MASTER PLAN UPDATE Planning Advisory Committee (PAC) FRESNO YOSEMITE INTERNATIONAL AIRPORT Meeting #4 December 14, 2017
Today s Agenda o Welcome o Introductions o Progress update o Alternatives analysis Airfield Terminal area General aviation ATCT ARFF o Next steps
Airport Master Plan Process Aerial Survey & Mapping We are Here Implementation Plan Pre-Planning, Study Design, Secure Grants Inventory Existing Conditions Activity & Demand Forecasting Capacity Analysis & Facility Requirements Alternative Concepts Financial Plan Final Documents & Plan Adoption PAC #1 PAC #2 PAC #3 PAC #4 ALP Plan Set PAC #5 Stakeholder Engagement & Planning Advisory Committee Public Workshop #1 Public Workshop #2 Public Workshop #3 Complete Current Work Future Effort
Alternatives Analysis CON PRO Image sources: Wikimedia Commons, 9/11/17
Airfield
Areas of Concern Terminal Apron, High-speed Exits and Taxiway A Capability Provide Group-III Access Middle third of runway Areas of concern
Terminal Apron and Taxilane A Existing Configuration & Concerns Objective adhere to FAA criteria and simplify configuration Confusing multi-node taxiway intersection, wide expanse of pavement Direct apron-runway access B7 Taxiway B (Grp-IV) Taxilane A (Grp-III) B5 Conflict between Taxilane A and gates 16, 17, 14B B3 Taxiway A (Grp-II) Non-movement Area Confusing intersection, non-standard angles, expanse of pavement, and mix of aircraft types 14B 16 17
Terminal Apron and Taxilane A Basic Solution remove B6 B6 Movement Area Boundary Extended Alternative remove Taxilane A and expand non-movement area B6 Apron expands 150 Advantages o Maintain familiar procedures o ATC maintains more control of circulation Disadvantages o Does not de-conflict pushback o Less flexibility for ramp agents Middle third of runway Pavement to be removed Taxiway island Advantages o Increases apron space o De-conflicts pushbacks o Reduces ATC workload Disadvantages o Increases ramp agent responsibility o Reduces ATC routing flexibility loss of 1 apron connector
Terminal Apron and Taxilane A Refined Alternative reconfigure B6, remove Taxilane A, expand commercial apron and non-movement area B6 B3 B7 Movement Area Non-movement Area (aka. Commercial ramp limits) Middle third of runway New pavement Pavement to be removed Taxiway island
High-speed Exits Northbound high-speed exit Southbound 90-degree exits Advantages o Good capture rate for Runway 29R Disadvantages o Doesn t support current ground traffic needs o Higher pavement cost Advantages o Better capture rates for both 11R-29L o Reduces taxi time o Maintains operational flexibility o Lower pavement cost Disadvantages o Lower capture rate from 11L-29R These are not mutually exclusive. Prioritize 90-degree exits and reserve potential north high-speed for future if needed.
High-speed Exits Connection with terminal apron and Taxiway A Minimum spacing from B5 and B7 Align w/b7 add apron connector Advantages o Less pavement cost Disadvantages o Less circulation options 2 terminal apron connectors Advantages o Spacing allows for 3 Group-IV terminal apron connectors Disadvantages o Higher pavement cost
Blended Terminal Apron and Exit Taxiway Alternatives Potential Future High-speed Exit Middle third of runway New pavement Pavement to be removed Taxiway island Movement area/commercial ramp limits
Upgrade Taxiway A to Group-III Objective: improve access and circulation for large corporate and charter aircraft Maintain Taxiway Centerline Features o Relocate service road on to GA apron Advantages o Lower construction cost Disadvantages o Reduces apron depth by ±20 (220 remaining) Shift Taxiway Centerline Features o TW centerline shifts ±26 Advantages o Maintains service road and GA apron space Disadvantages o o Relocate airfield electrical vault Higher construction cost Group-II OFA: 131 Group-III OFA: 186 New pavement Pavement to be removed
Terminal Area
