which gasoline, jet fuel, or any other type of fuel may be stored, including but not limited to gasoline tank farms. The HPN fuel farm is located north of the passenger terminal building and along the west side of the terminal entrance roadway. Access to the fuel farm for supplier trucks is from a service drive off southbound Airport Access Road. The service access road can be reached from either Airport Access Road or Rye Lake Road. There is a gated entrance to the fuel farm that limits access to the site. After unloading, trucks depart airport property via north-bound Airport Access Road. Airport fuel trucks for mobile dispensing access the fuel farm from a separate airside access road located off Taxiway A. There is also a gated entrance at this access road. Tankers off-load fuel at one of two pumping stations located adjacent to the airport entrance road. Fuel is available on a 24-hour basis. 32 Source: Westchester County Airport Approved ALP, November 16, 2011 Figure 1-27: Airport Fuel Farm 32 Baker Engineering NY, Inc., Westchester County Airport Security Master Plan, 1-63

70 The following Table 1-38 details the number and the capacity of the fuels tanks. Table 1-38: Fuel Farm Characteristics Number of Tanks Capacity Fuel Type Description 1 25,000 gal AvGas Above Ground 1 100,000 gal Jet A Above Ground 5 25,000 gal Jet A Above Ground Source: Westchester County Airport, Airport Certification Manual Fuel is delivered by 8,000-galon tanker trucks and up to 120,000 gallons of fuel is pumped into aircraft on a daily basis. Fuel is dispensed from the fuel farm to the aircraft by fuel trucks. Loading docks are equipped with the appropriate portable fire extinguishers and dikes. All above ground tanks are diked. The fuel handling operations are conducted in accordance with Westchester County Airport Rules and Regulations Rule 1-12, Section 326 and the applicable section of NFPA 407 (current edition), and FAA, AC 150/ (current edition). 1.8 Former Air National Guard Facilities The Former Air National Guard (ANG) site encompasses approximately 18.2 acres in the northeast section of Westchester County Airport (Airport). The ANG site is wholly located within the Town of North Castle. This parcel is bounded on the southerly side by the NetJets leasehold, on the westerly side by the Aeronautical Operating Area, on the northerly side by the proposed Water Quality Buffer Area and on the easterly side by the Airport Access Road. The current layout of the site is shown in Figure In 2010, Saccardi & Schiff, Inc., Planning and Development Consultants, completed a study of the Former Air National Guard site to determine an appropriate long-term reuse for this part of the airport property. Information presented further in this section reflects their findings Background In 1946, the Air National Guard, a separate reserve component of the United States Air Force, was established. On June 24, 1948, the137th Fighter Squadron of the New York Air National Guard received federal recognition and began operations to establish a $3 million, 27- acre facility in the northeast corner of the Airport, as depicted in Figure By 1952, the Air National Guard site included the current Buildings 1, 2, and 3. By1966, the 105th was participating in a variety of worldwide missions, including support of operations in Vietnam and Southeast Asia. At this time, the 105th was one of six ANG units operating in New York State. By the 1980s, the ANG forces, as part of the Total Force concept of the military, were equipped with more modern aircraft, similar to its active-duty counterparts. These shifts had a direct impact on the 105th unit based at the Airport. During this period, the Air Force sought to increase its strategic airlift capacity to assist nations in need around the world. In anticipation of the unit becoming the first (and it remains the only) ANG unit to receive the C-5A Galaxy (in July 1985) the military s largest transport aircraft, in May 1983 the units relocated to Stewart Air Force Base (now known as Stewart International Airport) in Newburgh, New York, to take advantage of more space and a 12,000-foot runway. Following the relocation of the 105th ANG unit in 1983, the 27-acreformer ANG Site was transferred from New York State to Westchester County. 1-64

