2. Purpose and Need 2.1 Background The Metropolitan Washington Airports Authority (the Authority) is preparing an Environmental Assessment (EA) of potential environmental impacts associated with the proposed redevelopment of Terminal B/C, including a Secure National Hall and a New North Concourse (NNC), and related improvements at Ronald Reagan Washington National Airport (DCA). The EA is being prepared pursuant to the requirements and guidelines of Federal Aviation Administration (FAA) Order 1050.1F, 1 FAA Order 5050.4B, 2 and the FAA Order 1050.1F Desk Reference. 3 The objectives of this section are to: Define the Purpose and Need for the Proposed Action, where Need is defined as the problem the Authority is facing, and Purpose is defined as the Authority s proposed solution to the problem Describe the Authority s Proposed Action Identify the actions requested of the FAA Define the estimated timeframe for FAA actions and implementation of the Proposed Action The Authority operates the Airport, which occupies approximately 733 acres of land and 127 acres of water along the western shore of the Potomac River in the Commonwealth of Virginia. The Airport is located in Arlington County, immediately north of the City of Alexandria, Virginia, and across the Potomac River from Washington, D.C. The regional setting of the Airport is shown on Exhibit 2-1. The current Airport Layout Plan is shown on Exhibit 2-2. 1 2 3 Federal Aviation Administration, Order 1050.1F, Environmental Impacts: Policies and Procedures, July 16, 2015. Federal Aviation Administration, Order 5050.4B, National Environmental Policy Act (NEPA) Implementing Instructions for Airport Actions, April 28, 2006. Federal Aviation Administration, Order 1050.1F, Desk Reference, July 2015. Purpose and Need [2-1]
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R O N A L D R E A G A N W A S H I N G TO N N AT I O N A L A I R P O R T JUNE 2016 MARYLAND WASHIN GTON, D.C. o Ronald Reagan Washington National Airport (DCA) VIRGINIA EXHIBIT 2-1 Sources: Esri, HERE, DeLor me, U SG S, Intermap, increment P Corp., N RCA N, Esr i Japan, M ETI, Esri China (Hong Ko ng), Esri (T hail and ), M apm yind ia, OpenSt reetm ap contri butor s, and the G IS U ser Comm uni ty SOURCE: Contri butor s, and the G IS U ser Comm uni ty (Basemap), June 2 015. PR EPAR ED BY: Ri co ndo & Asso ciates, Inc., June 201 5. [ NORTH Regional Setting 0 5 Miles W:\Projects\DCA\NNC EA\MXD's\Exhibit 2-1 DCA Regional Setting_011216.mxd Terminal B/C Redevelopment, Secure National Hall, and Related Improvements Draf t EA Purpose and Need
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R O N A L D R E AG A N WA S H I N G TO N N AT I O N A L A I R P O R T JUNE 2016 SOURCE: Ricondo & Associates, Inc., March 2012. PREPARED BY: Ricondo & Associates, Inc., January 2016. NORTH 0 Not To Scale Z:\MWAA\DCA\Graphics\DCA Terminal B-C EA Exhibits\January 2016\Exhibit 2-2 DCA Airport Layout Plan REV -11x17.indd Purpose and Need EXHIBIT 2-2 Airport Layout Plan
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2.2 Existing Conditions Exhibit 2-3 depicts the Terminal B/C Redevelopment and Secure National Hall project sites. Structures located within the limits of the NNC project site include the Authority s Corporate Office Building (COB), Hangar 11, and Hangar 12 as well as surface parking associated with these facilities. Existing airline operational areas include 14 remote regional aircraft parking positions currently operated by American Airlines (formerly US Airways). The FAA defines a regional airline as one that provides service primarily via aircraft with 89 or fewer seats. 4 For the purposes of this analysis, regional aircraft are defined as short- to medium-haul aircraft that have a single aisle and typically are configured with no more than four abreast seating in the main cabin. Regional aircraft at DCA include, but are not limited to: Bombardier CRJ200, CRJ700, and CRJ900 series; Bombardier Dash 8 (turboprop); and Embraer ERJ 145, EMB170, and EMB175 series. 