Table of Contents INTRODUCTION...1 1.0 General...1 2.0 Airport Master Plan Update Report Summary...3 CHAPTER ONE: INVENTORY...4 1.0 General...4 2.0 Airport Setting and History...4 2.1 Location...4 2.2 Access Roadways, Airport Access, and Airport Security...7 2.3 Airport History...7 2.4 History of Aviation Service... 11 3.0 Airside Facilities... 12 3.1 Runways and Taxiways... 12 3.2 Run-up/Holding Bays, Aprons and Aircraft Tie-Down Areas... 15 3.3 Hangars... 16 3.4 Fuel Facilities... 18 3.5 Wind... 18 3.6 Visual and Navigational Aids... 19 3.7 Airspace and Pattern Use... 25 3.8 Airport Drainage & Catch Basins... 28 4.0 Landside Facilities... 28 4.1 Terminal Buildings... 28 4.2 Automobile Parking and Airport Signage... 28 4.3 Utilities... 29 4.4 Tenants... 30 5.0 Maintenance, Snow Removal, and Fire Equipment... 30 6.0 Financial Baseline... 31 7.0 Legal Baseline... 31 7.1 On Airport Land Use... 32 7.2 Off Airport Land Use... 32 7.3 Height Zoning... 32 8.0 Socioeconomic Data... 33 8.1 Economic Base... 33 8.2 Employment... 33 8.3 Per Capita Income... 35 8.4 Population... 35 CHAPTER TWO: AVIATION FORECASTS... 36 1.0 General... 36 1.1 Forecasts and Growth... 36 2.0 Based Aircraft Forecast... 37 Master Plan Update Report - Draft as of 6-23-03 i
Table of Contents 2.1 Fleet Mix... 38 3.0 Aircraft Operations... 39 4.0 Critical Aircraft... 41 5.0 Fuel Flowage... 42 6.0 Freight Transportation... 43 7.0 Forecast Summary... 44 CHAPTER THREE: ENVIRONMENTAL CONDITIONS... 46 1.0 General... 46 2.0 Methodology... 46 2.1 Wetland Boundaries & Delineation... 46 2.2 Wetland Functional Assessment Methodology... 46 2.3 Wetland Classification... 47 3.0 Wetland Descriptions... 47 3.1 Mowed Wetlands... 47 3.2 Forested Wetlands... 47 3.3 Scrub/Shrub Communities... 48 3.4 Drainage Ditches... 48 CHAPTER FOUR: LAND USE PLAN/ECONOMIC ANALYSIS... 51 1.0 General... 51 2.0 Regional Market Overview... 52 2.1 Municipal and Regional Description... 52 2.1.1 Population... 52 2.1.2 Employment... 53 2.1.2.1 Total Employment... 53 2.1.2.2 Employment Distribution by Major Industry... 53 2.1.2.3 Distribution of Business Establishments... 55 2.1.2.4 Unemployment... 57 3.0 Existing Land Use Conditions Airport Region... 58 3.1 Land Use... 58 3.1.1 Airport Area Description... 59 3.1.2 Airport Area Existing Land Use Conditions... 60 3.2 Airport Area - Noise Impacts... 62 4.0 Competitive Industrial Space - Supply and Pricing Indicators... 64 4.1 Established Parks Within the Market Area Supply of Land... 64 4.2 Established Parks Within the Market Area - Supply of Buildings/Building Space... 66 4.3 Established Individual Properties Within the Market Area - Supply of Industrial and Commercial Buildings and Land... 66 5.0 Retail & Commercial Market Indicators... 68 6.0 Future Growth... 68 7.0 Existing Airport Area Zoning Conditions... 69 7.1 Existing Zoning and Subdivision Regulations... 69 Master Plan Update Report - Draft as of 6-23-03 ii
Table of Contents 7.1.1 Airport Development (AD) Zone... 70 8.0 Recommendations for the Airport and Surrounding Area Zoning and Land Use... 72 8.1 Intent of Performance Based Zoning Standards and Incentives... 72 8.2 Performance Based Zoning Standards - Key Issue Areas... 73 8.3 Goals of Airport Zone... 73 8.4 Airport Zone Boundaries... 74 8.5 Permitted Uses... 74 8.6 Prohibited Uses... 75 CHAPTER FIVE: DEMAND/CAPACITY & FACILITY REQUIREMENTS... 78 1.0 General... 78 2.0 Facility Requirements... 80 2.1 Airside Requirements... 80 2.1.1 Airport Design Criteria... 80 2.1.2 Runway Length... 82 2.1.3 Runway Width... 84 2.1.4 Runway Pavement Strength/Load Bearing Capacity... 84 2.1.5 Runway Pavement Condition... 85 2.1.6 Runway Safety Areas... 85 2.1.7 Runway Obstacle Free Zone & Runway Object Free Area... 86 2.1.8 Runway Protection Zones... 87 2.1.9 Runway/Taxiway Separation Standards... 87 2.1.10 Taxiways/Taxilanes... 88 2.1.11 Taxiway Safety Area & Taxiway/Taxilane Object Free Area... 88 2.1.12 Run-up/Holding Bays... 89 2.1.13 Visual and Navigational Aids... 89 2.1.14 Airside Obstructions/Imaginary Surfaces... 93 2.1.15 Airport Drainage... 94 2.1.16 Storm Water Pollution Prevention Plan (SWPPP) and Spill Prevention Control and Countermeasures Plan (SPCC)... 94 2.2 Landside Requirements... 95 2.2.1 Terminal Facilities... 95 2.2.2 Airport Directional Signage... 95 2.2.3 Aircraft Storage Hangars/Aircraft Tiedown Parking/Aprons... 95 2.2.3.1 Based Aircraft Storage... 96 2.2.3.2 Transient Aircraft Storage... 99 2.2.3.3 Aprons... 100 2.2.4 Automobile Parking... 100 2.2.5 Aircraft Fueling Facilities... 103 2.2.6 Airport Security Fencing... 103 3.0 Maintenance and Snow Removal Equipment Requirements... 104 4.0 Freight Transportation Requirements... 105 5.0 Historical Building Disposition... 105 6.0 Demand/Capacity & Facility Requirements Summary... 105 CHAPTER SIX: ALTERNATIVE DEVELOPMENT... 106 1.0 General... 106 Master Plan Update Report - Draft as of 6-23-03 iii
Table of Contents 2.0 Development Considerations... 109 3.0 Preferred Development Recommendations... 110 3.1 Runway 07-25 Improvements... 110 3.1.1 Rehabilitation/Grooving Runway 07-25... 111 3.1.2 Parallel Taxiway, Reduction of Runway 07-25 s Width, and Holding Bays... 111 3.1.3 Redesign Drainage and Upgrade Runway 07-25 Visual Aids... 112 3.1.4 Runway 25: Runway Safety Area/Object Free Area Development Alternative Analysis.. 113 3.2 Runway 07-25 Improvements - Alternative Analysis... 116 3.3 Runway 14-32 Improvements... 118 3.3.1 Holding Bays... 119 3.4 Visual and Navigational Aids... 119 3.4.1 Runway 14-32: Runway End Identification Lights (REILs)... 120 3.4.2 Taxiway Markings... 120 3.4.3 Rotating Beacon... 120 3.5 Aircraft Storage Facilities/Aprons... 121 3.5.1 Aircraft Storage Facilities - East Side of the Airport... 121 3.5.1.1 East Terminal Apron... 121 3.5.1.2 East Side Transient Aircraft Apron Space... 122 3.5.1.3 East Side Based Aircraft Apron Space... 123 3.5.1.4 East Side - Hangars... 124 3.5.2 Aircraft Storage Facilities - West Side of the Airport... 125 3.5.2.1 West Side - Town Apron... 125 3.5.2.2 West Side Transient Aircraft Apron Space... 125 3.5.2.3 West Side Based Aircraft Apron Space... 126 3.5.2.4 West Side - Hangars... 126 3.6 Automobile Parking Requirements... 126 3.6.1 East Side of the Airport - Automobile Parking... 127 3.6.2 West Side of the Airport Automobile Parking... 127 3.7 Snow Removal Equipment & Airport Equipment Storage Facility... 127 3.7.1 Displacement Plow/Carrier Vehicle Requirements... 129 3.8 Airport Security Fencing... 131 3.9 Terminal Facility Upgrades... 131 3.10 Historical Navy Control Tower & Obstruction Removal... 132 3.11 Emergency Generator... 133 3.12 Acquisition of Additional Airport Property... 133 CHAPTER SEVEN: CAPITAL IMPROVEMENT PLAN & AIRPORT OPERATIONS/FINANCES... 134 1.0 General... 134 2.0 Capital Improvement Plan (CIP)... 134 3.0 Financial/Management Plan... 139 3.1 Management... 139 3.2 Leases... 139 3.2.1 Recommendations for Lease Improvement... 144 3.3 Revenues and Expenses... 145 3.3.1 Revenue Recommendations... 151 3.3.2 Revenue and Expense Projections... 152 Master Plan Update Report - Draft as of 6-23-03 iv
Table of Contents CHAPTER EIGHT: AIRPORT PLANS... 155 1.0 General... 155 2.0 Cover/Title Sheet... 156 3.0 Existing and Ultimate Airport Layout Plan... 156 4.0 ALP Data Sheet... 156 5.0 Runway Plan and Profile... 156 6.0 Land Use Plan (Zoning)/65 DNL Noise Contour... 156 6.1 Noise Contours... 156 7.0 Federal Aviation Administration (FAR) Part 77 Airspace Surfaces... 157 ENDNOTES... 167 Master Plan Update Report - Draft as of 6-23-03 v
