The demand/capacity analysis was performed utilizing Federal Aviation Administration (FAA) publications, including the following:

Chapter Three To properly plan for the future of Monterey Regional Airport, it is necessary to examine the capacities of the key airport systems. This chapter uses the results of the forecasts prepared in Chapter Two, as well as established planning criteria, to evaluate the air ield system, passenger terminal building, and vehicle parking and access systems at Monterey Regional Airport. This analysis establishes capacities for each of these airport systems and compares those capacities to projected demand. Where de iciencies are identi ied, potential alternatives for reconciliation will be analyzed in the Alternatives Analysis of this Master Plan. The demand/capacity analysis was performed utilizing Federal Aviation Administration (FAA) publications, including the following: Advisory Circular (AC) 150/5300-13A, Airport Design (9.28.2012) AC 150/5060-5, Airport Capacity and Delay (12.1.1995) AC 150/5360-13 Planning and Design Guidelines for Airport Terminal Facilities (4.22.1988) PLANNING HORIZONS An updated set of aviation demand forecasts for the Airport has been established. The activity forecasts include enplanements, operations, based aircraft, leet mix, and peaking 3-1 Draft June 2014

characteristics. With this information, specific components of the airfield and landside system are evaluated to determine their capacity to accommodate future demand. Cost-effective, efficient, and orderly development of an airport must rely more upon actual demand than a time-based forecast figure. In order to develop a master plan that is demand-based rather than time-based, a series of planning horizon milestones have been established that take into consideration the reasonable range of aviation demand projections. The planning horizons are the Short Term (approximately years 1-5), the Intermediate Term (years 6-10), and the Long Term (years 11-20). Actual activity at the Airport may be higher or lower than what the annualized forecast portrays. Utilizing activity milestones, rather than specific dates in time, allows Airport management the flexibility to make decisions and develop facilities according to need generated by actual demand levels. The demand-based milestones provide flexibility, as development schedules can be slowed or expedited according to demand at any given time over the planning period. The resultant plan provides Airport officials with a financially responsible and needs-based program. Table 3A presents the planning horizon activity milestones. TABLE 3A Aviation Demand Planning Horizons Monterey Regional Airport Base Year (2013) Short Term Intermediate Term Long Term Annual Enplanements 200,651 223,000 245,000 275,000 Annual Air Cargo (lbs.) 1,021,856 1,124,000 1,196,000 1,339,000 Based GA Aircraft 152 160 175 200 Annual Operations Air Carrier/Commuter 11,786 11,800 12,000 11,800 Air Cargo 568 600 700 800 Other Air Taxi 3,610 4,300 6,300 10,200 GA Itinerant 25,270 28,100 31,300 40,400 GA Local 10,876 11,800 12,800 15,900 Military 1,717 1,500 1,500 1,500 Total Operations 53,827 58,100 64,600 80,600 AIRFIELD CAPACITY Airfield capacity is measured in a variety of ways: The hourly capacity measures the maximum number of aircraft operations that can take place in an hour. The annual service volume (ASV) is an annual level of service that may be used to define airfield capacity needs. Aircraft delay is the total delay incurred by aircraft using the airfield during a given timeframe. FAA Advisory Circular 150/5060-5, Airport Capacity and Delay, provides a methodology for examining the operational capacity of an airfield for planning purposes that was utilized in this analysis. In accordance with AC 150/5060-5, this analysis takes into account specific factors about the airfield depicted in Exhibit 3A. The following discussion further describes the input factors as they relate to Monterey Regional Airport. DEMAND/CAPACITY ANALYSIS 3-2 DRAFT JUNE 2014

Runway Configuration Runway Use Number of Exits 10L 28R 10R 28L 1 2 3 4 5 VMC IMC PVC Visual Meteorological Conditions Instrument Meteorological Conditions Poor Visibility Conditions 71.7% 10.8% 17.5% Category A & B Aircraft Category C Aircraft Category D Aircraft (less than 12,000 lbs.) (12,500-300,000 lbs.) (over 300,000 lbs.) Single Engine Business Jet Commuter Small Turboprop Twin Piston Regional Jet Commercial Jet Wide Body Jets Arrivals Departures Total Annual Operations (in thousands) Touch-and-Go Operations 7 6 5 4 3 2 1 J F M A M J J A S O N D (example) Exhibit 3A AIRFIELD CAPACITY FACTORS

CAPACITY FACTORS Runway Configuration The Monterey Regional Airport has two parallel runways that are separated by 500 feet. The capacity model considers this configuration to be a single runway because the distance between the two runways is less than the minimum (700 feet) required for simultaneous visual operations. Runway Use Runway use is controlled by wind and/or airspace conditions. The direction of takeoffs and landings is generally determined by the speed and direction of the wind. It is generally safest for aircraft to take-off and land into the wind, avoiding a crosswind (wind that is blowing perpendicular to the travel of the aircraft) or tailwind. Under visual conditions, both runways will be utilized, with Runway 28 generally considered the calm wind runway. Table 3B presents the general runway use percentages by aircraft type. TABLE 3B Runway Use Percentage by Aircraft Type Monterey Regional Airport Runway Jets Turboprop/ Multi-Engine Single Engine Touch & Go 10R 25.0% 23.8% 23.8% 5.0% 28L 75.0% 71.3% 71.3% 15.0% 10L 0.0% 1.3% 1.3% 20.0% 28R 0.0% 3.8% 3.8% 60.0% Source: Interview with ATCT Manager; originally presented in the 2007 Noise Exposure Maps (NEM) Update. The availability of instrument approaches is also considered. Runway 10R is equipped with an instrument landing system (ILS), which provides the best visibility and cloud ceiling minimums. On a day with particularly poor conditions, this runway would be utilized exclusively. Exit Taxiways Exit taxiways have a significant impact on airfield capacity since the number and location of exits directly determines the occupancy time of an aircraft on the runway. For Monterey Regional Airport, taxiway exits located between 3,000 and 5,500 feet from the runway threshold count in the capacity determination. Landings to either end of Runway 10L-28R have at least two exits for capacity calculation. Weather Conditions The Airport operates under visual flight rules (VFR) 71.7 percent of the time. When cloud ceilings are between 500 and 1,000 feet and visibility is between one and three miles, instrument flight rule (IFR) conditions apply, which is approximately 10.8 percent of the year. Poor visibility conditions (PVC) apply when cloud ceilings are below 500 feet and visibility is below one mile. PVC conditions occur 17.5 percent of the year. Table 3C summarizes the weather conditions between 2004 and 2013. DEMAND/CAPACITY ANALYSIS 3-3 DRAFT JUNE 2014