71 1.8.2 Buildings The County, state and other tenants uses several of the buildings in the former Air National Guard complex for a variety of functions: Building 1 A two-story, W -shaped building whose tenants include the Westchester County Department of Public Safety (WCDPS) 39th Precinct, the Civil Air Patrol (CAP) New York Wing/Southeastern Group Headquarters, the Corporate Angel Network (CAN), and Galley Foods. Building 1 contains approximately 24,158 square feet of interior space. Building 2 Building 2 is a large, one-story rectangular administrative and storage warehouse. Tenants include Cosgrove Aircraft Services and Enterprise Car rental, as well as the County. North of Building 2 is a parking area that is utilized by Enterprise Car rental. Building 2 contains approximately 16,000 square feet of interior space, Building 3 Building 3 is a large, one-story rectangular warehouse. The building is currently occupied by Furniture Share house. Building 3 contains approximately 16,000 square feet of floor space; Building 4 Building 4 is a one-story vehicle and general maintenance structure, occupied by Seasafe Corp. There are five bays for routine vehicle maintenance. At the southeast side of the building is a vehicle wash rack for periodically washing down facility vehicles. A small office is also located within the building. Building 4 contains approximately 2,700 square feet; Buildings 7 and 9 These buildings were once part of a pump house for the fuel farm on the ANG site that no longer exists. Building 7, an approximately 425-squarefoot utility building, is unoccupied. Building 9 is also a small, approximately 300-square foot, utility building. Although not occupied by a tenant, it is a storage site for airport maintenance equipment. Building 8, once located between these two buildings, was removed in 1991; Building 10 A 20,806-square foot vehicle and general maintenance structure. It houses the maintenance and snow removal equipment for the Airport. On the west side of the building is a gas and diesel-fueling island located next to an emergency generator. Just to the northeast of the building are two silos one for storage of airfield sand and the other for the storage of roadway sand and salt used to aid in the snow removal efforts of the Airport; Building 11 Building 11 is approximately 7,000 square feet and is broken into two segments. An office area is currently occupied by the Airport s ground handling staff and consists of approximately 4,800 square feet. On the north side of the building is a 2,200-square foot, two-bay garage that is occupied by the County for storage of a reserve fire truck and related equipment. East of Building 11 is an 11,000-square foot (85 feet by 140 feet) aircraft parking area and perimeter roadway; 1-65

72 Building 15 A metal-clad, one-story Butler building that was once the guard shack at the entrance of the ANG Site. It is currently occupied by Rudy s Inflight Catering and contains approximately 2,100 square feet; Cell phone Waiting Area South of Buildings 1 and 15 is a paved area for people waiting to pick up passengers arriving at the Airport. The waiting area includes a food ordering kiosk from Sal s Good Eats. Wishing Well Area West of Building 1 is a small open space area. The open space area is utilized during the summer months as an informal gathering area for Airport workers and includes a covered structure that is used for cooking and eating. Overflow Parking Area West of the Wishing Well area and along the access roadway to the ANG Site is an area that serves as overflow parking. Shuttle service is provided by the Airport from the overflow parking area to the terminal. Overflow parking area is further described in Section of this chapter. Source: Airfield Survey Aerial, 2012 Figure 1-28: Former Air National Guard Site 1-66

73 Source: Saccardi & Schiff, Inc., Reuse of the Former Air National Guard Site Figure 1-29: Existing Layout of the Former ANG Site 1.9 Airport Access, Circulation, and Parking Highway and Road Access The Airport is less than 35 miles by car from Midtown Manhattan or roughly 45 minutes driving time. The Airport is surrounded by three major roads providing regional and local access to the site. The roads are: Interstate 684, and New York State Routes 120 and 120A. It is also in close vicinity to the Hutchinson River Parkway and the Merritt Parkway. See Figure 1-30 for the Airport s proximity to New York City and the extent of these major roads in the region between Local and Regional Access Patrons of passenger flights must enter the site using County Airport Access Road (Airport Access Road) which runs parallel to Runway 16/34 along the eastern boundary of the Airport. Airport Access Road can be entered from the north/northwest via exit 2 (both directions) off I-684 and also from NYS-120 (Purchase Street). Airport Access Road is a two-lane, one-way road flanked by full-lane-width shoulders from NYS-120 to the next intersection at New King Street. From this intersection it becomes a two-lane, two-way road with a continuation of the full-lane-width shoulders until a traffic circle at the intersection of Rye Lake Avenue. The traffic circle divides the travel lanes of Airport Access Road into a divided roadway that provides access to the main terminal and loops around the parking garage. Leaving the Airport, drivers must either use Rye Lake Avenue to get to NYS-120A or Airport Access Road to New King Street to NYS-120. See Figure