List of Tables Table 1-1: Development at the Sanford Regional Airport: 1976 to Present...9 Table 1-2: Runway Data... 13 Table 1-3: Taxiway Data... 15 Table 1-4: Sanford Regional Airport Aprons/Aircraft Tie-down Areas... 16 Table 1-5: Aircraft Storage Hangars at Sanford Regional Airport as of 2002... 17 Table 1-6: Fuel Flowage... 18 Table 1-7: Wind Data Summary... 19 Table 1-8: Buildings and Other Tenants at Sanford Regional Airport as of 2002... 30 Table 1-9: 2000 Employment By Major Industry Division (State of Maine/York County Maine)... 33 Table 1-10: Major Employers: Town of Sanford... 34 Table 1-11: Per Capita Income Comparison... 35 Table 1-12: Population Comparison... 35 Table 2-1: Projected Based Aircraft... 37 Table 2-2: Existing Based Aircraft Fleet Mix for 2001... 38 Table 2-3: Projected Based Aircraft Fleet Mix for Sanford Regional Airport... 38 Table 2-4: Projected Aircraft Operations... 39 Table 2-5: Projected Aircraft Operations Per Runway... 39 Table 2-6: Projected Local and Itinerant Operations... 40 Table 2-7: Projected Touch-and-Go Operations... 40 Table 2-8: Projected Operations (Nighttime Versus Daytime Operations)... 41 Table 2-9: Projected Operations (VFR versus IFR)... 41 Table 2-10: Fuel Flowage Projections... 43 Table 2-11: Sanford Regional Airport Forecast Summary... 45 Table 3-1: Summary of Wetlands by Federal Classification and Federal Function... 49 Table 4-1: Population Trends... 52 Table 4-2: 2001 Southern York County Total Employment... 53 Table 4-3: Total Employment Trends... 53 Table 4-4: Total 65 DNL Noise Impacts Existing and Future... 63 Table 4-5: Commercial/Industrial Properties 2002 York County/Seacoast Region... 65 Table 4-6: Available Individual Commercial and Industrial Properties - August 2002... 67 Table 4-7: Permitted Uses within AD Zone... 71 Table 5-1: 1987 Master Plan Recommendations... 79 Table 5-2: Airport Design Criteria... 81 Table 5-3: FAA Runway Length Recommendations... 83 Table 5-4: Runway Load Bearing Capacity (Pounds)... 84 Master Plan Update Report - Draft as of 6-23-03 vi
List of Tables Table 5-5: PCI Index Legend... 85 Table 5-6: Required/Recommended Visual Aids... 90 Table 5-7: Runway 07-25 Visual Aids to be Upgraded or Established... 91 Table 5-8: Other FAA-Recommended/Required Airport Visual Aids... 92 Table 5-9: Part 77 Airspace Surfaces Sanford Regional Airport... 93 Table 5-10: Existing Landside Hangar/Tie-down Facilities... 96 Table 5-11: 2001 Existing Based Aircraft Storage Demand... 97 Table 5-12: Projected Landside Storage Facilities Based Aircraft... 97 Table 5-13: Modified Projected Landside Storage Facilities Based Aircraft... 98 Table 5-14: Projected Landside Storage Facilities Transient Aircraft Tie-down Parking... 99 Table 5-15: Existing Automobile Parking Facilities... 100 Table 5-16: Projected Automobile Parking Demand for Transient and Based Aircraft Operations... 102 Table 5-17: Total Projected Demand for Automobile Parking... 103 Table 6-1: Preferred Development - Sanford Regional Airport... 107 Table 6-2: Runway/Parallel Taxiway/MALSR Development Alternatives Wetland Impacts... 117 Table 6-3: Sanford Regional Airport - Primary Snow Removal Areas... 128 Table 7-1: Short-Term CIP Estimate... 135 Table 7-2: Long-Term CIP Estimate... 137 Table 7-3: Current Lease Revenues/Agreements as of 2002... 143 Table 7-4: Operating Revenue History... 146 Table 7-5: Operating Expense History... 147 Table 7-6: Rates and Charges Comparison... 148 Table 7-7: Restaurant Rates and Charges Comparison... 150 Table 7-8: Revenue and Expense Projections... 153 Master Plan Update Report - Draft as of 6-23-03 vii
List of Figures/Drawings Figure 1-1: Sanford Regional Airport Location...6 Figure 1-2: Sanford Regional Airport VOR Approach Runway 25... 21 Figure 1-3: Sanford Regional Airport ILS Approach Runway 07... 22 Figure 1-4: Sanford Regional Airport NDB Approach Runway 07... 23 Figure 1-5: Sanford Regional Airport VOR/GPS Approach Runway 07... 24 Figure 1-6: Victor Airways - Sanford Regional Airport... 27 Figure 3-1: Wetland Locations... 50 Figure 4-1: Sanford - Distribution of Employment by Major Industry... 54 Figure 4-2: Employment Change by Major Industry Sector (1993-2000)... 55 Figure 4-3: Distribution of Business Establishments (2000 Town of Sanford)...56 Figure 4-4: Establishment Change by Major Industry Sector (1995-2000)... 57 Figure 4-5: Unemployment Rate Trends (1990-2001)... 58 Figure 4-6: Sanford Regional Airport and Surrounding Region... 59 Figure 4-7: One-Mile Radius - Distribution of Land Area (in Acres)... 61 Figure 4-8: Two Mile Radius - Distribution of Land Area (In Acres)... 62 Figure 4-10: Airport Development Zone... 70 Figure 4-11: Residential Performance Zone... 76 Figure 4-9: Existing and Ultimate Noise Contours 65 DNL... 77 Figure 6-1: East Terminal Apron... 122 Figure 6-2: Nested T-Hangar Design... 124 Figure 6-3: Town Apron... 125 Drawing 1: Cover/Title Sheet... 158 Drawing 2: ALP (Existing Facilities)... 159 Drawing 3: ALP (Ultimate Facilities)... 160 Drawing 4: ALP Data Sheet... 161 Drawing 5: Runway 14-32 Plan and Profile... 162 Drawing 6: Runway 07-25 Plan and Profile... 163 Drawing 7: Land Use Plan (Zoning)/65 DNL Noise Contour... 164 Drawing 8: FAR Part 77 Airspace Surfaces... 165 Airport Property Map Exhibit A... 166 Master Plan Update Report - Draft as of 6-23-03 viii
Introduction Introduction 1.0 General The consultant, Hoyle, Tanner and Associates, Inc. (HTA), was awarded a contract from the town of Sanford to complete an update to the 1987 Airport Master Plan (AMP) for Sanford Regional Airport. The preparation of this document was financed jointly by the town of Sanford/Sanford Regional Airport, the Maine Department of Transportation Office of Passenger Transportation (MDOT-OPT), and the Federal Aviation Administration (FAA) under the provisions of the Airport Improvement Program (AIP). i This master planning effort took place between September 2002 and December 2003. The purpose of this AMP is to: 1. Provide a comprehensive update of the existing 1987 AMP; 2. Project future activity levels; 3. Clarify airport uses and requirements; 4. Identify future airport development options; 5. Identify future commercial and industrial land use options in close proximity to the airport; 6. Identify potential environmental impacts surrounding development on Runway 07-25; and 7. Develop a capital improvement plan (CIP) According to FAA Advisory Circular (AC) 150/5070-6A, Airport Master Plans, the goal of a master plan is to provide guidelines for future airport development, which will satisfy aviation demand in a financially feasible, environmentally responsible manner. ii In order to insure these results for Sanford Regional Airport the existing Sanford Airport Advisory Committee (AAC), town officials from the town of Sanford, members of the MDOT-OPT and the FAA, airport tenants/users, regional planning representatives, public citizens, and representatives of environmental concerns acted as a review group responsible for providing input and insight on issues that were addressed in the master planning process. The twenty-year plan for development of Sanford Regional Airport, determined during the airport master plan update process, is as follows: Airside Landside o Lengthen Runway 07-25 o Analyze Runway 07-25 s safety areas o Analyze runway width for Runway 07-25 o Reconstruct Runway 07-25 o Install a medium intensity approach lighting system with runway alignment indicator lights (MALSR) to Runway 07 o Construct a parallel taxiway to Runway 07-25 o Improve and include more aircraft parking o Improve pavement on Taxiway Charlie (C) and Delta (D) o Analyze the need for a helicopter landing pad and helicopter parking o o Construct additional small and corporate aircraft hangars Improve existing and create additional automobile parking facilities Master Plan Update Report - Final 1