Enplanement Forecast 1,800,000 1,600,000 PAL 3 (1.65M) Planning Activity Levels (PALs) Used for planning of terminal and parking facilities. 1,400,000 1,200,000 1,000,000 PAL 2 (1.24M) PAL 1 (1.0M) 800,000 600,000 400,000 200,000 0 2006 2011 2016 2021 2026 2031 2036 Historic Baseline Preliminary FAA TAF High Growth
Terminal Requirements Functional Area Existing Facilities PAL 1 Requirement PAL 2 Requirement PAL 3 Requirement Enplanements 773,000 (2016) 1.0 M 1.24 M 1.65M Total Additional Needed International Arrivals Facility (FIS) 10,500 sf 16,000 16,000 16,000 5,500 Peak Aircraft Parking Positions (i.e. contact gates) * 11 9 10 12 1 International Arrival Positions * 2 2 2 2 0 Remote Aircraft Parking Positions 2 2 3 4 2 Passenger Hold Room 19,900 sf 14,600 17,400 22,900 3,000 Concessions (pre and post security) 9,400 sf 8,500 9,000 14,850 5,450 Security Screening Checkpoint 4,300 sf 3,300 5,300 8,800 4,500 Baggage Makeup 2,900 sf 6,800 8,400 9,900 7,000 Public Parking 2,050 spaces 2,460 3,050 4,050 2,000 Rental Car Ready Return 570 spaces 410 500 670 100 Rental Car Storage 580 spaces 1,220 1,520 2,020 1,440 * One program objective is to provide Passenger Boarding Bridges at all gates.
Incremental PAL 1 Requirements Spare peak hour positions PAL 1 REQUIREMENTS New auto parking FIS expansion (process 2 simultaneous aircraft) Post security concession expansion Additional baggage makeup Additional passenger boarding bridges 9 peak hour positions 2 international arrival positions 11 remain overnight positions Tugged to departure positions BAGGAGE MAKEUP EXPANSION FIS EXPANSION Aircraft Parking Positions PAL 1 PARKING GARAGE 500 SPACES Domestic mainline International mainline Domestic regional Remote/RON position
Incremental PAL 2 Requirements Spare peak hour positions PAL 2 REQUIREMENTS Expanded FIS Concession expansion Additional baggage makeup Security checkpoint expansion Baggage makeup expansion New passenger hold room New circulation space Additional passenger boarding bridges Parking garage expansion 10 peak hour positions 2 international positions 14 remain overnight positions PAL 1 PARKING GARAGE 500 SPACES PAL 2 PARKING GARAGE 500 SPACES
Incremental PAL 3 Requirements Spare remote positions if needed PAL 3 REQUIREMENTS Parking garage expansion Rental car ready/return expansion or relocation Additional baggage makeup 12 peak hour positions 2 international positions 15 remain overnight positions Spare peak hour position PAL 1 PARKING GARAGE 500 SPACES PAL 2 PARKING GARAGE 500 SPACES PAL 3 PARKING GARAGE 1,000 SPACES
Logical Phase 1 Program PHASE ONE IMPROVEMENT HIGHLIGHTS New auto parking (could be incremental) East concourse Apron expansion Expanded FIS Concession expansion Baggage makeup expansion Security checkpoint expansion Additional R.O.N. parking Spare peak hour positions PARKING GARAGE 500 SPACES GARAGE EXPANSION 500 SPACES Satisfies all PAL 2 and some PAL 3 requirements
Logical Phase 2 Program Spare remote positions if needed PHASE TWO IMPROVEMENT HIGHLIGHTS Existing concourse spine upgrades and expansion Concession expansion Parking garage expansion Additional R.O.N. parking Spare peak hour position PARKING GARAGE 500 SPACES GARAGE EXPANSION 500 SPACES GARAGE EXPANSION 1,000 SPACES Satisfies all PAL 3 requirements and upgrades spine concourse
Future Expansion Options DEVELOPMENT OPTIONS East concourse expansion New west concourse Rental car relocation New head house Parking garage expansion PARKING GARAGE PARKING GARAGE PARKING GARAGE
General Aviation
Aircraft Storage Requirements 1,000,000 900,000 Combined Based & Transient Aircraft 910,100 sf available 800,000 700,000 600,000 500,000 400,000 300,000 2036 surplus = 534,000 sf 2036 deficit = 137,000 sf 200,000 100,000 0 161,800 sf available Apron/Tie-Down T-Hangar Shared Hangar 2016 2021 2026 2031 2036 121,500 sf available Unmet hangar demand currently accommodated on apron
Aircraft Storage Alternatives New western hangar area New western area + redevelopment Advantages o Undeveloped site, flexible configuration o Consistent with previous planning o Segregation aircraft/operator types Disadvantages o Not centrally located Advantages o Replaces aging T-hangars o Central community hangar location Disadvantages o Tenant disruptions o Potential impact to T-hangar revenues