74 From the south/southeast, users can enter Airport Access Road from NYS-120A (King Street), in the State of Connecticut, by way of Rye Lake Avenue. NYS-120A provides local access to the site as it connects the Villages of Rye Brook and Port Chester in the south with the Town of North Castle in the north. From the greater region Airport users can access Airport Access Road using I-684 which runs from I-84 in the north to I-287 in the south. Depending on which side of the Airport their facilities are located, Airport tenants can access the grounds using the four driveways off Airport Access Road or Tower Road from the south. Tower Road can be reached from NYS-120, the northern and southern termini of which are the hamlet of Millwood (in the Town of New Castle) and the City of Rye, respectively. See Figure There are two emergency access gates: one via New King Street (unrelated to above) off NYS-120 and the other off Lincoln Avenue which runs generally along the southern boundary of the Airport s property. See Figure Airport Circulation and Service Roads There are no landside access roads or service roads that loop around the Airport. On site, the only two landside roads are spurs off larger arterial roads: Airport Access Road off NYS-120 and Tower Road off of NYS-120. These two roads in combination with the surrounding road network are used for all landside access and service routes. See Figure Airfield Access Ingress/egress into all airport operational areas is accomplished through a limited number of locked, movable barriers (pedestrian or vehicle) located in the perimeter fencing. The security of all barriers is assured by restricting usage to authorized personnel only. To ensure maximum operational security, Airport personnel and County Police routinely conduct checks of the gates on a 24-hour basis. Some of these gates are used by the Airport tenants to bring their customers cars directly to the aircrafts. Locations of the main vehicle gates used by authorized personnel can be found in Figure These gates are supplemented by approximately 20 pedestrian access gates and approximately 15 secondary gates that do not provide direct AOA or SIDA access. 1-68

75 Figure 1-30: Regional Map 1-69

76 Figure 1-31: Local Map 1-70

77 Figure 1-32: Access and Parking Map 1-71

78 1.9.3 Public Transportation Taxi and Limousine Service As a policy of the Airport taxi and limousine service is by prearrangement only as taxi cruising for passengers and hailing of unoccupied taxis are not permitted at the Airport. Instead, there are two (2) vendors licensed by the Airport (DLC Ground Transportation Services and Limousine Service of Westchester) who have desks in the terminal building where transportation can be arranged Mass Transportation Bee-Line bus service is provided at the Airport at the bus stop outside the main terminal. The stop is on Route 12 which includes a stop at the White Plains Metro-North Railroad station. The White Plains train station is on the Harlem line which extends from Wassaic Station in Dutchess County to Grand Central Terminal in New York City. Service from the Airport to the train station is provided from 7:26am to 6:49pm during the week with buses running roughly every hour. During the afternoon rush hour the trip takes about 55 minutes due to added stops at three business parks in White Plains. Otherwise the trip takes about 40 minutes. There are no express routes as the bus makes between two and five stops before arriving at the White Plains train station. Bus arrival times at the train station are based on Metro-North Railroad departure times to Grand Central Terminal. Bus service to the Airport from the train station during the week runs from 6:20am to 6:10pm with buses leaving the train station generally every hour (or half hour during morning rush hour). The trip takes about 47 minutes during the morning rush hour, due to the same three added stops described above, and 37 minutes maximum at all other times during the day. There are no express routes in this direction either as the bus makes between two and five stops before arriving at the Airport. Bus departure times from the train station generally coincide with Metro-North Railroad arrival times from Grand Central Terminal. On the weekend the bus runs generally between 8am and 6:30pm. There are no added stops at the business parks and there is no express service between the Airport and the White Plains train station. Buses leave both destinations every hour and 20 minutes. At one point on each morning of the weekend there is a 1 hour and 40 minute wait between buses from each of the bus stops. The trip takes 35 minutes. Regular bus fare for the trip in either direction regardless of time of day or day of the week costs $2.50. Travel time by train between Grand Central Terminal and the White Plains train station varies between 30 minutes and an hour depending on express or local service Parking Public Parking The favored mode of transportation to and from the Airport is by private passenger vehicle. A common complaint of Airport patrons is the lack of sufficient parking. Daily parking demand peaks typically occur in the early morning and towards the end of the business day, generally coinciding with flight times. Parking demand also peaks on the days leading up to and following holidays and school recess. 1-72