Introduction o o o Install fencing to improve airport security and to control wildlife. Look into deer fences rather than just security fences. Create a security plan for the airport Modify terminal area to make the area more efficient: Easier access More space Additional transient aircraft parking Aircraft de-icing look into modifying the existing oil/water separator Purchase abutting airport properties to facilitate the terminal area development Maintenance and Operations o o o o Install an emergency generator to run the runway and taxiway lighting systems Complete an airport property survey Examine airport leases Identify a location for possible freight service Environmental Issues o o o o Complete a vegetation management plan for control of vegetative penetrations of the airport s airspace Coordinate with Kennebunk, Kennebunkport and Wells Water District to protect water quality while insuring future airport development Examine drainage issues on the airport, particularly near the maintenance facility Identify an area to relocate the historic Navy control tower Miscellaneous Master Plan Issues o o o o o o Update the Airport Exhibit A Identify future uses of all parcels of land Identify infield use along Taxiway C, west of Taxiway C Coordinate the Airport Master Plan Update with the town of Sanford s Comprehensive Plan Analyze the purchase of Gallo land on east side of the airport Analyze revenue and resource constraints The list above emphasizes both airside and landside development issues. The highest priorities overall were determined to be: 1) improvements to Runway 07-25 without providing a longer runway, which would improve safety area requirements, reconstruct the runway, install a MALSR approach lighting system, construct a parallel taxiway, and improve runway width; 2) improvements to airport leases/airport revenue generation; 3) improvements to existing facilities such as the terminal building, apron and automobile parking; 4) development plan for transient and based aircraft parking/facilities; and 5) development plan for private hangar construction/development. Master Plan Update Report - Final 2
Introduction 2.0 Airport Master Plan Update Report Summary This report consists of an eight chapter technical report and a package of nine drawings, which comprise the Airport Layout Plan (ALP) set. Chapter 1 is an inventory of Sanford Regional Airport, which is the collection of data pertinent to the airport and the area it serves. The inventory provides the reader with a snapshot of the airport and airport facilities as they appeared during the inventory visit, which took place in July 2002. The objective of the inventory is to provide background information for subsequent phases of analysis. Chapter 2 contains forecasts of future activity at the airport, which estimate moderate levels of growth by the same types of aircraft over the next twenty years. Chapter 3 provides a summary of the wetland delineation and functional assessment of wetlands within the vicinity of Runway 07-25. Chapter 4 provides an estimate of the economic and development potential of the property on and around Sanford Regional Airport based on analysis completed in July 2002. The study is designed to provide the town of Sanford with a better understanding of the development patterns on and around the airport so that they may better control the compatibility and the potential economic return of that development. Chapter 5 reviews the facilities at Sanford Regional Airport to determine if they can accommodate the projected planning activity levels. Chapter 6 provides alternatives for development. Chapter 7 presents a staging plan and a financial plan required to implement the development. The staging plan considers the demand-driven need for facilities, as well as the financial feasibility of construction. The financial plan evaluates the airport s resources and proposes revenue improvements. Finally, Chapter 8 includes reduced-size copies of the ALP drawing set. The ALP set includes the following drawings: Cover/Title Sheet 1 of 8 ALP (Existing Facilities) 2 of 8 ALP (Ultimate Facilities) 3 of 8 ALP Data Sheet 4 of 8 Runway 14-32 Plan and Profile 5 of 8 Runway 07-25 Plan and Profile 6 of 8 Land Use Plan (Zoning)/65 DNL Noise Contour 7 of 8 Federal Aviation Regulation (FAR) Part 77 Airspace Surfaces 8 of 8 Although not part of the ALP set, the Airport Property Map Exhibit A is included in this chapter. An Exhibit A is intended to depict the airport property boundary and the acquisition records for each property segment within the airport s boundaries. Land transfer records provided by the town of Sanford are the primary source of this information. Airport sponsors are required to prepare and maintain a current Exhibit A property map to identify the airport area to which all FAA regulations apply. Typically, one copy of the Exhibit A Property Map is to be submitted with the Application for Federal Assistance for all construction, building, and land projects. The primary facility development outlined in the plan is available for review in Drawing 3, Chapter 8 Airport Plans, of this master plan report. Master Plan Update Report - Final 3
Chapter 1 Inventory Chapter One: Inventory 1.0 General Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5070-6A, Airport Master Plans, outlines the necessary steps in the development of an Airport Master Plan (AMP). ii The initial step, inventory, is the collection of data pertinent to Sanford Regional Airport and the area it serves. The objective of the inventory task for the airport is to provide background information for subsequent phases of analysis. This data was obtained through an on-site investigation of the airport, an interview with the Director of Community and Economic Development, interviews with the two Fixed Base Operators (FBOs) and collection and analysis of previous reports and studies. The inventory is described in the following sections: Airport Setting and History Airside Facilities Landside Facilities Maintenance, Snow Removal and Fire Equipment Financial Baseline Legal Baseline Socioeconomic Data Throughout this chapter and, subsequently, throughout the entire report, reference will be made to locations of facilities on the east or west side of the airport. The east side of the airport is anything east of Runway 14-32 and the west side of the airport is anything west of Runway 14-32. For facility reference, a reduced 11 by 17 drawing of the existing airport facilities is available at the end of this report, Chapter 8 Airport Plans, Drawing 2 of 8. 2.0 Airport Setting and History This section provides a brief and general description of the town of Sanford and Sanford Regional Airport s location, access roadways, airport access, airport security, and history. Figure 1-1 outlines Sanford Regional Airport s location. 2.1 Location The town of Sanford, situated in southwestern Maine, is comprised of the town of Sanford and the village of Springvale. Both villages are located along the Mousam River. The town of Sanford serves as the employment, business, medical, and shopping center for residents of several surrounding communities, such as Acton, Shapleigh, and Alfred. Sanford is a growing residential community with a manufacturing and industrial base, along with retail and professional services. The manufacturing and industrial businesses operate out of the former Goodall Mills, located along the Mousam River, and industrial parks in South Sanford. Many of the community s retail and professional services are centered within the two villages as well as in the South Sanford area. Sanford s municipal services include the following departments: Code Enforcement Planning Personnel Fire Community Development Computer Information Systems Police Treasurer s Office Town Clerk/Tax Collector Emergency Management Public Works Assessing Department Master Plan Update Report - Final 4
Chapter 1 Inventory Sanford Regional Airport is the responsibility of the town of Sanford s Municipal Offices. The airport is a general aviation airport owned by the town of Sanford, serving York County and the South Coast Region of Maine. It is located on 1,115.29 acres in southwestern Maine, midway between the coast and the Maine/New Hampshire border, exactly in the center of New England. Commercial Air Service is approximately 30 miles north-northeast at Portland International Jetport in Portland, Maine; 25 miles south at Pease Airport in Portsmouth, New Hampshire; and 60 miles south-southwest at Manchester Airport in Manchester, New Hampshire. The airport is 4 miles southeast of the town of Sanford, situated along Maine State Route 109, approximately 8 miles from exit 2 off of U.S. Interstate Route 95, the Maine Turnpike, in Wells, Maine. At 245 feet above Mean Sea Level (MSL), the Airport Reference Point (ARP), or approximate geometric center of all useable Runway surfaces, is situated on latitude 43 23 37.900 N and longitude 070 42 28.801 W. iii Master Plan Update Report - Final 5