TABLE 3C Annual Weather Conditions Monterey Regional Airport Condition Cloud Ceiling Visibility Observations Percent Visual (VFR) >1,000' > 3 mi. 86,850 71.7% Instrument (IFR) 1,000' and > 500' 3 mi. and Vis > 1 mi. 13,023 10.8% Poor Visibility (PVC) 500' 1 mi. 21,258 17.5% TOTAL 121,131 100.0% Source: National Oceanic and Atmospheric Administration (NOAA). Data from the on-airport ASOS (2004-2013) Aircraft Mix Aircraft mix for the capacity analysis is defined in terms of four aircraft classes. Classes A and B consist of small and medium-sized propeller and some jet aircraft, all weighing 12,500 pounds or less. These aircraft are associated primarily with general aviation activity, but do include some air taxi aircraft. Class C consists of aircraft weighing between 12,500 pounds and 300,000 pounds, which includes most turboprops, business jets and medium-sized commercial transport aircraft. Class D aircraft consists of large aircraft weighing more than 300,000 pounds, such as Boeing 747, 777, and 787 aircraft. The Airport is not forecast to experience any Class D operations. The percentage of Class C and Class D aircraft is important in the capacity analysis because these aircraft typically require larger separation distances and have longer runway occupancy times. Overall, Class C operations represent 50.5 percent of operations currently and are forecast to remain relatively steady through the long term, as shown in Table 3D. TABLE 3D Total Class C Aircraft Type Percent Monterey Regional Airport Planning Horizon Class C Total Operations Percent 2013 27,169 53,827 50.47% Short Term 29,301 58,100 50.43% Intermediate Term 32,970 64,600 51.04% Long Term 40,723 80,600 50.52% C = Aircraft weighing between 12,500 and 300,000 pounds Source: Coffman Associates analysis utilizing FAA AC 150/5060-5, Airport Capacity and Delay. Percent Arrivals The percent of aircraft arrivals is equal to the ratio of landing operations to the total operations of an airport. This percent is considered due to the fact that aircraft approaching an airport for landing require more runway occupancy time than aircraft departing the airfield. The FAA methodology used herein provides for computing airfield capacity with a 40, 50, or 60 percent of arrivals figure. In the capacity analysis, the percent of arrivals is used to look at times when there is a large arrival or departure push. For example, at commercial service airports, a DEMAND/CAPACITY ANALYSIS 3-4 DRAFT JUNE 2014

peak departure time is often seen in the first few hours of the day, while peak arrival times might occur later in the evenings. To determine an overall airfield capacity figure, a 50 percent arrival value is utilized as an average or neutral effect for Monterey Regional Airport. Touch-and-Go Activity Touch-and-go training activity has the effect of increasing capacity since runway dwell times are shorter. Touch-and-go activity is limited to local general aviation and military operations at the Airport. Following the FAA capacity model, 80 percent of local operations are touch-and-go, thus 25 percent of all general aviation and military activity is touch-and-go in nature. Peak Period Operations For the airfield capacity analysis, average daily operations and average peak hour operations during the peak month, as calculated in the previous chapter, are utilized. Typical operations activity is important in the calculation of an airport s annual service volume as peak demand levels occur sporadically. The peak periods used in the capacity analysis are representative of normal operational activity and can be exceeded at various times throughout the year. CALCULATION OF AIRFIELD CAPACITY The preceding information was used in conjunction with the airfield capacity methodology developed by the FAA to determine airfield capacity and delay for Monterey Regional Airport. The following sections outline the analysis. Hourly Runway Capacity The first step in determining annual service volume involves the computation of the hourly capacity of each runway configuration as defined in FAA AC 150/5060-5, Airport Capacity and Delay. The percentage use of each runway, the amount of touch-and-go training activity, and the number and locations of runway exits become important factors in determining the hourly capacity of each runway configuration. Hourly runway capacity volume is calculated by the following equation: Hourly Capacity = C x T x E C = Hourly Capacity Base T = Touch-and Go Factor E = Taxiway Exit Factor The base hourly capacity determined in visual conditions is 64 operations. In IFR conditions, the hourly capacity is calculated at 56 operations. In PVC, the hourly capacity is calculated as 48 operations. Under visual conditions, touch-and-go activity and the taxiway exit factor have the effect of increasing the hourly capacity to 71. In IFR conditions, when touch-and-go activity is less likely, the hourly capacity decreases to 52 operations. In PVC conditions, the hourly capacity remains the same at 48 operations. DEMAND/CAPACITY ANALYSIS 3-5 DRAFT JUNE 2014