2.2.1 GATES 35 AND 35X To the east of the Authority s COB and Hangars 11 and 12, and to the north of Terminal B/C, is the American Airlines (AA) remote gate operation that comprises 14 hardstands (i.e., an off-gate aircraft parking area). Passengers waiting to board aircraft utilizing these 14 hardstands are currently served by a passenger holdroom area at Gate 35X on the apron level directly adjacent to a bus curb. The gate area is under-sized for its current use. This includes circulation corridors, holdrooms, airport support areas, and passenger amenities. When the apron level holdroom becomes congested, passengers also use the holdroom area at Gate 35 on the concourse level or congregate in the hallway of the North Pier of Terminal B/C. The volume of passengers in the holdroom areas at Gates 35 and 35X exceeds acceptable levels of service (LOS), as quantified using the International Air Transport Association (IATA) Airport Development Reference Manual (ADRM). The ADRM identifies specific guidelines based on square feet per passenger and general planning parameters, such as maximum size aircraft served by the holdroom. The ADRM identifies LOS categories as Over-Design, Optimum, and Suboptimum. 5 The existing holdroom area that serves both Gate 35 and Gate 35X is essentially a one-aircraft holding area. As a result, at any given time, a larger narrow-body aircraft could be using the passenger loading bridge at Gate 35, and up to 14 regional aircraft could be using the adjacent Gate 35X holding area at the apron level. Under this demand, the holdrooms would be categorized as Suboptimum from an IATA ADRM perspective. The undersized holdrooms also contribute to terminal congestion, result in confusion during multiple concurrent flight calls, and provide a poor overall passenger experience. 4 5 Federal Aviation Administration, FAA Aerospace Forecast, Fiscal Years 2016-2036, March 2016. International Air Transport Association, Airport Development Reference Manual 10th Edition, 3rd Release), August 2015, Section 3.4.5. Purpose and Need [2-7]
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0 Not to Scale Purpose and Need Drawing: C:\_AGDAssociates\Projects\MWAA\DCA\2015-Task03-EnvironmentalAssessment\2015-08-06_REPORT EXHIBITS TASK\Exhibits\Delivery 2015-12-1160114_DCA_BCRedevEA-Exhibits_2_03.dwg_Layout: EXH_2-3_Jan 13, 2016, 7:40pm NORTH PREPARED BY: Ricondo & Associates, Inc., March 2015; AGD Associates, LLC., June 2015. SOURCE: Ricondo & Associates, Inc., March 2015; AGD Associates, LLC., March 2015 Secure National Hall Project Site New North Concourse Project LEGEND Corporate Office Building Hangars 11 and 12 Project Site EXHIBIT 2-3 JUNE 2016
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2.2.2 HARDSTAND AND REMIAN OVERNIGHT PARKING POSITIONS The American Airlines hardstand area includes up to 14 regional aircraft passenger loading positions and two remain overnight (RON) parking positions. The location of the hardstands requires bus transport of passengers from/to the AA facilities in the North Pier. A bus pick-up/drop-off area for transport to and from the 14 remote regional aircraft parking positions is provided at Gate 35X. The RON positions are used for overnight or otherwise temporary parking and passenger loading does not occur from the two existing RON positions. Exhibit 2-4 illustrates a representative aircraft parking layout at the hardstand area as well as the bus route from the North Pier of Terminal B/C. Buses operating on the aircraft ramp add additional congestion to the ramp and exacerbate the inherent problems created when mixing aircraft and service vehicle traffic. To board and deplane, passengers must walk outside between the aircraft and the bus, as well as between the bus and the holdroom area. This is particularly inconvenient and can be unsafe in inclement weather without the benefit of a covered walkway. This adds to the passengers inconvenience and further impacts this part of the terminal s LOS. 2.2.3 SECURITY IN THE NATIONAL HALL Currently, there are three security screening checkpoints (SSCPs) located at the connection between the National Hall and each pier (see Exhibit 2-5). Airline passengers transferring between piers to connecting flights must either take a bus or exit the secure area of the arrival pier and clear security again at the