79 On-Site Short-Term and Long-Term Parking The three-level on-site parking garage accommodates both short-term and long-term parking. The garage is at the end of Airport Access Road adjacent to the main terminal building. At approximately 135,000 square feet per level the parking garage provides 1,200 parking spaces (Figure 1-32). Parking at the garage costs $3.45 per half hour, $6.90 per hour, with a maximum of $28.80 per day. During periods of peak demand the parking garage reaches capacity forcing patrons to use other on-site and off-site parking lots. A combined overflow and long term parking lot is provided less than three quarters of a mile from the main terminal on Airport Access Road. This parking lot provides approximately 185 parking spaces and is approximately 57,000 square feet in area, as shown in Figure Parking rates are the same as those at the parking garage discussed above. However, special rates of $15 per day apply with a three day minimum stay. Shuttle service to the terminal is provided free of charge Off-site Long-Term Parking In lieu of on-site parking some patrons may elect to use off-site parking services offered by a few local institutions. For example, Purchase Park 2 Fly is a discounted parking program operating on the SUNY Purchase campus. The service offers discounted parking rates from $5 per day (for SUNY faculty, staff and students) to $12 per day for walk-ins or reservations made less than 24 hours in advance of drop-off. If a reservation is made more than 24 hours before drop-off then the rate is $10 per day. The La Quinta Inn in Armonk also offers long-term parking at $10 per day for non-patrons. For the cost of staying at the hotel for one night (rates vary from $140 to $160 per night) one may leave their car at the hotel for up to seven days. At both Purchase Park 2 Fly and La Quinta Inn a shuttle is included in the parking rate for transportation to the Airport Cell Phone Waiting Area A Cell Phone Waiting Area, located on Airport Access Road can be used by those picking up passengers from arriving flights. The waiting area is equipped with an electronic board which displays incoming flight information. At approximately 32,000 square feet in area this lot provides 50 parking spaces for standing vehicles, as shown in Figure Vehicles may not be left unattended in this area. Furthermore, there is no parking or waiting permitted on any Airport Access Road Employee Parking Parking for Airport employees is provided in several locations around the Airport. Airport employees park in approximately 30 spaces at Hangar C-1, 20 spaces around the Landmark Aviation hangar and 70 spots perpendicular to the access road in front of Hangars C-1 and C-2. In addition, approximately 20 spaces are provided for the maintenance staff in the front and east portion of the area around Building 10. Space is also provided in this area to store vehicles on an as-needed basis for the Westchester County Police, the District Attorney s office, Westchester County Department of Health and the New York City Department of Environmental Protection. In emergency situations overflow parking is directed to this area as well Curb Side On the approach to the main terminal Airport Access Road is generally 22 feet wide (Figure 1-33). Once it gets to the terminal structure it widens and forks with the two new lanes running parallel to each other with a partially landscaped concrete sidewalk median between. The lane that runs alongside the terminal 1-73