The hourly capacity figures are then weighted based on the aircraft mix index. Monterey Regional Airport has a high mix percent of Class C aircraft. This has the effect of decreasing capacity due to longer runway occupancy times and greater separation requirements. This is particularly true in IFR and PVC conditions. The current overall weighted hourly capacity is estimated at 54, which is forecast to remain steady through the long term planning horizon. Annual Service Volume (ASV) Once the hourly capacity is known, the annual service volume can be determined. Annual service volume is calculated by the following equation: Annual Service Volume = C x D x H C = weighted hourly capacity D = ratio of annual demand to average daily demand during the peak month H = ratio of average daily demand to average peak hour demand during the peak month Following this formula, the current ASV for Monterey Regional Airport has been calculated at 125,000 operations. Utilizing operational projections for the short term, the calculated ASV would decrease to 124,000. The reduced ASV is primarily due to the increase in operations by Class C aircraft. The projected increase in Class C aircraft operations results in a slightly reduced airfield ASV of 123,000 annual operations by the long term planning period. CALCULATION OF AIRFIELD DELAY As the number of annual aircraft operations approaches the airfield s ASV, increasing amounts of delay to aircraft operations will occur. Delays occur to arriving and departing aircraft in all weather conditions. Arriving aircraft delays result in aircraft holding outside of the airport traffic area while in the air. Departing aircraft delays result in aircraft holding on the ground until released by the airport traffic control tower (ATCT). Currently, total annual delay at the Airport is estimated at 269 hours, which equates to 18 seconds per aircraft operation. During peak periods, average delay could be five to ten times higher. The FAA threshold for significant delay is four minutes per operation. As the demand/capacity ratio increases, average delay grows exponentially. By the long term, average delay is forecast to reach 806 total annual hours which equates to 36 seconds per operation. AIRFIELD CAPACITY SUMMARY Given the factors outlined above, the airfield ASV is estimated at 125,000. The ASV does not indicate a point of absolute gridlock for the airfield; however, it does represent the point at which operational delay for each aircraft operation will increase exponentially. The current operations level estimated for Monterey Regional Airport represents 43 per- DEMAND/CAPACITY ANALYSIS 3-6 DRAFT JUNE 2014

cent of the airfield s ASV. By the end of the planning period, total annual operations are anticipated to reach 66 percent of the airfield s ASV. Table 3E summarizes the capacity analysis for Monterey Regional Airport. Exhibit 3B presents a graphic comparison of the project demand versus the calculated ASV. TABLE 3E Airfield Demand/Capacity Summary Monterey Regional Airport PLANNING HORIZON Current Short Term Intermediate Term Long Term Operational Demand Annual 53,827 58,100 64,600 80,600 Design Hour 23 25 28 35 Capacity Annual Service Volume 125,000 124,000 124,000 123,000 Percent Capacity 43.06% 46.85% 52.10% 65.53% Weighted Hourly Capacity 54 54 54 54 Delay Per Operation (Minutes) 0.30 0.35 0.40 0.60 Total Annual (Hours) 269 339 431 806 FAA Order 5090.3B, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS), indicates that improvements for airfield capacity purposes should begin to be considered once operations reach 60 to 75 percent of the annual service volume or when delay is measures at four minutes per operation. This is an approximate level to begin the detailed planning of capacity improvements. At the 80 percent level, the planned improvements should be under design or construction. Since the capacity ratio is not projected to exceed 60 percent of ASV until the long term planning period, major capacity improvements are not considered necessary within the scope of this Master Plan; however, planned improvements may have the additional effect of increasing capacity. In addition the presence of the parallel runway may also help increase overall capacity depending how tower personnel integrate its use. PASSENGER TERMINAL COMPLEX Components of the passenger terminal complex include aircraft gate positions, departures processing, arrivals processing, concourse facilities, as well as public spaces. This section identifies the existing capacity and demand levels for each of the terminal complex components. Many aspects of passenger terminal design are based upon peaking periods of commercial activity as determined by the flight schedules for the Airport. The February 2014 flight schedule was used for this analysis. Flight schedules are subject to change on a daily basis and are published by the Airport on a monthly basis. It is likely that the flight schedule to- DEMAND/CAPACITY ANALYSIS 3-7 DRAFT JUNE 2014

150 140 130 120 Estimated Annual Service Volume (Capacity) 125,000 124,000 124,000 123,000 110 CAPACITY/DEMAND (in thousands) 100 90 80 70 60 50 53,827 (43%) 58,100 (47%) Forecast Operations (Demand) 64,600 (52%) 80,600 (66%) 40 30 20 10 CURRENT SHORT TERM INTERMEDIATE TERM LONG TERM Exhibit 3B AIRFIELD DEMAND VS. CAPACITY