SSCP of the departing pier. With most passengers desire to clear security as soon as possible, they pass through the National Hall and the SSCP expeditiously to wait for their flight at the departure gate. The inefficiency of this passenger flow increases the time to make a flight connection between piers, increases security lines, causes crowding in the pier holdrooms and hallways, and inconveniences passengers. The National Hall was designed for passengers to enjoy the numerous eating establishments, shop at the retail outlets, and relax in the open spaces; it is the only location with full-service restaurants in the airport. When passengers pass through the National Hall quickly to get through the SSCPs they are unable to take advantage of the amenities in National Hall. 2.3 Purpose and Need Statement 2.3.1 THE PROBLEM (NEED) The need for both the proposed Terminal B/C redevelopment and Secure National Hall is to improve the overall existing passenger experience and safety at DCA. The passenger demand generated by the remote airline operation continues to result in poor LOS in the North Pier of Terminal B/C. The Terminal B/C redevelopment would provide a more efficient and safe regional aircraft operation, a higher LOS, and better quality of service to passengers currently utilizing the hardstand areas. Additionally, the proposed Secure National Hall would improve the movement of passengers through improving security, decrease Transportation Security Agency (TSA) staffing needs, eliminate busing operations, and enable connecting passengers between piers/concourses to transition in a more efficient, and customer friendly, environment. Having the National Hall post-security would enable passengers to spend more time in the National Hall before proceeding to the departure gate. This would reduce overcrowding in the pier holdrooms and hallways, and secondarily allow passengers time to utilize the amenities in the Secure National Hall. Purpose and Need [2-11]
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CRJ-900 6 D.1 D JUNE 2016 DROP OFF LANE NEW BUS LANE NEW BUS LANE Two A319 aircraft remain overnight parking positions GATE 35X COB Hangar 12 Hangar 11 LEGEND Hardstand Position Contact Position SOURCE: Ricondo & Associates, Inc., January 2015. PREPARED BY: Ricondo & Associates, Inc., January 2015; AGD Associates, LLC, June 2015 EXHIBIT 2-4 NORTH 0 120 ft Aircraft Parking Layout at the American Airlines Hardstand Area Drawing: E:\_AGDAssociates\Projects\MWAA\DCA\2016-DCA-ReportNT\Drawings\20160428-RevisedExhibits\160428_DCA_BCRedevEA-Exhibits_02_04.dwg_Layout: EXH_2-4_Apr 28, 2016, 8:04pm Purpose and Need
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JUNE 2016 Departures Level Existing Security Checkpoint Existing Security Checkpoint Existing Security Checkpoint LEGEND Space Description Nonsecure Area, Public/Nonpublic Checkpoint/ Queuing Area Secure Area, Public/Nonpublic Passenger Flows Departures Departures Secure Arrivals SOURCE: Ricondo & Associates, Inc., Ronald Reagan Washington National Airport, Terminal B/C Advance Planning - Secure Terminal Report, January 2015. PREPARED BY: AGD Associates, LLC, August 2015. EXHIBIT 2-5 NORTH 0 Not to Scale Secure National Hall Circulation Flows and Security Checkpoint Location Existing Security Screening Checkpoints Drawing: E:\_AGDAssociates\Projects\MWAA\DCA\2016-DCA-ReportNT\Drawings\20160428-RevisedExhibits\160428_DCA_BCRedevEA-Exhibits_02_05.dwg_Layout: Layout1_Apr 28, 2016, 8:46pm Purpose and Need
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The current operation involves bussing passengers from a holdroom area at Gate 35X that supports all 14 remote hardstand positions. Passengers are held in the Gate 35X holdroom area on the apron level and the Gate 35 holdroom area on the concourse level of the North Pier; neither area provides adequate space for the volume of passengers using these gates and, as a result, passengers are typically seen sitting and standing in the circulation corridor adjacent to Gate 35 waiting for their flight s departure. At flight departure time, gate calls are made in order to direct passengers to doors at the apron level that lead