80 widens to about 40 feet. Traffic related to passenger pick-up and drop-off is directed into this lane along with terminal deliveries and rental car returns. The lane opposite the median which is about 22 feet wide is dedicated to through traffic, buses, taxis and limousines. The two lanes run parallel to each other for approximately 385 feet before reconvening. Within those 385 feet there are no dedicated lanes for arrivals or departures. The lane closest to the terminal building is wide enough to accommodate three cars sideby-side while the 22-foot-wide lane is only wide enough for two vehicles. There is no parking permitted in this area nor are unattended vehicles allowed. Security vehicles in the curbside area often idle in the breaks in the median so that they may remain posted at this location. It has been observed by Airport staff that there is not enough curbside capacity as queues can back up on Airport Access Road as far as Hangar D. This condition typically occurs during periods of peak times of travel or coinciding with flight delays or severe weather Rental Car Facilities and Activity Cars can be rented from any of the six rental car companies that operate out of the main terminal building. Each of the six (Alamo, Avis, Budget, Enterprise, Hertz and National) has a concierge desk in the terminal s arrival hall. Cars can be picked up and dropped off next to the main terminal off Airport Access Road. The rental car companies use several lots to store, receive and issue vehicles. One lot to the immediate south of the main terminal is approximately 31,000 square feet in area with no less than 85 parking spaces plus nine stacked parking spaces. This lot is currently a construction and staging area but is anticipated to become limousine, employee and terminal tenant parking once construction is complete. Another parking lot used by the rental car companies is further down along Airport Access Road. It is approximately 66,000 square feet in area and based on the stacked parking configuration of the facility can accommodate up to 300 vehicles. There is also a rental car parking lot used for pick-ups, drop-offs and inventory located in the North Facility off Airport Access Road near the entrance to the Airport. This lot is approximately 21,000 square feet in area with capacity for roughly 100 vehicles based on stacked parking configurations. Finally, there is a parking lot for rental cars to the north of the main terminal off Airport Access Road. This lot is approximately 46,000 square feet in area with capacity to accommodate 150 cars or more depending on stacked parking. In total rental car parking accounts for approximately 164,000 square feet of area to store over 650 vehicles using stacked parking configurations Shuttles There are several local institutions that provide shuttle service to and from the Airport. Free shuttles are run by SUNY Purchase College for faculty staff and students while La Quinta Hotel also operates a free shuttle for those who stay at the hotel overnight. Furthermore, at least six more local hotels run shuttles for their patrons. 1-74

81 Figure 1-33: Curbside Map 1-75

82 1.9.8 Airport Signage Display and road guide signs around the Airport site are inconsistent in style and lack uniformity. There are generally three types of signs with differing characteristics at the Airport: display signs, road guide signs and terminal signs. The signs that are the most unique to the Airport are the display signs. They are green with white uppercase lettering, supported on opposing ends by substantial metal posts and are mounted lower than a typical road sign. These signs are used to notify drivers of roads and building and hangar locations. The next group of signs, road guide signs, mostly complies with current MUTCD standards. This group includes the Cell Phone Waiting Area signs along Airport Access Road. The Cell Phone Waiting Area signs are blue with mixed upper and lower case, white lettering, supported by a single metal post. According to Airport staff the most effective signs at the Airport are those from the traffic circle to the main terminal. The most recently installed of Airport signage, these are large, green signs with uppercase, white lettering. A complaint of Airport staff is the lack of a central directory sign which Airport patrons can use to find the different FBOs, corporate hangars and other tenants around the Airport. A sign of this nature would need to be easy to edit in order to accommodate tenant turnover Passenger Characteristics Origin of Passengers Westchester County Airport services patrons from the entire New York City metropolitan area. According to a study conducted in 2005 by the FAA, a majority of users are from eastern New York State (excluding the New York City region) and southwest Connecticut. Table 1-39 demonstrates trip origins of Airport users in District Bronx Table 1-39: Observed Airport Access Trip Origins (2005) Eastern Long North NE New Manhattan Island* NJ NJ** York East- Central NJ SW Connecticut West of Hudson NY State Number of 2, ,782 2,942 6,724 3, ,350 14,708 Passengers * Includes Queens and Brooklyn ** Includes Staten Island Source: West of Hudson Regional Transit Access Study Alternatives Analysis Phase I Screening Report (May 2012) Modal Share Airport users take advantage of all the types of transportation that are available to them for arriving at the Airport. According to Table 1-40, however, they clearly favor being dropped off while a significant number also prefer to park at the Airport. Table 1-40: FAA Survey Mode Share (2005) Mode Drive and Park Drop Off Rental Car Taxi Shared Ride All Transit Percentage 23.6% 42.8% 14.1% 17.4% 1.5% 0.7% Source: West of Hudson Regional Transit Access Study Alternatives Analysis Phase I Screening Report (May 2012) 1-76