day will be different than the one used for this analysis 1 ; however, the February 2014 schedule provides for a reasonable analysis. PASSENGER AND AIRCRAFT DEMAND The forecast demand of annual, peak month, design day passengers and aircraft operations were developed in Chapter Two Forecasts, and the planning horizon activity milestones are used as the basis for determining the facility capacities and requirements. Combined Peak Hour Operations As previously mentioned, the flight schedule for February 2014 was used as the basis for the analysis in this chapter. (A review of the 2013 flight schedules has indicated that relatively few changes in equipment, airline service, or peaking characteristics have occurred, although the airlines have varied arrival and/or departure times.) According to the February 2014 flight schedule, the peak number of operations (all departures, in this case) occurs between the hours of 5:15 a.m. and 6:15 a.m. There are a total of five departures during this one-hour period, consisting of a total of 227 available seats. The average peak hour operations represent 17 percent of the average daily operations by the airlines. During this hour, 30 percent of the average daily departure seats are available (pro-rated based on schedule). Departing and Arriving Peak Hour Operations Individual arrival and departure peaks were also examined, since they occur at different times of the day. The departure peak occurs between 5:15 a.m. and 6:15 a.m. with five departures and 227 available seats (30 percent of the average daily seats available). The arrival peak occurs between the hours of 9:00 p.m. and 10:00 p.m. with three arrivals (150 total seats). However, Allegiant Air (which varies arrival and departure times during the monthly schedule) had three scheduled arrivals during February 2014 in this same period, increasing total arrival seats to 316 during this peak which occurs three times per month. AIRCRAFT GATE/APRON CAPACITY An airport terminal gate designates an aircraft parking position adjacent to a terminal building for the loading and unloading of passengers and baggage. The size and type of aircraft served, the parking arrangement, and assignment procedures affect the required number of gates, size, and layout of the terminal gates. 1 An example would be the flight to Denver provided by United Express that is planned to be discontinued in June 2014. Future flight schedules may include a resumption of this flight or the addition or subtraction of other flights. DEMAND/CAPACITY ANALYSIS 3-8 DRAFT JUNE 2014

Presently, the configuration of the terminal gates at Monterey Regional Airport provides for ten ground level boarding and parking positions which are sized to handle regional jet or large turboprop aircraft. Five of these positions are assigned to specific boarding gates, while the remainder provides hard-stand parking positions for overnighting aircraft. Gate 2 is used by US Airways, Gate 3 is used by American Eagle, Gate 4 is used by Alaska Airlines and Allegiant Air, and Gate 5 is used by United Express. Gate 1 is currently unassigned. The terminal is not equipped with passenger loading bridges and only provides ground level boarding. Exhibit 3C details gate utilization at Monterey Regional Airport. This detail was developed based on the flight schedule for February 2014, at which time there were 15 average daily scheduled airline departures (several flights were operated six days each week and Allegiant Air operated two days each week). Table 3F outlines airline gate utilization and average daily flights by each airline. TABLE 3F Airline Gate Utilizations (February 2014) Monterey Regional Airport Gate Airline(s) Daily Departures Departures Per Gate Gate 2 US Airways 3 1.5 Gate 3 American Eagle 3 3.0 Gate 4 Alaska Airlines/Allegiant Air¹ 1 1.3 Gate 5 United Express 8 8.0 Totals 15 3.0 ¹Allegiant Air was operating two weekly flights from Gate 4. Source: Monterey Regional Airport; Consolidated Flight Schedule, February 2014. The number of gates required can be estimated from the following formula: N = V x T/U N = the number of gates V = design hour volume for arrivals or departures (aircraft per hour) T = weighted mean stand occupancy time (hrs.) U = utilization factor The terminal building has a total of five departure gates and ten parking positions which are generally designed to accommodate regional jet size aircraft. When larger aircraft utilize the terminal apron, they must park parallel to Taxiway A, which reduces the total number of aircraft parking positions available. The design hour volume (V) is four, or 27 percent of the 15 daily departures (remaining overnight (RON) aircraft excluded). An analysis of stand or gate occupancy times (T), excluding overnights, was determined to average 29 minutes (0.48 hour) per aircraft. The current utilization factor is 0.40, since four of the ten positions are used during the design hour (RON excluded). The result of the formula calculation, presented in Table 3G, is a current demand for five gates, which means the terminal is operating at 100 percent of its gate capacity. Presently, the Airport has six RON aircraft on the terminal apron. With a total of ten existing terminal DEMAND/CAPACITY ANALYSIS 3-9 DRAFT JUNE 2014

GATE AIRLINE Time (Hours) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 1-2 CRJ200 3 CRJ200 4 Q-400 MD-80 (Su/Th Only - Schedule Varies) 5 EMB CRJ200 CRJ200 CRJ200 CRJ200 Q-400 MD-80 Series CRJ200 EMB120 Source: Monterey Regional Airport Flight Schedule, February 2014. Schedules are updated monthly and can change daily. Exhibit 3C TERMINAL GATE OCCUPANCY

parking positions, the Airport is at 60 percent capacity when demand for RON spaces is included. TABLE 3G Terminal Gate Capacity Monterey Regional Airport Available Demand % Capacity Annual Enplanement Level 200,651 Daily Departures 15 Design Hour Departures 5 Gate Requirements 5 5 100% RON Requirements Included 10 6 60% Daily Departures/Gate 3 Annual Enplanements/Gate 40,130 Occupancy Time (T) hrs. 0.48 Utilization Factor (U) 0.4 RON: Remain overnight. Source: Coffman Associates analysis Terminal Aircraft Gate Requirements Future gate requirements at Monterey Regional Airport have been examined using three widely accepted methodologies applicable to domestic scheduled operations. These include peak hour utilization, daily utilization, and annual utilization. These methodologies were developed by the FAA and are detailed in FAA AC 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities. The peak hour method determines the existing gate utilization by dividing design hour operations by the number of active gates. The commercial ramp provides for ten parking positions, served through five terminal gates. The additional capacity provides hard-stand parking for overnighting aircraft. The current gate utilization ratio can be expected to remain static through the planning period, resulting in a long term projected need for five gates. Daily utilization analyzes the number of daily departures during the average day of the peak month. The daily utilization factor in February 2014 was 3.0 (and had been at 3.4 in fall 2013). Therefore, it can be expected to increase slightly over the planning period. This projection results in a long term need for five active gates. The annual utilization method produces active gate recommendations by projecting enplanements per gate using Figures 4-1 and 4-3 from the AC 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities. This method also results in a need for five gates through the long term planning horizon. DEMAND/CAPACITY ANALYSIS 3-10 DRAFT JUNE 2014