to a waiting bus. The bus then delivers the passengers to the appropriate remote commuter aircraft hardstand position, where the passengers must board the aircraft via a ramp/stairway. For the arriving passenger process, the bus picks up the passengers at the remote commuter aircraft hardstand position and then delivers the passengers to a door at Gate 35X, where they are directed upstairs for a connecting flight or to exit the pier. During each of the bus-to-aircraft or bus-to-gate transfers, the passengers could be exposed to inclement weather (wind, rain, snow, and ice). The overall LOS of passengers utilizing Gates 35 and 35X (hardstands) does not meet the Airport s core values of providing a safe, predictable, and enjoyable travel experience. Ideally, passengers would be able to walk to their gate holdroom area, which would be sized appropriately for the aircraft, and board using passenger loading bridges (PLBs). This is the standard mode of operation for all other gates at DCA and at most commercial airports in the United States. The current location of the SSCPs requires the TSA to staff three SSCP locations, discourages passengers from spending time in the National Hall, and causes overcrowding within the piers. Departing passengers typically want to clear security as soon as possible. With the SSCPs in their current locations, this prevents passengers from spending time in the National Hall and forces them to congregate on the piers, which creates congestion in the piers. Also, airline passengers transferring between piers to connecting flights must either take a bus between piers or exit the secure area of the arrival pier and clear security again at the SSCP of the departing pier, which increases congestion at the SSCPs and introduces additional time requirements for the travelling passengers. Over the last decade, the Airport has experienced an increase in connecting passengers, as shown in Table 2-1. Presently, American Airlines has the largest percentage of connecting passengers at 31 percent. Among all airlines, 22 percent of the passengers are connecting. The percentage of connecting passengers is expected to remain level at 22 percent in the future. The current SSCPs have an overall negative impact on departing and connecting passengers and require additional staffing by TSA. Purpose and Need [2-17]
AMERICAN/US AIRWAYS 1/ OTHER AIRLINES AIRPORT TOTAL ORIGINATING (%) 2004 3,097,531 1,173,949 73% 27% 3,418,327 262,264 93% 7% 6,515,858 1,436,213 82% 18% 2005 3,625,647 1,350,333 73% 27% 3,775,694 157,600 96% 4% 7,401,341 1,507,933 83% 17% 2006 3,609,082 1,626,757 69% 31% 3,866,851 137,129 97% 3% 7,475,933 1,763,885 81% 19% 2007 3,750,601 1,578,448 70% 30% 3,768,040 196,988 95% 5% 7,518,641 1,775,436 81% 19% 2008 3,371,614 1,778,006 65% 35% 3,568,204 260,007 93% 7% 6,939,818 2,038,013 77% 23% 2009 3,341,828 1,669,731 67% 33% 3,431,941 323,743 91% 9% 6,773,769 1,993,474 77% 23% 2010 3,608,248 1,571,800 70% 30% 3,485,931 369,565 90% 10% 7,094,178 1,941,366 79% 21% 2011 3,478,072 1,550,281 69% 31% 3,895,814 438,645 90% 10% 7,373,886 1,988,926 79% 21% 2012 3,778,254 1,809,288 68% 32% 3,883,222 317,390 92% 8% 7,661,477 2,126,678 78% 22% 2013 4,062,204 1,992,077 67% 33% 3,854,647 288,768 93% 7% 7,916,850 2,280,846 78% 22% 2014 4,025,636 1,789,773 69% 31% 4,268,848 374,096 92% 8% 8,294,483 2,163,870 79% 21% 2015 4,158,000 1,849,000 69% 31% 5,055,800 749,700 87% 13% 9,213,800 2,598,700 78% 22% 2020 4,510,000 2,005,000 69% 31% 5,471,100 825,200 87% 13% 9,981,100 2,830,200 78% 22% 2025 4,893,000 2,176,000 69% 31% 5,921,200 910,500 87% 13% 10,814,200 3,086,500 78% 22% 2035 5,761,000 2,562,000 69% 31% 6,934,300 1,108,100 86% 14% 12,695,300 3,670,100 78% 22% [2-18] Purpose and Need Table 2-1: Historic and Forecast Originating versus Connection Passengers CALENDAR YEAR ORIGINATING PASSENGERS CONNECTING PASSENGERS ORIGINATING (%) CONNECTING (%) ORIGINATING PASSENGERS CONNECTING PASSENGERS ORIGINATING (%) CONNECTING (%) ORIGINATING PASSENGERS CONNECTING PASSENGERS CONNECTING (%) NOTES: 1/ Includes American Airlines, US Airways, America West, and regional commuter affiliates for American and US Airways. Airline enplaned passenger figures assumed to represent half of total passengers reported. Enplaned passenger totals exclude Non-Commercial passengers. SOURCES: Innovata (U.S. DOT DB1B 2004-2013); Metropolitan Washington Airports Authority (2014); Ricondo & Associates, Inc. (2015-2035). PREPARED BY: Ricondo & Associates, Inc., April 2016.