Chapter 1 Inventory Sanford Regional Airport Figure 1-1: Sanford Regional Airport Location Master Plan Update Report - Final 6
Chapter 1 Inventory 2.2 Access Roadways, Airport Access, and Airport Security Figure 1-1 shows the roadway system around the airport. There are two access points accessible from Maine State Route 109 and Airport Road. Primary access to the airport is on the east side of the airport via Airport Road, located off of Maine State Route 109. This entrance provides access to the east terminal apron/building, occupied by Sanford Air, an FBO, providing a variety of aviation services, an airport restaurant, based and transient aircraft tie-down areas, and hangars. Access to the west side is from Gatehouse Road, located off of Airport Road. This provides access to the west terminal apron/building, location of Presidential Aviation, an FBO providing a variety of aviation services. The west side also includes: based and transient aircraft tie-down areas and hangars, and other aviation and non-aviation related businesses located both on and off of airport owned property. The airport has security fencing that extends around approximately 2/3 of the airport from the approach end of Runway 25, west of Maine State Route 109; around the east terminal apron/building area, parallel to Runway 14-32; and around to the west side of the airport to the historic Navy control tower. The south and southeast sides of the airport are not fenced. The fenced area has ten gates, which allow vehicular access, and five gates, which allow for pedestrian access. There are two electric slide gates, located on the east side of the airport, near the east terminal building and fire station, that have key card access systems, which allows aircraft owners to access their hangar or tie-downs. 2.3 Airport History A majority of this airport history section was compiled from discussions with staff of the town of Sanford, iv from the official web site for the town of Sanford, v and from the 1976 AMP completed by Hoyle, Tanner and Associates, Inc. (HTA). vi In 1930, the Sanford Airport Corporation was formed and construction of a runway began. The former Lela H. Goodall Thornburg, after whom the field was originally named, owned the land upon which the airport was being constructed. In 1931, the initial attempt to commercialize the field failed, but the then president of Goodall Worsted Company became interested in the airport and founded Sanford Airways. The airport was leased to the town of Sanford in 1933 and improvements were made through the Works Progress Administration (WPA). The improvements included the extension of the three runways that then existed: one to 3,000 feet, and two to 2,000 feet. The airport was given to the Town in 1940 and additional improvements were made, again through the WPA and in conjunction with the Civil Aeronautics Authority (CAA). The improvements resulted in three paved and lighted runways, each 3,000 feet long. The Navy leased the airport from the Town shortly after the beginning of World War II, in October 1942. The Navy extended two runways, 01-19 and 08-26, to 6,000 feet each, and the third runway, 14-32, to 5,000 feet. The Navy also constructed a cantonment west of Runway 01-19, including a large aircraft hangar. The airport was commissioned as Naval Air Facility Sanford on April 15, 1943 and was used primarily as a carrier landing practice site. After 1953, the large aircraft hangar constructed by the Navy was sold to the York Corporation and most of the other Navy buildings were destroyed. The airport was reacquired by the town of Sanford from the United States, acting by and through the War Assets Administration by a Quitclaim Deed, dated July 15, 1948. The airport was administered, until 1953, by an Airport Commission created by the State Legislature and has been administered since by the Sanford Board of Selectmen and a part-time Airport Manager. There is a seven member Airport Advisory Committee made up of airport tenants and local citizens. Master Plan Update Report - Final 7
Chapter 1 Inventory In 1961, the threshold for Runway 14 was displaced 895 feet due to obstructions located within the approach. Runway 01-19 was abandoned in May of 1965 because it was not being used. Runway 08-26 was renamed Runway 07-25 in 1974 due to normal movement of the earth s magnetic north deviation. Currently, two active runways serve Sanford Regional Airport, Runway 07-25 and Runway 14-32. Runway 07-25 is 6,000 feet in length by 150 feet wide, while Runway 14-32 is 5,000 feet in length, with an 895-foot displaced threshold, at the Runway 14 end, and 100 feet wide. Following initial development of Sanford Regional Airport (1930), and after the Town was initially given ownership of the Airport in 1940 many federally funded capital improvement projects were undertaken. These projects were initiated and funded under the following: Works Progress Administration in conjunction with the Civil Aeronautics Authority; the Federal Aid to Airports Program (FAAP); the Airport Development Aid Program (ADAP); and the Airport Improvement Program (AIP), which is its current major funding source (see Section 6.0 - Financial Baseline of this chapter for further information). Currently, projects that are determined to be eligible receive 90 percent funding from the FAA. i The Maine Department of Transportation Office of Passenger Transportation (MDOT-OPT) provides 90, 80, or 50 percent of the non-federal share depending on the project and funding availability or 5 percent of the total cost of federally eligible projects. vii Currently, the town of Sanford (as the airport sponsor) funds the remaining 5 percent local matching share of capital projects under the AIP Program. Projects ineligible for federal funding must either be funded by the state, the Town (the airport) or by private entities, such as airport businesses or private developers. Table 1-1 depicts the historical development that occurred since the 1976 AMP at Sanford Regional Airport. It also includes project funding data received from local, state, and federal funding sources, if that data was available. Master Plan Update Report - Final 8
Chapter 1 Inventory Table 1-1: Development at the Sanford Regional Airport: 1976 to Present Date Description of Development 1 Funding Source 2 Remarks 3 1976 High intensity runway lighting (HIRL) Runway 07-25 FAA 90 Town 5 MDOT-OPT - 5 ADAP #7-23-0044-02 1978 FAA 90 Land acquisition (8.8 acres) and avigation easement (1.51 acres) Town 5 Runway 25 approach. Book 2354 and Page 104 1 MDOT-OPT - 5 ADAP #7-23-0044-03 1982 1984 Land acquisition (6.7 acres) and avigation easement (4.3 acres) Runway 25 approach. Book 3070 and Page 120 1 - Construct 200-foot safety area Runway 32 - Install airport rotating beacon with new wiring - Airport drainage upgrade - Install airport security fencing - Clear obstructions and establish a 7:1 transition slope on 157 acres for Runway 07-25 and Runway 32 4 1985 Rehabilitate 100-foot wide and 6,000-foot length of Runway 07-25 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 1985 Construct 10-space nested t-hangar: Sea Coast I Private - 100 1985 Construct taxilane access to 10-space t-hangar Private - 100 1985 Construct 10-space nested t-hangar: Sea Coast II Private - 100 1985 Construct taxilane access to 10-space t-hangar Private - 100 1986 Conduct airport master plan update FAA 90 Town 5 MDOT-OPT - 5 1989 Expand automobile parking area by the east terminal building Town 100 