The results of each active gate projection methodology are shown in Table 3H. Based on a typical flight schedule and average peak periods, the Airport is projected to continue to need five gates through the long term planning period. With five active gates and an additional five parking positions available on the commercial ramp for overflow or overnighting aircraft parking, the Airport meets long range demand for gate positions. However, all gates are presently utilized exclusively for ground level boarding. As has been previously discussed, it is anticipated that the airline fleet mix will shift over time away from smaller 50-passenger regional jet aircraft to larger 70-90 seat aircraft. Already, Alaska Airlines is serving the Airport with a 76-seat turboprop and Allegiant Air is serving the airport with a 166-seat jet (MD-88) on two weekly flights. Parking configurations must be adjusted on the ramp to accommodate the larger aircraft, limiting the number of available parking positions. Therefore, a change in the commercial mix in future years will create further challenges in parking configurations, which will be examined in the Alternatives chapter. TABLE 3H Terminal Gate/Apron Requirements Summary Monterey Regional Airport Available 2013 Short Term Intermediate Term Long Term Peak Hour Utilization Method Design Hour Operations 5 5 5 5 Gate Utilization Factor 1.0 1.0 1.0 1.0 Active Gates 5 5 5 5 Daily Utilization Method ADPM Departures 15 16 16 16 Daily Utilization Factor 3 3.4 3.5 3.6 Active Gates 5 5 5 5 Annual Utilization Method Annual Enplanements 200,651 223,000 245,000 275,000 Enplanements Per Gate 40,130 44,600 a 48,000 a 50,000 a Active Gates 5 5 5 5 PROJECTED ACTIVE GATES Ground Boarding Only 5 5 5 5 TERMINAL APRON REQUIREMENTS Terminal Gate Parking (s.y.) 14,000 14,000 14,000 14,000 Overflow/RON Parking (s.y.) 14,000 14,000 14,000 14,000 Total Apron (s.y.) 28,000 28,000 28,000 28,000 a Calculated utilizing Figures 4-1 and 4-3 from FAA AC 150/5360-13. ADPM Average Day Peak Month s.y. square yards Source: FAA AC 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities. Terminal Aircraft Apron Requirements Terminal apron requirements are determined by the number of gates, the size of the gates, the maneuvering area required for aircraft at gates, and the aircraft parking layout in the gate area. The existing 28,000 square yard commercial apron is designed for ten aircraft positions (regional jets), with alternative parking configurations able to accommodate a DEMAND/CAPACITY ANALYSIS 3-11 DRAFT JUNE 2014

mix of larger aircraft. The normal aircraft parking layout in front of the terminal requires aircraft to park on a 45-degree angled nose-in arrangement, with the alternative parking configurations parallel to the front (airside) of the building. Greater area is provided around the aircraft at the two parking positions on the east end of the ramp (furthest distance from the terminal). Based upon anticipated changes in airline fleet mix over the course of the planning period and projected gate requirements, terminal apron requirements have been prepared and are also presented in Table 3H. Annual commercial airline operations at the Airport are projected to remain relatively flat at approximately 11,800 through the long term planning period; however the mix of aircraft is projected to include a larger percentage of 70-90 seat regional jets. The existing commercial ramp area is approximately the correct size to accommodate the changing fleet mix through the long term planning horizon. Monterey Regional Airport has limited separation distances between Runway 10R-28L, Taxiway A, and the commercial ramp, creating the need to restrict taxiing operations by aircraft with greater than 95-foot wingspans when a MD-80 series or larger aircraft is parked in front of the terminal. The projected terminal ramp requirements reflect the need to accommodate small regional jets in the short term, with the mix transitioning to include stretched narrow-body regional jet aircraft by the intermediate and long term planning horizons. The ability of the existing ramp to meet these changing demands will be examined more thoroughly in the following chapter. TERMINAL BUILDING CAPACITY The requirements for the passenger terminal building begin with a demand capacity analysis of the existing facilities that determines the current capacity of key processing areas for comparison to the passenger demand at the Airport. The purpose of the analysis is to quantify and qualify the ability of the existing terminal facilities to satisfy the current demand of the traveling public at the Airport. A spreadsheet model based on industry standards and calibrated for Monterey Regional Airport based upon observations of passenger activities and terminal operations and design, was used in this analysis. The model utilizes the standard queuing theory which can be defined as: passengers arriving minus passengers processed equals passengers in queue. The evaluation of individual processing elements is based on industry standards and formulas. The model considers the level of service standards established by the International Air Transport Association (IATA). Level of service (LOS) defines the comfort and quality of the passenger experience. Some are related to crowding in queuing areas, while others define the amount of time a passenger must wait for processing. Table 3J outlines the basic level of service standards. DEMAND/CAPACITY ANALYSIS 3-12 DRAFT JUNE 2014