83 Pedestrian Access There is currently no pedestrian access to the Airport from local roads nor are there dedicated walkways, paths or sidewalks for pedestrian traffic throughout the site. With the exception of the immediate area around the main terminal there are no dedicated pedestrian paths between site facilities. It has been noted that Airport employees and patrons who utilize the long-term parking lot on Airport Access Road sometimes prefer to walk to the main terminal rather than using the provided shuttle service. The only route available to these pedestrians is the shoulder of Airport Access Road, which has not been designed to convey or protect foot traffic Airport Utilities Water and Sanitary Sewer Water Water is supplied to Westchester County Airport by Westchester Joint Water Works (WJWW). The Airport is currently fed by one watermain tap at Purchase Street. The 12-inch diameter watermain enters a structure just inside the property line where the watermain splits into two parallel six-inch lines. Each line is regulated by a backflow preventer in the form of reduced pressure zone assemblies. These two lines then reconnect into a 12-inch diameter ductile iron main that creates a loop around the Airport. The watermain loop provides water to the on-site buildings via service laterals. The loop also provides water to approximately 40 fire hydrants at the Airport as it is a combined domestic and fire service watermain. In addition to the loop there is a single, isolated 20-inch watermain that enters the site from Purchase Street and feeds a cistern dedicated to fire protection. The cistern supplies the fire suppression system for Hangar D. See Figure 1-39 in the Appendix. Airport based businesses and the terminal building consumed approximately 1.9 million gallons of water in See Table 1-41 in the following section on Historical Consumption Data Sanitary Sewer Westchester County Airport is in the Westchester County Blind Brook Sanitary Sewer District which is tributary to the Blind Brook Wastewater Treatment Plant in the City of Rye on Long Island Sound. The Blind Brook Wastewater Treatment Plant is owned by the Blind Brook Sewer District and is operated by Westchester County Department of Environmental Facilities. The County trunk line in this district originates just off the northeast corner of the property and runs directly through the Airport, passing under Runway 16/34 before it exits the property. Wastewater from Airport buildings is collected in a network of gravity sanitary sewer pipes that discharge into the trunk line at several locations along the run through the site. See Figure 1-40 in the Appendix. It has been reported that the wastewater discharged into the system by airplanes has at times carried debris which has created clogs in the sanitary sewer pipes. The Airport currently employs a service to clean the sanitary sewer lines on a monthly basis. The installation of a waste grinder would greatly reduce the occurrence of pipe clogging. Most of the wastewater system from buildings operates by gravity; however, some employ ejector pumps to discharge to the main gravity pipe network. No storage or treatment facilities exist on the Airport s 1-77

84 property. Wastewater generated by the site is not currently being monitored so the amount of wastewater discharge can be estimated to be about 80% of the water consumption figures Communications Telecommunications companies, Cablevision and Verizon together provide telephone, cable and fiber optic service to the Airport. The Airport is fed by these providers on overhead wires from King Street and Purchase Street. On site these services are mostly underground, the exception being along Airport Access Road on the east side of the facility and a handful of services to buildings along this road. Underground conduits in duct banks provide service to the various buildings. The duct banks as currently installed include a few vacant conduits providing excess capacity. See Figure 1-41 in the Appendix. There have been reports by Airport staff of connection lag and low bandwidth. Verizon, AT&T, T-Mobile and Sprint have cell phone antennae at the Airport. Antennae for Verizon, AT&T and T-Mobile are located on the old control tower on top of Hangar A. Sprint s antenna has been installed on a light pole along the fence line between the terminal apron and the employee parking lot Heating and Cooling Currently, heating for the various buildings at the Airport is individually provided by furnaces using No. 2 fuel oil and propane while domestic hot water heaters are oil-fired or electric. In 2010 a feasibility study was conducted to examine the viability of making the conversion to natural gas for heating, hot water and other sustainability and environmental objectives. In that report it was noted that the on-site oil tanks accounted for up to 390,000 gallons of oil storage. By virtue of that figure the Airport is close to being considered a Major Fuel Storage Facility (at 400,000 gallons) which would require the Airport to adhere to certain federal guidelines. Most fuel oil tanks are below ground while some are above ground. While the local natural gas provider, Consolidated Edison (Con Ed), has extended its underground highpressure 12-inch diameter main to the Airport s gate on Lincoln Avenue, no connection has been made to this main to serve Airport buildings. The Airport has installed hundreds of feet of natural gas main pipes in anticipation of making the connection to Con Ed s system. The Airport s natural gas conduit is currently 2,700 feet from making the tap. See Figure 1-39 in the Appendix. For the buildings that already utilize propane fuel the conversion will be straightforward. The conversion from oil-fired furnaces, boilers, etc. will be substantially more involved. Fuel oil consumption for Westchester County-operated facilities at the Airport can be found in Table Cooling equipment and compressors for the buildings are located in enclosures beside the buildings or on the roof tops while a few older buildings at the old Air National Guard area (or the North Facility) employ window units Electrical Power Supply Electrical power is supplied to the Airport by Con Ed via overhead feeds from King Street and Purchase Street. Like the telecommunications system, the electrical power lines are in subsurface conduits on the site except along Airport Access Road where lines are overhead on poles. See Figure 1-41 in the Appendix. Each site feed is rated at 15kV. According to Airport officials the average site demand is 1.8 to 2.0 megawatts (MW). 1-78