FAA 90 - Improve airport drainage 1990 Town 5 - Remove obstructions MDOT-OPT - 5 1986 to 1991 - Improve airport drainage - Install navigational aids PAPI s for both Runway 14 and 32. - Remove obstructions Runway 07-25 - Improve runway safety area Runway 07 - Install 4,500 feet of airport security fence 1992 Conduct airport master plan update 1992 to 1993 1993 1994 1994 1994 1995 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 Install an Automated Weather Observing System (AWOS) II Town 100 Refurbish taxilanes at Sea Coast I and II hangars and individual hangars Improve abandoned Runway 01-19 and reconstruct as 50-foot wide Taxiway C - Reconstruct runway Runway 14-32 - Install guidance signs Runway 14-32 and Taxiway C - Install medium intensity runway lighting (MIRL) Runway 14-32 - Improve runway safety area Runway 25 and 32 - Install runway vertical/visual guidance system - Runway 07 (ILS) - Reconstruct runway Runway 14-32 - Improve runway safety area Runway 25 and 32 - Reconstruct runway Runway 14-32 - Construct taxiway Phase I Taxiway E south side - Improve runway safety area Runway 25 and 32 - Construct wetland mitigation pond Town 100 Town 20 MDOT-OPT - 80 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 AIP #3-23-0044-01 AIP #3-23-0044-02 AIP #3-23-0044-03 AIP #3-23-0044-04 AIP #3-23-0044-05 AIP #3-23-0044-07 AIP #3-23-0044-08 SAIP11.4038 (11) AIP #3-23-0044-09 SAIP11.4038-09 (12) AIP #3-23-0044-10 SAIP11.4038-09 (12) SAIP11.6038-10 (13) AIP #3-23-0044-11 SAIP11.6038-10 (13) Master Plan Update Report - Final 9
Chapter 1 Inventory 1996 1997 1997 - Install airport guidance signs Taxiway E, Phase I and II - Continue taxiway construction - Phase I Taxiway E Land acquisition: Purchase of Aerofab Apron (0.63 acres) Book 1572 and Page 248 1 - Install/improve airport drainage to the east of Runway 07-25 - Construct taxiway Phase II Taxiway E north side FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 MDOT-OPT - 5 1997 Construct new service road approach end of Runway 14 Town 100 1998 Service road improvements east side of Runway 07-25 Town 100 1998 Runway 07-25: 1-inch overlay on runway edges (25 feet either side) Town 10 MDOT-OPT - 90 1998 2000 - Install oil water separator at fueling area east terminal apron - Install oil water separator at fueling area west terminal apron Land acquisition: Purchase Aerofab building and property (Map - R18, Block 0032, Lot 0000). Book 10206 and Page 191 1 2000 Overlay west apron and Taxiway D 2000 Purchase pick-up with plow and radio equipment 2002 Conduct airport master plan update 2002 Purchase snow blower Source: Town 100 Building: Town 100 5 Property: FAA 90 Town 5 MDOT-OPT - 5 Town 20 MDOT-OPT - 80 Town 20 MDOT-OPT - 80 FAA 90 Town 5 MDOT-OPT - 5 FAA 90 Town 5 AIP #3-23-0044-12 AIP #3-23-0044-13 AIP #3-23-0044-14 SAIP11.8038-20 R SAIP11.7038-24 AIP #3-23-0044-15 AIP #3-23-0044-16 SAIP11.1038-27 MDOT-OPT - 5 Sanford Regional Airport, the Maine Department of Transportation Office of Passenger Transportation, and FAA New England Region Notes: 1. Book and page numbers given in the description of development pertain to the numbers recognized through the town of Sanford s Assessor s Office as of July 23, 2002. The actual location of the lot is available graphically in Chapter 8 Airport Plans 2. Numbers indicate percentage of funding share from the following organizations: Federal Aviation Administration (FAA), Town (town of Sanford), Maine Department of Transportation Office of Passenger Transportation (MDOT-OPT), and private funding sources. 3. The project number for funding received federally through the airport development aid program (ADAP), the airport improvement program (AIP), the state, or locally through the town of Sanford. Not all project numbers were available and, therefore, those cells were left blank. 4. Obstruction removal for the 7:1 transition slope pertains to imaginary surfaces that must be cleared and free of obstructions according to Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace. The imaginary surfaces are graphically depicted in Chapter 8 Airport Plans 5. The percentage of funding for the purchase of the Aerofab building was done so with 100 percent town funds. However, the property was purchased with matching funds received from the FAA, State and the Town as indicated above within the table. According to discussions with airport personnel, the most significant development that occurred since the 1976 AMP at Sanford Regional Airport was the rehabilitation of Runway 07-25 in 1985, reconstruction of Runway 14-32 in 1994/1995, and construction of Runway 14-32 s parallel taxiway, Taxiway Echo (E), in 1995/1996/1997. iv Master Plan Update Report - Final 10
Chapter 1 Inventory 2.4 History of Aviation Service Air Carrier Service There are no detailed records of the type and level of activity at Sanford prior to 1961; however, it is known that the Goodall Worsted Company of Sanford operated Sanford Airways for a short time in 1931. Since then, there have been no air carrier operations at Sanford Regional Airport. Other Air Activity By 1939 two flying clubs were using the field. Currently, there are no flying clubs at the airport. The Sanford Civil Air Patrol was active at the field in the 1940 s. During World War II the Navy operated the field and one of the primary activities occurring there was simulated aircraft carrier landings by Corsair fighter planes until July 15, 1948. FBO Activity In 1964, Victor Aviation, Inc. established operations at the airport and provided various aircraft services, maintenance, and flight instruction until 1983. Victor Aviation operated from large hangars, owned and leased by the Town, located on the east terminal apron, between Runway 14-32 and Airport Road. New England Aviation also operated at the airport and provided various aircraft services between 1980 and 1983. Currently, Presidential Aviation and Sanford Air provide FBO services at Sanford Regional Airport. In 1983 Sanford Air began providing FBO services at Sanford Regional Airport and sometime in the late 1980 s (approximately 1987) Presidential Aviation also began providing FBO services. Both FBO s currently offer a variety of services such as: Aviation fuel (Jet A/100LL) Aircraft interiors Internet access Aircraft parking (apron or tiedown) Aircraft parts Restrooms Hangars Aircraft sales/leasing/brokerage Showers Passenger terminal and lounge Catering Restaurant Flight school/flight training Pilot supplies Public telephone Aircraft rental Rental cars Helicopter maintenance Aerial tours/aerial sightseeing Courtesy transportation Aircraft maintenance Courtesy cars (free for pilots to use Oxygen service in the local area) Aircraft modifications Pilots lounge/snooze room Other Aviation Services According to discussions with airport personnel, there are no other aviation businesses providing aviation services on the airport; however, there is a manufacturing company, ManAero, which is a tooling manufacturer. They also own Aerofab, Inc., which is a precision sheet metal and machining company specializing in aircraft and non-airframe parts manufacturing. Currently, the company manufactures the Lake Amphibian at the airport then ships the aircraft to the marketing offices of Lake Aircraft, Inc. in Gilford, New Hampshire and Kissimmee, Florida. 1 1 As of June 9, 2003, after completion of this chapter, Aerofab is no longer located at Sanford Regional Airport. Master Plan Update Report - Final 11