2.3.2 THE AUTHORITY S SOLUTION (PURPOSE) Studies related to the redevelopment of the area north of Terminal B/C began in late 2011 and recommended a new NNC connected to Terminal B/C that would provide new contact gates in place of the existing regional hardstand aircraft positions. The contact gates would improve passenger safety and experience, as well as LOS, by facilitating the loading and unloading of aircraft using PLBs, similar to the existing operations at the Terminal B/C piers. In conjunction with NNC planning efforts, the Authority also focused study efforts on improving passenger flow among/between piers. This analysis advanced the conceptualization of secure terminals connected via a Secure National Hall. The Secure National Hall concept streamlines the movement of passengers through improved security, reduces the number of SSCPs/TSA staffing requirements, and provides connecting passengers secured, seamless flow between piers, as opposed to boarding a bus or exiting one secured pier to re-enter security in an adjacent pier within Terminal B/C and NNC. The Secure National Hall also improves the passenger experience by providing passengers the opportunity to spend more time in the National Hall post-security, which reduces overcrowding in the piers and allows passengers the opportunity to enjoy the views from the National Hall and to utilize the amenities found there. The preferred Secure National Hall concept includes new SSCPs constructed above the commercial and public vehicle arrivals level roadway and below the departures level roadway. The proposed north security checkpoint is positioned north of the north Metro pedestrian bridge so as not to require rebuilding of the Metro pedestrian bridge. The proposed south security checkpoint is positioned south of the south Metro pedestrian bridge so as not to require re-building of the Metro pedestrian bridge. Building on the analyses in these planning efforts, the Authority developed the proposed solution to the need for improved passenger convenience and more efficient security screening at DCA. New North Concourse: The NNC would replace the existing 14 regional aircraft hardstand positions with 14 contact gate positions at the NNC. The NNC would comprise a two to three-level structure, housing primarily holdrooms, public secure circulation and passenger amenities at the second/concourse level, airline operations space, airport spaces, and nonpublic secure circulation at the ground/apron level. If a third level is added, it would be similar in use to the existing concourses and could include an airline club room, meeting space, or restaurant concessions. Secure National Hall: The proposed Secure National Hall is intended to enable passengers to move more efficiently through improving security, decrease overcrowding in the piers, more efficiently handle TSAmandated passenger security screenings, provide interconnectivity between the existing and proposed piers of Terminal B/C, and eliminate an existing bussing operation between the center and north piers of Terminal B/C. The proposed Secure National Hall project would construct two new SSCPs over the commercial and public vehicle arrivals level roadway and below the departures level roadway (i.e., one north of the north Metro pedestrian bridge and the other south of the south Metro pedestrian bridge). The entire National Hall level of Terminal B/C would then be converted to a post-security secure area, allowing passengers to move freely between piers, without additional security screening requirements. Purpose and Need [2-19]