Aircraft Storage Alternatives Extension of Anderson w/ in-fill Expand GA Apron & Shift Taxiway A Advantages o Additional developable space o Consistent with previous planning o Improves adjacent land use o Improves traffic safety along Anderson, Winery and Shields Avenues Disadvantages o Residential property acquisition/relocation o Complex road realignments Advantages o Potential to increase FBO apron space o Replaces aging T-hangars o Central location Disadvantages o Relocate electrical vault o Difficult phasing o Tenant disruptions o Complicates apron parking o Precludes upgrading Taxiway A to Grp-III
Aircraft Storage Alternatives New hangar area south of Anderson Group-III Taxilane Advantages o Segregation aircraft/operator types o Centrally located Expandability with relocation of maintenance warehouse Disadvantages o Reduced commercial development property o Impacts road circulation o Limits rental car expansion o Eliminates tie-downs and likely requires hangar relocations
Airport Traffic Control Tower Outdated building (56 years old) Difficult/expensive to update Limited expandability, constrained site ATCT Sources: PictometryOnline, Wikimedia Commons, accessed 12/4/17
ATCT Potential Relocation Sites Preliminary FAA Tower Siting Study (2010) 4 leading sites PRIMARY SITING ISSUES Airfield and approach line of sight Tower height Access and security Development cost
ARFF
ARFF Facilities Existing Configuration & Concerns Undersized facility (±7,500 sf - need ±15,000 sf) and constrained site AIRPORT TRAFFIC CONTROL TOWER
ARFF Location Alternatives Existing location w/ maintenance Existing location move maintenance Maintenance Maint. Expansion ARFF ARFF Potential ATCT Site Advantages o Proximity to terminal apron o Ease of co-locating safety services o Can provide for maintenance expansion Disadvantages o Limits ATCT expandability o Limits terminal apron use o Construction phasing and operational impacts o Limits optimum ARFF design Advantages o Proximity to terminal area o Ease of co-locating safety services o Pull through bays o Additional parking Disadvantages o Limits ATCT expansion o Limits terminal apron use o Relocate maintenance building o Construction phasing and operational impacts o Limits optimum ARFF design
ARFF Location Alternatives Northside of airfield Relocate hangars Available for Redevelopment ARFF ARFF Maint. Potential ATCT Site Advantages o Ease of development o Flexible site design o ATCT flexibility and security o ±0.8 ac. available for redevelopment (ATC, maintenance building, terminal apron) Disadvantages o Distance from terminal apron o Does not support co-located public safety Advantages o Proximity to terminal area o ATCT flexibility and security o ±1 ac. available for redevelopment (ATC, terminal apron) Disadvantages o Tenant disruption o Hangar redevelopment cost o Reduced general aviation area
ARFF Location Alternatives East of RTR Future Apron Expansion Future RTR Relocation A M Future Terminal Support Facilities Advantages o Proximity to terminal o Ability to co-locate safety services o Ease of development o Flexible site design o ATCT flexibility and security o ±1 ac. available for redevelopment (ATC, terminal apron) o Consistent with previous planning o Supports potential CANG ARFF management Disadvantages o ±500 further from terminal apron
Next Steps o Public Open House tonight o Awaiting FAA approval of forecasts o Finalize Working Paper #4 Facility Requirements o Draft Working Paper #5 Alternatives
Thank You Please contact the following with comments, questions or concerns regarding the Master Plan Study Mark Davis Airports Planning Manager City of Fresno Mark.Davis@fresno.gov (559) 621-4532 Pam Keidel-Adams Kimley-Horn Pam.keidel-adams@Kimley-horn.com 602-678-3422 Kevin Clarke Kimley-Horn Kevin.Clarke@Kimley-horn.com 703-674-1319