Chapter 1 Inventory 3.0 Airside Facilities This section describes the airport s existing airport facilities in terms of location, configuration, size and use characteristics. 3.1 Runways and Taxiways Currently, two active runways serve Sanford Regional Airport, Runway 07-25 and Runway 14-32. Runway 07-25 is 6,000 feet in length by 150 feet wide, while Runway 14-32 is 5,000 feet in length by 100 feet wide, with no shoulders and an 895-foot displaced threshold on the north (Runway 14) end. The center 100-foot section of pavement on Runway 07-25 was rehabilitated (full length) in 1985, and is in good condition with some cracking and weed/grass growth within the cracked pavement. Crack sealing is completed as needed. A one-inch overlay on the edges of the runway (25-feet, either side) was completed in 1998. The shoulders are in good to excellent condition. The pavement on Runway 14-32 was reconstructed in 1994/1995, 100 feet wide by 5,000 feet in length, and is in excellent condition. Table 1-2 provides a summary of runway data for Sanford Regional Airport. Master Plan Update Report - Final 12
Chapter 1 Inventory Table 1-2: Runway Data Runway 07 Runway 25 Runway 14 Runway 32 Length (feet) 6,000 5,000 with a 895-foot displaced threshold on Runway 14 Width (feet) 150 100 Traffic pattern Left Left Left Left Runway heading 075 magnetic, 255 magnetic, 136 magnetic, 316 magnetic 058 true 238 true 119 true 299 true Latitude/ Longitude 43-23-12.846N 43-23-43.921N 43-24-01.2351N 43-23-37.366N 070-43-09.249W 070-42-00.061W 070-42-51.503W 070-41-51.227W Threshold Elevation (feet) 238.32 232.52 244.53 231.23 Surface Material and Condition Asphalt in very good condition Asphalt in excellent condition Weight Limitations (pounds) 1 SWL 50,000 DW 82,000 DW 72,000 Runway Markings Precision Non-precision Basic Basic Distance remaining Holding position Holding position Runway Signs Location Location Direction Direction Approach Lights 2 None ODALS Omni-directional approach lighting Runway Edge Lighting High Intensity Runway Lights (HIRL) Medium Intensity Runway Lights (MIRL) None None Other Navigational and Visual Aids 3 4-light PAPI on left Supplemental, unlit, windsock on left Middle marker on airport property Outer marker off of airport property 4-box VASI on left Supplemental, unlit, windsock on left 4-light PAPI on left Segmented circle with lighted wind sock on right 4-light PAPI on left Supplemental, unlit, windsock on left Airport Rotating Beacon and Automated Weather Observing System (AWOS) Runway End Identifier Lights (REILs) Yes No No No Instrument Approach ILS, VOR, GPS, NDB, VOR/DME 4 VOR 4 None None Sources: FAA Form 5010, Airport Master Record viii and 1987 Airport Master Plan ix and www.airnav.com/airport/ksfm x Notes: 1. Runway weight data is a realistic estimate of the airport s pavement strength at an average level of airport activity. The acronyms pertain to the landing gear type of an aircraft and are as follows: SWL = single wheel and DW = dual wheel 2. An ODAL is a type of approach lighting system (ALS) that provides pilots with a basic means to transition from instrument flight to visual flight for landing at an airport. An ALS enhances instrument approach procedures and aids pilots in locating the approach end of a runway xi 3. A visual approach slope indicator (VASI) and a precision approach path indicator (PAPI) are similar lighting aids that provide visual approach slope guidance to the runway touch down area; however, VASI s are no longer maintainable because parts are no longer manufactured xii 4. The instrument approaches listed are as follows: An ILS is an instrument landing system; a VOR is a very high frequency (VHF) omni-directional range; a GPS is a global positioning system; an NDB is a non-directional beacon; and a VOR/DME is a very high frequency (VHF) omni-directional range with distance measuring equipment xiii Master Plan Update Report - Final 13
Chapter 1 Inventory Sanford Regional Airport has five taxiways, one access taxiway, at the approach end of Runway 32 (or stub taxiway) and two taxilanes. They are as follows: Taxiways Alpha (A) and Bravo (B) connect Runway 14-32 to the east terminal apron at the approach end of Runway 14. Both Taxiways A and B are 50 feet wide by approximately 525 feet in length and run in an east west direction. The surface material is asphalt, which is in good condition, with medium intensity taxiway lights (MITLs). Taxiway Charlie (C) is 50 feet wide by approximately 3,800 feet in length and runs in a northsouth direction connecting to Runway 14-32 at the approach end of Runway 14, and Runway 07-25, 1,950 feet from Runway 07 s threshold. The surface material is asphalt, which is in excellent condition with no taxiway lights. A 1½-inch overlay of this pavement (50 feet by 3,800 feet) was completed in 1994. This taxiway was originally Runway 01-19, abandoned in May of 1965, so the pavement is actually 150 feet wide; however, only 50 feet were needed for the taxiway. The remaining 100 feet of pavement, which is now considered a taxiway shoulder, is in poor condition and deteriorating rapidly. Taxiway Delta (D) is 50 feet wide by approximately 1,072 feet in length and runs in an eastwest direction connecting to Runway 14-32 on it s east end, and Taxiway C and the west terminal apron on it s west end. The surface material is asphalt, which is in excellent condition with no taxiway lights. An overlay (50 feet wide by 750 feet in length) of this pavement was completed in 2000. Taxiway Echo (E), which runs parallel to Runway 14-32, is 40 feet wide by approximately 5,000 feet in length, and runs in a northwest-southeast direction. This taxiway intersects Taxiways A and B, near the approach end of Runway 14. There is one access taxiway, or stub taxiway, located at the approach end of Runway 32. The surface material is asphalt, which is in excellent condition, with MITLs. Taxilanes 1 and 2 both connect Taxiway A to the east terminal apron s privately owned hangars. Taxilane 1 is 50 feet wide by approximately 390 feet in length. Taxilane 2 is 50 feet wide by approximately 195 feet in length. The surface material is asphalt, which is in good condition, with no taxiway lights. There is no parallel taxiway, or access taxiway, to enter the approach end of Runway 07. Pilots must back-taxi approximately 1,950 feet on the runway, from Taxiway C, to get to the approach end of Runway 07 for takeoff. As indicated above, Taxiways C and D do not have MITLs; however, a project to install these lights has been scheduled for federal fiscal year 2009. Table 1-3 provides a summary of taxiway data for Sanford Regional Airport. Master Plan Update Report - Final 14
Chapter 1 Inventory Table 1-3: Taxiway Data Taxiway A Taxiway B Taxiway C Taxiway D Taxiway E Taxilane 1 Taxilane 2 Dimensions (feet) Length 525 525 3,800 1,072 5,000 390 195 Width 50 50 50 50 40 50 50 Surface Material Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Asphalt Condition Good Good Excellent Excellent Excellent Good Good Marking Centerline Centerline Centerline Edge Centerline Centerline Centerline Centerline Taxiway Signs Runway holding position Location Direction None None Lighting 1 MITL MITL None None MITL 1 None None Note: 1. MITL are medium intensity taxiway lights. The lights on Taxiway E are the only taxiway lights that can be activated through the Common Traffic Advisory Frequency (CTAF) on 122.8 by pilot controlled lighting 3.2 Run-up/Holding Bays, Aprons and Aircraft Tie-Down Areas There are no run-up/holding bays located at Sanford Regional Airport. Sanford Regional Airport has three asphalt aircraft aprons. The aprons are known as the town apron in front of the hangar currently being leased by Modern Continental, the west terminal apron, and the east terminal apron. Modern Continental is currently leasing the town apron, located in front of the 55,650 square foot hangar they are using to precast concrete forms for the city of Boston s Central Artery construction project. They are using this apron for non-aviation related storage. This apron is located on the west side of the airport, parallel to Taxiway C and is approximately 162,870 square feet. The asphalt in this area is in poor condition. 2 The west terminal apron is approximately 77,875 square feet and is located on the west side of the airport, parallel to Taxiway C, with nine available transient aircraft spaces for aircraft tie-down parking. This asphalt apron was rehabilitated in 2000 and is in excellent condition. Presidential Aviation handles tie-down parking on the west terminal apron. The east terminal apron is located on the east side of the airport and is split into two areas. The first area is located parallel to Runway 14-32, between Taxiways A and B, with 13 available transient aircraft spaces for aircraft tie-down parking with additional unmarked space available for transient corporate jet parking. The asphalt in this area is in poor condition with some asphalt cracking and weed/grass growth. This apron is approximately 99,000 square feet. The second area is located further to the east, between the existing t-hangars, with 16 available based aircraft spaces for aircraft tie-down parking. The asphalt in this area is also in poor condition with some asphalt cracking and weed/grass growth. This apron is approximately 70,000 square feet. Sanford Air handles tie-down parking on the east terminal apron. Table 1-4 provides a summary of aprons and aircraft tie-down data for Sanford Regional Airport. 2 As of June 9, 2003, after completion of this chapter, Modern Continental is no longer leasing the Town apron at Sanford Regional Airport. Master Plan Update Report - Final 15