TABLE 3J Level of Service Standards (IATA) Monterey Regional Airport AREA PER OCCUPANT A B C+ C C- D E F Level of Service Standards Ft 2 Ft 2 Ft 2 Ft 2 Ft 2 Ft 2 Ft 2 Ft 2 Check-in Queue Area 19.4 17.2 16.1 15.1 14.0 12.9 10.8 - Wait/Circulate 29.1 24.8 22.6 20.4 18.3 16.1 12.8 - Hold Room 15.1 13.5 12.8 12.0 11.3 10.5 8.0 - Bag Claim Area (excl. claim device) 21.5 19.4 18.3 17.2 16.1 15.1 12.9 - Federal Inspection Services 15.1 12.9 11.8 10.8 9.7 8.6 6.5 - A Excellent levels of service; conditions of free flow; excellent level of comfort. B High level of service; condition of stable flow; very few delays; high level of comfort. C Good level of service; condition of stable flow; acceptable delay; good level of comfort. D Adequate level of service; condition of unstable flow; acceptable delays for short periods of time; adequate level of comfort. E Inadequate level of service; condition of unstable flow; unacceptable delays; inadequate levels of comfort. F Unacceptable levels of service; conditions of cross flows, system breakdown and unacceptable delays; unacceptable levels of comfort. Applies to areas below LOS E. In general, LOS C is a typical design goal for most airports. LOS B would be a preferred goal if the budget allows. LOS A is generally too expensive to achieve, and thus prohibitive to implement. For purposes of this analysis, an LOS C+ was used to represent a median between LOS B and C. Departures Processing The first destination for most enplaning passengers in the terminal building is the ticket counters. The ticketing area includes the counters, queuing area and lobby, the ticket offices, and bag screening and processing. Ticket Counters - The percentage of the departing passenger peak hour demand that checks in at the ticket lobby is estimated at 85 percent. The remainder are assumed to check in prior to arriving at the Airport and do not have checked baggage. The capacity at the ticket counters was calculated based on the passenger processing rate derived from observation and IATA averages. The ticket counters were found to be operating at 67 percent capacity. Ticket Lobby - The adequacy of the ticket lobby floor area is also evaluated to determine whether demand levels result in an acceptable level of service. The ticket lobby demand included a percentage of well-wishers in addition to the passengers. Industry standards assume that some passengers enter the queue with their friends or family for assistance. The evaluation was based on a service goal of a 2.5-minute maximum wait in queue and an LOS C+ of 16.1 square feet per person in queue with baggage. When concentrated within the frontage required for ticketing, the queuing area was determined to be operating at 92 percent of capacity. The remainder of the ticket lobby used for circulation and waiting is currently at 65 percent of capacity. DEMAND/CAPACITY ANALYSIS 3-13 DRAFT JUNE 2014

Public Area - The public area is typically the space between the ticketing lobby and the security screening area. This space is utilized both by departing and arriving passengers, meeters/greeters, and well-wishers. There is some seating for waiting meeters/greeters, but most of the space is used as circulation space. The demand, therefore, is based on the combined peak hour passenger numbers and the capacity is based on the level of service standard for circulation space and the rate of passengers leaving the space. Since some of the terminal s exterior space features have been designed such that a portion of this space demand can be accommodated outside of the building, the interior public circulation area can be designed to a lower requirement. Therefore, the indoor public area circulation demand is currently estimated at 82 percent of capacity. Bag Screening and Processing The Transportation Security Administration (TSA) must inspect every checked bag that is to be put on an aircraft. The current system at the Airport involves hand inspection stations and screening machines behind the airline ticket counters. Based upon the current operation, the bag screening facilities are operating near capacity during peak hours. After the bags are screened, they proceed as outbound baggage to be placed on carts for delivery to the aircraft. The outbound baggage area available is currently at 50 percent capacity. It should be noted that as airlines have instituted bag fees, passengers are adjusting by checking fewer bags. The outbound baggage area is adequate according to the methodology employed; however, the area specified for TSA baggage check may be limited. Passenger Security Screening - The processing rate at current security levels is estimated at 100 passengers per hour. With two stations, the capacity for the current number of stations is, therefore, 200 passengers per hour, which is adequate for short-term planning. The required queuing area for the checkpoint was determined using an area of 16.1 square feet per person at a level of service LOS C+. The area for queuing is at 81 percent capacity. Across the country, TSA is making efforts to help streamline the screening process. Efforts are being made to provide staff during peak periods, install new equipment, and open precheck lanes. Exhibit 3D summarizes the current capacity for the functional areas within the terminal building. Arrivals Processing The passenger arrivals process consists primarily of those facilities and functions that provide means to reunite the arriving passenger with items that were checked at the origin of the flight. Baggage Claim - It is estimated that 75 percent of arriving peak hour passengers claim checked baggage. The remaining 25 percent of the passengers bypass the baggage claim areas and go directly to the curb or to other ground transportation related facilities. An industry standard of 1.3 checked bags per passenger is utilized. The baggage claim capacity DEMAND/CAPACITY ANALYSIS 3-14 DRAFT JUNE 2014