Related Improvements: In order to construct the NNC and Secure National Hall, the Authority s COB, Hangar 11, and Hangar 12 would be demolished and their associated functions would be relocated. The Central Utility Plant, airport security fence, and parking locations for aircraft that remain overnight would need to be modified. In the area of the Secure National Hall, concession areas would need to be modified or relocated. In order to accommodate aircraft pushbacks from the NNC, a new Taxiway N2 would be added. Taxiway S pavement, from Runway 15-33 to Taxiway N, would be removed. The proposed solution described in this section, and the related improvements required to implement this solution, are referred to as the Proposed Action and are described in Section 2.4. 2.3.3 SUMMARY OF THE AUTHORITY S PURPOSE AND NEED The overall LOS for passengers utilizing Gates 35 and 35X does not meet the Airport s core values of providing a safe, predictable, and enjoyable travel experience. The volume of passengers in the holdroom areas at Gates 35 and 35X exceeds acceptable LOS and contributes to congestion, results in confusion during multiple concurrent flight calls, and provides a poor overall passenger experience. Passengers must board a bus at the gate, travel to the hardstand apron, and load aircraft via a ramp/stairway. Additionally, passengers could be exposed to inclement weather (wind, rain, snow, ice) when boarding/unboarding busses and aircraft, which increases the risk of an accident. With the current SSCPs at each pier, passengers are not able to fully utilize the National Hall, which causes overcrowding in the piers and requires additional TSA staffing. Additionally, connecting passengers transferring between piers must either take a bus or exit the secure area of the arrival pier and clear security again at the SSCP of the departing pier, which increases congestion at the SSCPs, introduces additional time requirements for the travelling passengers, and further degrades the passenger s experience. The Proposed Action would enhance passenger and airline operations by creating a safer and more convenient facility that provides a more equitable LOS for all gates, as well as convenient access between all gates for connecting passengers. 2.4 Proposed Action The Authority s Proposed Action includes the key elements described below. All construction would take place on Airport land. New North Concourse - replacement of 14 regional aircraft hardstand positions with 14 regional aircraft contact gates - relocation of utilities in the NNC project area - modifications to Gate 35 (concourse level) and Gate 35X (apron level) [2-20] Purpose and Need
Secure National Hall - construction of two new SSCPs over the commercial and public vehicle arrivals level roadways and below the departures level roadways at the National Hall level (i.e., one north of the north Metro pedestrian bridge, the other south of the south Metro pedestrian bridge) - construction of new vertical circulation passenger corridors - modification and relocation of concessions areas and support space - conversion of National Hall to a post-security secure area Other Elements - demolition of the Authority s COB and relocation of the Authority s employees to an offsite location or other Authority office facilities at DCA or Washington Dulles International Airport - demolition of Hangar 11 and relocation of tenants to renovated facilities in the South Hangar Line area and historic Terminal A at DCA - demolition and replacement of Hangar 12 with a similar facility in the same general area - modifications to the hydrant fueling system including fuel lines and pits - modifications to site utilities including relocation - modifications to the Central Utility Plant - modifications to the airport security fence - relocation of parking locations for aircraft that remain overnight at DCA - removal of existing Taxiway S pavement from Runway 15-33 to Taxiway N - addition of new connector Taxiway N2 from Taxiway N to Runway 15-33. Exhibits 2-6 and 2-7 illustrate the Proposed Action for the NNC and Secure National Hall, respectively. Purpose and Need [2-21]