Chapter 1 Inventory Table 1-4: Sanford Regional Airport Aprons/Aircraft Tie-down Areas Apron/Location Size (square feet) Surface Material Condition Aircraft Tie-down Capacity Town Apron 162,870 Asphalt Poor None West Terminal Apron 9 transient tie-downs 77,875 Asphalt Excellent (west side of airport) 5 based tie-downs 1 East Terminal Apron 99,000 and 13 transient tie-downs Asphalt Poor (east side of airport) 70,000 16 based tie-downs Total Capacity for Transient Aircraft 22 Total Capacity for Based Aircraft 21 Source: The town of Sanford 1987 AMP ix Note: 1. The five based tie-downs listed on the west side of the airport are located off of airport property on Presidential Aviation s privately owned apron; however, all based aircraft, either on or off of airport property, will be counted as aircraft based at Sanford Regional Airport and those numbers will be used in subsequent analysis of the airport s facility needs. Although the airport does not have permanent turf aprons, they do use three turf areas for overflow aircraft parking when needed, such as during special events or when corporate jet activity utilizes all available apron space (see Chapter 2 Aviation Forecasts for further information). There are two turf areas used for overflow aircraft parking located on the west side of the airport, adjacent to the west terminal apron: one is located west of the existing transient tie-downs, and the other is located east of Taxiway C, between the approach end of Runway 14 and Taxiway D. There is one turf area used for overflow aircraft parking located on the east side of the airport, between Taxiways A and B, parallel, and between, the existing transient tie-downs and Taxiway E. 3.3 Hangars This section includes an overview of the aircraft storage hangars located at Sanford Regional Airport. Other buildings located at the airport are outlined in Section 4.0 Landside Facilities of this chapter. Currently, there are 46 hangars located on and off of airport property at Sanford Regional Airport. Thirty-nine of those hangars are privately owned hangars leasing land on airport property; two are privately owned hangars located off of airport property. One has through-the-fence access to Sanford Regional Airport, the other, owned by Modern Continental, does not; and five hangars are owned by the Airport and leased by the Town to airport tenants. Table 1-5 lists the aircraft storage hangars located at Sanford Regional Airport, which include a mix of aviation and non-aviation uses. Master Plan Update Report - Final 16
Chapter 1 Inventory Hangar Number 1 Map/Block/Lot Number Table 1-5: Aircraft Storage Hangars at Sanford Regional Airport as of 2002 Hangar Type Owner/Lessee Size (square feet) Material/Condition Actual Based Aircraft Capacity/Type 1 R18A/0101/0000 T-hangar Goeffrey Clark 1,645 Metal/Excellent 1 2 R18A/0102/0000 T-hangar Putnam P. Breed 1,092 Metal/Excellent 1 3 R18A/0103/0000 T-hangar Donald E. and Eny M. Martel 1,092 Metal/Excellent 1 4 R18A/0104/0000 T-hangar Leroy E. and Vivian D. Bandzul 1,092 Metal/Excellent 1 5 R18A/0105/0000 T-hangar Calvin J. Reynolds 1,092 Metal/Excellent 1 6 R18A/0106/0000 T-hangar Frank Totman Jr. 1,092 Metal/Excellent 1 7 R18A/0107/0000 T-hangar Bentley W. Warren III 1,092 Metal/Excellent 1 8 R18A/0108/0000 T-hangar Stephen R. Pearce 1,092 Metal/Excellent 1 9 R18A/0109/0000 T-hangar Kenneth Anderson 1,092 Metal/Excellent 1 10 R18A/0110/0000 T-hangar David Hamel 1,645 Metal/Excellent 1 11 R18A/0201/0000 T-hangar Paul Downey 1,092 Metal/Excellent 1 12 R18A/0202/0000 T-hangar Norwood and Judith Nelson 1,092 Metal/Excellent 1 13 R18A/0203/0000 T-hangar George S. Chaudoin Trust 1,092 Metal/Excellent 1 14 R18A/0204/0000 T-hangar Marc R. Brunelle 1,092 Metal/Excellent 1 15 R18A/0205/0000 T-hangar Charles B. and Sandra D. Smith 1,631 Metal/Excellent 1 16 R18A/0206/0000 T-hangar David and Barbara Hancock 1,631 Metal/Excellent None 17 R18A/0207/0000 T-hangar Sanford Air, Inc. 1,092 Metal/Excellent 1 18 R18A/0208/0000 T-hangar Raymond E. and Lois E. Sikoski 1,092 Metal/Excellent 1 19 R18A/0209/0000 T-hangar Joe M. Hunt 1,092 Metal/Excellent 1 20 R18A/0210/0000 T-hangar John Gary 1,092 Metal/Excellent 1 21 R18A/16/0002 T-hangar Denis F. and Nancy Y. Rafferty 1,575 3 Metal/Wood/Fair 1 22 R18A/16/0007 T-hangar Daniel A. Dubois 1,575 3 Metal/Wood/Fair 1 23 R18A/16/0001 T-hangar Stuart Giles 1,575 3 Wood/Poor 1 24 R18A/16/0003 T-hangar Stuart Giles 2,100 3 Wood/Poor 1 25 R18A/16/0006 T-hangar Joseph Marquis 2,275 3 Wood/Poor 1 26 R18A/16/0008 Conventional Carl A. Beatrice 3,000 3 Metal/Excellent 1 28 R18A/16/0011 Conventional Donald Martel/Sanford Air, Inc. 3,000 3 Metal/Excellent 1 29 R18A/16/0009 T-hangar Stuart Giles 2,100 3 Wood/Fair 1 30 R18A/16/0005 T-hangar Bernard C. Golder 1,575 3 Wood/Fair 1 31 R18A/16/0004 T-hangar William W. Harmon 2,450 3 Wood/Poor 1 32 R18A/0313/0000 Conventional Sanford Air, Inc. 2,700 3 Metal/Excellent 1 33 R18A/0312/0000 Conventional James Murray Inc. 5,750 Metal/Excellent 1 34 R18A/0311/0000 Conventional John Spottiswoode 2,016 Metal/Excellent 1 35 R18A/0310/0000 Conventional Georgia T. Kostis 3,250 Metal/Excellent 1 36 R18A/0309/0000 Conventional John Nelson Jr. 3,250 Metal/Excellent 1 37 R18A/0308/0000 Conventional Kathryn Saunders 3,250 Metal/Excellent 1 38 R18A/0307/0000 Conventional David Trucksess 3,250 Metal/Excellent 1 39 R18A/0306/0000 Conventional Fred Fournier 3,250 Metal/Excellent 1 40 R18A/0314/0000 Conventional Kathleen Harmon 4,900 Metal/Excellent 1-4 R18A/16A/0000 Conventional Presidential Aviation 6 13,650 Metal/Good 1-4 R18A/0004/0000 Conventional Town of Sanford/Air-Tech Inc. 6,000 Metal/Good 1-4 R18A/0004/0002 Conventional Town of Sanford/Lessee Name 8,800 Metal/Good None 2-4 R18A/0001/0000 Conventional Modern Continental Precast Co. 7 55,650 Metal/Good None 2-4 R18/0032/0000 Conventional Town of Sanford/Aerofab, Inc. 11,000 Wood/Good 1-4 R18/0032D/0000 Conventional Town of Sanford/ Sanford Air, Inc. 3,600 Metal/Good 1-2 5-4 R18/0032D/0000 Conventional Town of Sanford/ Sanford Air, Inc. 3,000 Metal/Good 2-3 5 46 Total Hangars Total Based Aircraft Storage Capacity 46 Notes: 1. Sea Coast I condominium hangar: hangar numbers 1 through 10; and Sea Coast II condominium hangar: hangar numbers 11 through 20. Also, hangar number/building number 27 is not listed because it is actually the airport s maintenance facility equipped with garage doors rather than hangar doors 2. Non-aviation use facility 3. Total square footage includes both the hangar and the lot surrounding the hangar 4. Numbers for these hangars have not been established 5. Hangar not always used for based aircraft, hangar leased by Sanford Air from the town of Sanford and used for transient aircraft and for aircraft maintenance 6. Privately owned hangar located off of airport property with through-the-fence access to Sanford Regional Airport 7. Privately owned hangar located off of airport property with through-the-fence access to Sanford Regional Airport Master Plan Update Report - Final 17