85 Over time as the power supply and telecommunications systems have been upgraded additional duct banks have been installed. As a result there are multiple duct banks that convey vacant conduits. Future projects could benefit from running utilities through the unused conduits in the existing duct banks. Among all of the Westchester County-operated facilities on site there are several separate electricity meters and accounts. The facilities that solely service County operations pay a rate set by the Power Authority of the State of New York (PASNY). Other facilities of mixed County and tenant use are on Con Ed s rate as are the balance of tenant-operated facilities. Historical data related to power consumption at County-operated facilities can be found in Table Historical Consumption Data Table 1-41: Historic Water Consumption Year Millions of Gallons Source: Westchester County Airport Staff The Airport s annual water consumption has fluctuated annually in the last five recorded periods within a range of 10% from year to year with the exception of In 2012, the water consumed by the Airport dropped 27.2% from the previous year. Table 1-42: Historic Fuel Oil Consumption in Gallons (Westchester County Facilities)* Building Building 1 3, , Building 1-A 16, , , ,305.0 Building 1-B Building 2 8, , , ,455.0 Building 4 2, , , ,690.0 Building 10 13, , , ,005.0 Building 11 2, GHI 7, , , ,445.0 Hangar D Boiler 19, , , ,472.0 Hangar F - - 4, ,808.0 Terminal 29, , , ,261.0 Totals 104, , , ,841.0 Source: Westchester County Airport Staff Generally, the fuel oil consumed by each facility listed above has increased from year to year between 2007 and 2010 with a few exceptions. The total fuel oil consumed by Westchester County s facilities at the Airport was on a general trend upwards (including a 25.6% increase from 2009 to 2010) until 2011 when the total fuel oil consumed by County Airport facilities decreased by a factor of 9.0%. 1-79

86 Table 1-43: Historic Power Consumption in Megawatt-Hours (Westchester County Airport Accounts)* Year Con Ed Accounts PASNY Accounts Total ,974 3,978 5, ,982 4,143 6, ,050 4,479 6, ,086 4,709 6, ,068 4,321 6,389 Source: Westchester County Airport Staff*Figures exclude consumption by Airport tenants. The Airport s annual electrical power consumption has increased every year since However, 2012 was the first year that either the Con Ed or the PASNY accounts recorded a decrease in electrical power consumed. Megawatt-hours consumed by the Con Ed accounts decreased by 0.8% in 2012 while megawatt-hours consumed by the PASNY accounts decreased by 8.2% in the same year. This equates to a combined power consumption decrease of 6.0% in 2012 from the previous year. 1-80

87 APPENDIX APPENDIX A-1

88 APPENDIX Source: FAA, Sectional Raster Aeronautical Charts Figure 1-34: Westchester County Airport Airspace A-2

89 APPENDIX Figure 1-35: Airfield Signage and Marking Plan Sections 2 and 3 A-3

90 APPENDIX Figure 1-36: Airfield Signage and Marking Plan Sections 4 and 5 A-4

91 APPENDIX Figure 1-37: Airfield Signage and Marking Plan Sections 6 and 7 A-5

92 APPENDIX Figure 1-38: Airfield Signage and Marking Plan Sections 8 A-6