FUNCTIONAL AREA Unit Available Current Need Current % Capacity Short Term 223,000 ENPLANEMENT MILESTONES Intermediate Term 245,000 DEPARTURES PROCESSING Ticket Counters Passengers Using counter (Utilization Factor) 85% - 156-184 203 228 Agent Positions # 9 6 67% 7 8 9 Kiosk Positions # 5 5 100% 5 6 6 Frontage LF 92 60 65% 71 78 88 Area SF 920 630 68% 740 820 920 Ticket Lobby Queuing Area SF 1,640 1,510 92% 1,790 1,970 2,210 TSA Baggage Check SF 1,500 1,740 116% 1,740 1,740 2,540 Outbound Baggage SF 6,790 3,410 50% 4,044 4,454 4,994 Airline Ticket Office SF 4,320 2,990 69% 3,547 3,907 4,381 Ticket Lobby Circulation SF 2,870 1,860 65% 2,199 2,422 2,716 Public Area Circulation SF 6,670 5,490 82% 6,510 7,170 8,040 Security Stations Number # 2 2 100% 2 2 3 Queuing Area SF 540 440 81% 524 577 647 Station Area SF 1,690 1600 95% 1,600 1,600 2,400 TSA Administration/Operations SF 990 800 81% 900 1,000 1,100 ARRIVALS PROCESSING Baggage Claim Passengers Claiming Bags (Utilization Factor) 75% - 137-163 179 201 Claim Display Frontage LF 85 82 96% 98 108 121 Inbound Baggage SF 1,870 1,320 71% 1,562 1,721 1,930 Baggage Service Office SF 250 170 68% 195 215 241 Claim Lobby Claim Area SF 1,280 2,510 196% 2,978 3,280 3,678 Circulation Area SF 1,250 1,960 157% 2,327 2,563 2,874 CONCOURSE FACILITIES Passenger Holdrooms Gates # 5 5 100% 5 5 5 Holdroom Area SF 5,050 4,500 89% 5,000 6,600 9,100 Concourse Circulation Circulation Area SF 1,330 4,140 311% 4,904 5,401 6,057 PUBLIC SPACES Restrooms Area SF 2,850 2,200 77% 2,604 2,868 3,216 Concessions Food & Beverage SF 5,390 2,890 54% 3,345 3,675 4,125 Retail SF 670 1,540 230% 1,784 1,960 2,200 Rental Car Counter Frontage LF 94 92 98% 109 120 134 Counter and Office Area SF 2,210 1,370 62% 1,628 1,793 2,010 Counter Queue Area SF 710 920 130% 1,085 1,195 1,340 ADMINISTRATIVE SPACES Administration/Operations SF 4,680 5,732 82% 5,868 5,956 6,072 Conference Center SF 960 960 100% 960 960 960 FUNCTIONAL AREA TOTAL Total Programmed Functional Area SF 56,430 50,682 90% 57,835 63,847 73,751 BUILDING SYSTEMS/SUPPORT Mechanical/HVAC SF 1,640 2,030 124% 2,313 2,554 2,950 General Circulation/Stairwells/Storage SF 10,800 10,680 99% 12,145 13,408 15,488 TOTAL TERMINAL Gross Building Area (Rounded) SF 68,900 63,400 92% 72,300 79,800 92,200 Long Term 275,000 BOLD TYPE represent current or potential future deficiencies. Source: Coffman Associates analysis Exhibit 3D TERMINAL BUILDING CAPACITIES AND REQUIREMENTS

is based on the device frontage per person. The currently available claim device is operating at 96 percent capacity. Claim Lobby - The lobby area adjacent to the baggage claim device includes space from the edge of the claim device to the wall next to the rental car counters. Passengers often view this as the outer boundary of the claim area. With the LOS C+ area of 18.3 square feet per person, the demand for baggage claim lobby currently exceeds capacity. If baggage claim circulation requirements at Monterey Regional Airport are designed to lower standards (approximately 11 square feet per occupant), the baggage claim circulation area may be considered to operate at capacity, but only during arrival peaks (late evening). Concourses The concourses consist primarily of the public circulation spaces and secure passenger holdrooms. While holdrooms and circulation are calculated separately, it is common for actual usage to include both of these elements. For example, while passengers are waiting, they will typically disperse throughout the secure concourse. As it gets closer to boarding time, passengers tend to gather in the gate area. As a result it is common to consider holdroom and concourse capacity in aggregate. Holdrooms - The holdroom capacity is based upon available seats for the design aircraft for each gate and average load factor at the Airport. Podium space and queuing/exit space is also considered. The holdroom space is currently 89 percent capacity. Circulation The holdrooms are located at either end of the terminal, and concourse circulation is located between the two holdroom areas. The circulation requirement is based upon providing circulation at 22.6 square feet per occupant. The concourse circulation area demand exceeds available capacity currently. There is approximately 6,380 square feet available for combined holdroom and circulation space. There is a combined current need for 8,640 square feet of space, therefore the holdroom and circulation capacity is currently exceeded. By the long term planning period, a total of 15,154 square feet is needed. Public Spaces Public spaces include restrooms, concessions, and rental car facilities. Restrooms - Restrooms in the terminal are located in the main entrance lobby, the bag claim lobby, adjacent to the two holdrooms, and on the second floor adjacent to the restaurant and administration offices. Restroom capacity is calculated based on square footage per peak hour passenger, as provided in FAA Advisory Circular 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities. That ratio has been adjusted for wider stalls. The combined restroom areas are estimated at 77 percent capacity. DEMAND/CAPACITY ANALYSIS 3-15 DRAFT JUNE 2014