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JUNE 2016 Addition of new connector Taxiway N2 from Taxiway N to Runway 15-33 Removal of existing Taxiway S pavement from Runway 15-33 to Taxiway N Other Elements: Modifications to the hydrant fueling system including fuel lines and pits as required Modifications to site utilities including relocation Modifications to the Central Utility Plant Relocation of Remain Overnight (RON) parking positions Access Road Potential Remain Overnight Parking Demolition of the Authority Corporate Office Building and relocation of the Authority's employees to an offsite location or other Authority office facilities at DCA or IAD New Hangar New North Concourse Demolition and replacement of Hangar 12 with a similar facility in the same general area Modifications to the airport security fence Demolition of Hangar 11 and relocation of tenants to renovated facilities in the South Hangar Line area and historic Terminal A at DCA SOURCE: Ricondo & Associates, Inc., Google Earth Pro 2016; Spot Image, April 23, 2016. (aerial photography - for visual reference only, may not be to scale) PREPARED BY: AGD Associates, LLC, April, 2016. EXHIBIT 2-6 NORTH 0 Not to Scale Proposed Action - New North Concourse Drawing: E:\_AGDAssociates\Projects\MWAA\DCA\2016-DCA-ReportNT\Drawings\20160428-RevisedExhibits\160428_DCA_BCRedevEA-Exhibits_02_06.dwg_Layout: Layout1_Apr 28, 2016, 11:05pm Purpose and Need
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EXHIBIT 2-7 JUNE 2016 Secure National Hall Air Intake Pylon at Terrace Area Metro Farecard Plaza Departures Curb Nonsecure Ticket Lobby Beyond Pedestrian Bridge Beyond Passenger Queue Area Security Checkpoint Mechanical Space Arrivals Curbside Private Vehicles Arrivals Curbside Commercial Vehicles Nonsecure Circulation to Baggage Claim LEGEND Nonsecure Circulation Secure Circulation Connector Floor Elevation from Security Screening Checkpoint to National Hall Beyond Secure Vertical Circulation to Baggage Claim Mechanical Space SOURCE: East-West Section Concourse and South Pier, Metropolitan Washington Airports Authority, June 1994; Ricondo & Associates, Inc., January 2015; AGD Associates, LLC, January 2015. PREPARED BY: Ricondo & Associates, Inc., June 2015; AGD Associates, LLC, August 2015. NORTH 0 Not to Scale Drawing: C:\_AGDAssociates\Projects\MWAA\DCA\2015-Task03-EnvironmentalAssessment\2015-08-06_REPORT EXHIBITS TASK\Exhibits\Delivery 2015-12-1160114_DCA_BCRedevEA-Exhibits_2_06.dwg_Layout: EXH_2-6_Jan 20, 2016, 7:00pm Purpose and Need Proposed Action - Secure National Hall
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2.5 Federal Actions The FAA actions requested by the Authority include: Approval of the updated Airport Layout Plan (ALP) for DCA, depicting the proposed airfield pursuant to 49 United States Code (USC) 40103(b), 44718, and 47107(a)(16); 14 Code of Federal Regulations (CFR) Part 77, Objects Affecting Navigable Airspace; and 14 CFR Part 157, Notice of Construction, Alteration, Activation, and Deactivation of Airports Determinations under 49 U.S.C. 47106 and 47107 relating to the eligibility of the Proposed Action for federal funding under the Airport Improvement Program (AIP) and/or under 49 U.S.C. 40117, as implemented by 14 CFR 158.25, to impose and use passenger facility charges (PFCs) collected at the Airport for the Proposed Action to assist with construction of potentially eligible development items shown on the ALP Determination under 49 USC 44502(b) that the Proposed Action is reasonably necessary for use in air commerce Determination that the Proposed Action would meet the federal Clean Air Act requirements Continued close coordination with the Authority and appropriate FAA program offices, as required for safety during construction pursuant to 14 CFR Part 139 under 49 USC 44706 2.6 Timeframe of the Proposed Action The Authority currently expects to submit the Final EA for the proposed improvements to the FAA in the third quarter of 2016 and anticipates that the FAA could issue its finding shortly thereafter. If the EA schedule is met and the FAA issues a favorable finding, then the Authority plans to: initiate construction of the NNC in the final quarter of 2016 and complete construction by the end of 2022, as well as initiate construction of the Secure National Hall enhancements in the second quarter of 2017 and complete construction by the second quarter of 2020. Purpose and Need [2-27]
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