Concessions and Retail - While planning standards and demand are an important consideration in the adequacy of concessions in a terminal, there are marketing considerations that determine the capacity and economic viability of airport food/beverage services and retail concessions. Concessions are available on both the secure and non-secure sides of the terminal, and retail is available only on the secure side. Food and beverage concessions are at 54 percent capacity. Retail demand is currently estimated to exceed available capacity. Rental Car Rental car space planning is estimated based upon design hour passengers. The rental car counter frontage, located on the first level near the baggage claim area, is currently operating at capacity. Office space behind the rental car counter is at 62 percent capacity, and the queuing area in front of the counter (limited by columns and stairwells) exceed capacity. TERMINAL BUILDING REQUIREMENTS This section identifies the facilities required to meet the Airport s terminal building needs through the long term planning horizon. The review of the various terminal complex requirements was performed with the guidance of FAA Advisory Circular 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities, the TSA Recommended Security Guidelines for Airport Planning, Design and Construction, IATA Level of Service Standards, and the Airport Cooperative Research Program s (ACRP) Airport Passenger Terminal Planning and Design. Terminal building requirements are summarized in Exhibit 3D and are described in further detail below. Airline Ticketing and Operations Area The first destination for enplaning passengers who need to retrieve a boarding pass or check baggage in the terminal building is usually the airline ticket counters. The ticketing area consists of the ticket counters, queuing area for passengers to approach the counters, and the ticket lobby which provides circulation. The ticket lobby should be arranged so that the enplaning passenger has immediate access and clear visibility to the individual airline ticket counters upon entering the building. Circulation patterns should allow the option of bypassing the counters with minimum interference. Provisions for seating should be minimal to avoid congestion and encourage passengers to proceed to the gate area. Airline ticket counter frontage, automated check-in kiosk positions, counter area, ticketing lobby, and airline office and baggage make up area requirements for each projected enplanement level milestone have been calculated. From the analysis presented in Exhibit 3D, the ticket counter queuing area and TSA baggage check areas may require additional area to meet projected demands in the short term (223,000 passenger boardings), while several of the remaining functional areas (kiosks, public circulation, and airline offices) may require additional area to meet projected demands in the intermediate and long term planning horizons. DEMAND/CAPACITY ANALYSIS 3-16 DRAFT JUNE 2014

Security Screening The security checkpoint is equipped with two screening stations. The capacity of a single station is estimated at 100 persons per hour, making the existing stations adequate through the intermediate term planning horizon. Prior to reaching the long term enplanement milestone of 275,000 annual boardings, an additional station, queuing area, and TSA operational area will be required. Additional TSA administrative offices are shown to be needed by the intermediate planning horizon. Baggage Claim Facilities The passenger arrivals process consists primarily of those facilities and functions that reunite the arriving passengers with their checked baggage. The existing claim frontage (the baggage carousel belt) is projected to be inadequate (by industry standards) prior to reaching the short term enplanement threshold of 223,000 boardings. In fact, the existing public bag claim area fails to meet existing needs on days when Allegiant Air has an arrival during the same peak evening arrival period as United and American Eagle. Additional public floor area for bag claim device frontage, circulation, and claim floor area will be needed as peak period passenger deplanements increase. Available inbound baggage area (the area behind the wall where bags are loaded onto the carousel) is also projected to be inadequate by the long planning horizon. Holdroom and Concourse Facilities The number of gates required for servicing the combined peak hour operations and the mix of aircraft during the peak hour determines holdroom capacity requirements. The holdrooms are sized to provide adequate area for the largest aircraft using each gate. The requirement for gate podiums and check-in space are included within the overall holdroom area. The current layout provides separate holdrooms at the boarding gates used by US Airways (Gates 1,2, and 3) and the remaining carriers (Gates 4, and 5). The two holdrooms are connected by a concourse circulation corridor on the secure side of airport security. The snack bar and gift shop are available to both holdrooms. Some seating areas are equipped with electrical outlets to charge personal electronic devices. Projections indicate there is a current need for additional holdroom and circulation space. As the Airport realizes increasing enplanements levels, the need for additional combined holdroom and circulation space will become more acute. Terminal Services Available food and beverage space in the terminal meets current demand; however, the majority of the food and beverage area is on the second floor, which is on the public side of airport security.. Only a snack bar provides food and beverage service on the secure side DEMAND/CAPACITY ANALYSIS 3-17 DRAFT JUNE 2014

of the terminal. Current airport design standards suggest locating a large portion of concessions on the secure side of the terminal building. This change has occurred because passing through security has added time to passenger movements. Many passengers will desire to pass through security before taking advantage of available concession options so that they are in the vicinity of their gate and will be able to board the aircraft in a timely manner. By application of industry standards, the amount of retail space available falls well short of current needs. Available restroom space, in aggregate area, appears to be adequate through the short term, although the area provided on the secure side of the terminal will need to be enlarged to meet projected needs. Monterey Regional Airport offers an observation deck on the second floor. The observation deck is on the public side of the facility. This is an amenity that is uncommon at most airports and provides something unique to Monterey. Rental Car Counter Rental car counter and office space is calculated as a function of deplaning passengers. Rental car counter frontage is calculated as 50 percent of peak hour deplanements. Rental car counter and office space is calculated as 15 square feet for every linear foot of counter length. The rental car queue area is calculated as 10 square feet for every linear foot of counter length. Rental car counter frontage length is currently adequate; however, by the short term planning period an additional 15 feet are needed. By the long term, a total of 40 additional feet are projected to be needed. Behind the counter space, including separate office space is estimated to be adequate through the long term planning period. The rental car queue space does not meet the current demand. As a result it is not uncommon to see lines that occupy both circulation and baggage claim lobby space. Administrative Spaces Often airport administrative offices are located within an airport terminal building. At Monterey Regional Airport, the administration occupies space on the second floor. By industry standards, the administrative offices are somewhat undersized currently. Conference room space (administrative conference room and MPAD boardroom) is adequate through the long term planning period. An additional consideration is the need for training room space. As a commercial service Airport, there are additional need for ongoing training for airport staff, tenants, and other airport users. DEMAND/CAPACITY ANALYSIS 3-18 DRAFT JUNE 2014