Chapter 1 Inventory 3.4 Fuel Facilities Sanford Regional Airport has the storage capacity of 52,000-gallons of fuel, 22,000-gallons of Jet-A and 30,000-gallons of 100 LL Avgas, which is stored within two fuel farm facilities. One facility is located on the east terminal apron and is operated by Sanford Air, and the other is located on the west terminal apron and operated by Presidential Aviation. Both fuel farms provide Jet-A and 100 LL Avgas fuel. Sanford Air has two underground fuel tanks: one 10,000-gallon Jet-A tank, and one 10,000-gallon 100 LL Avgas tank. All were installed in 1990. Presidential Aviation has one underground 20,000-gallon 100 LL Avgas tank, which was installed in the 1980 s. According to the Department of Environmental Protection this tank is due for replacement in 2010, which is when the 30-year manufactures warrantee expires. xiv They also have one 12,000-gallon aboveground Jet-A tank, which was installed in 1998. Table 1-6 illustrates the fuel flowage at the airport, which is expressed as the gallons of fuel purchased by the FBOs for years 2001, 2002, and 2003. Records prior to 2001 are incomplete. Table 1-6: Fuel Flowage FBO Jet A Yearly Total 100 LL Yearly Total Year (gallons) (gallons) Presidential Aviation 64,000 32,000 2001 69,043 39,502 2002/2003 1 Sanford Air 51,459 47,860 2002/2003 1 & 2 Average 61,501 39,787 Notes: 1. Fuel records pertain to fuel purchased between March 1, 2002 through March 3, 2003 2. Fuel records for Sanford Air were available for 2002/2003, records prior to that were unavailable 3.5 Wind In previous studies, Sanford Regional Airport has used current and historical wind data compiled by the National Oceanic and Atmospheric Administration (NOAA) for Portland Maine and Wind, Ceiling, Visibility Data at Selected Airports Volume 1 New England Region, completed by the FAA, to develop and determine their runway wind coverage values and ultimately to develop the wind rose. Typically, NOAA and the FAA will use the wind data from on-site airport weather stations or from nearby airports/weather stations to compile their data. For the purposes of this master planning effort, and because we are not anticipating changing the runway orientation, the aforementioned historical wind data was used in this master plan update. The historic wind data is available from the 1997 ALP and includes: all weather wind observations, which include both visual flight rule (VFR) and instrument flight rule (IFR) conditions, and IFR weather wind observations, and are depicted in Chapter 8 Airport Plans. xv According to AC 150/5300-13, Airport Design, runway orientation and usage is based on wind coverage and minimum crosswind components. The desirable wind coverage for an airport runway is 95 percent coverage on the basis of the crosswind not exceeding 16 knots for Airport Reference Codes (ARC) A-III, B-III and C-I through D-III. xvi Sanford Regional Airport has an ARC of D-II according to the 1997 ALP Update (see Chapter 2 Aviation Forecasts of this master plan for further information). xv The data collected for the 1997 ALP Update was based on a crosswind component not to exceed 10.5 and 13 knots. Although AC 150/5300-13, Airport Design, requires a higher crosswind component (16 knots), for Sanford Regional Airport, the data provided illustrates that the combined runways at Sanford Master Plan Update Report - Final 18
Chapter 1 Inventory Regional Airport meet the desirable wind coverage; however, neither runway alone provides 95 percent all weather wind coverage and Runway 14-32 does not meet the IFR wind coverage. The combined runway, year round, all weather wind coverage for a 13 knot crosswind is 99.26 percent, and the combined runway, year round, IFR weather wind coverage is 96.60 percent. Table 1-7 summarizes Sanford Regional Airport s wind coverage. Table 1-7: Wind Data Summary Weather Crosswind Runways Runway 07-25 Runway 14-32 Component 07-25 & 14-32 All Weather 13 knots 77.64 69.83 99.26 IFR 13 knots 92.70 88.00 96.60 3.6 Visual and Navigational Aids Navigational aids (NAVAIDs) include any visual or electronic devices, either airborne or on the ground that provide point-to-point guidance information or position data to aircraft. Sanford Regional Airport provides guidance with the following systems: 1. High intensity runway edge lights (HIRL) on Runway 07-25 that are in good condition; however, they were installed in 1974 with the electrical wiring directly buried in the ground rather than encased in conduit; 2. Medium intensity runway edge lights (MIRL) on Runway 14-32 that are in excellent condition, which were installed in 1994; 3. A visual approach slope indicator (VASI) located at the approach end of Runway 25 that is in good condition but is no longer maintainable because parts are no longer manufactured; 4. Precision approach path indicators (PAPIs) located at the approach ends of Runways 07, 14 and 32 that are in good condition. 5. Runway end identifier lights (REILs) located at the approach end of Runway 07 that are in good condition; 6. An omni-directional approach lighting system (ODALS) at the approach end of Runway 25 that is in excellent condition. The lights are located on airport property, but across from Maine State Route 109, and are individually surrounded by a 7-foot fence with barbed wire. The fence is in good condition; 7. An airport rotating beacon is located on the west side of the airport, west of Gatehouse Road, off of airport property. The airport has permanent rights from the original deed with the Navy to maintain the beacon and its power source. The beacon was installed in 1984 and is in good condition; 8. Two unlit windsocks located at the approach ends of Runway 07 and jointly at the approach end of Runway 25/32. Both are in good condition; 9. One segmented circle and associated lighted windsock located at the approach end of Runway 14, which is in good condition; 10. Instrument Approaches (see Figures 1-2 through 1-5 for approach minimums): a. A very high frequency (VHF) omni-directional range (VOR) approach to Runway 25 using the Kennebunk VORTAC, located approximately 4.2 miles southeast from the end of the runway; b. An instrument landing system (ILS) approach; a non-directional radio beacon (NDB) approach; and a global positioning system (GPS) approach or VOR approach, using the Kennebunk and Pease VORTAC; Master Plan Update Report - Final 19
Chapter 1 Inventory 11. ILS marker beacons: outer marker (OM) and middle marker (MM). The outer marker is located off of airport property, approximately 5.9 nautical miles, or 35,849 feet, from the approach end of Runway 07. The middle marker is located approximately 0.4 nautical miles, or 2,430 feet, from the approach end of Runway 07. Both are in good condition; 12. Precision instrument runway paint markings for Runway 07, which include: runway end identification numbers, centerline marking, threshold markings, aiming point markings, touchdown zone markings and side stripes that are in fair to good condition, but are starting to yellow and appear dull on the light colored pavement. The centerlines were painted in 2001, while the side stripes were painted in August of 2002; 13. Non-precision instrument runway paint markings for an approach to Runway 25, which include runway end identification numbers, centerline marking, threshold markings, aiming point markings and side stripes that are in fair to good condition, but are starting to yellow and appear dull on the light colored pavement; 14. Basic runway paint markings for an approach to both Runway 14 and 32, which include runway end identification numbers, centerline marking, and displaced threshold markings, at the Runway 14 approach, that are in excellent condition. The markings were repainted in August of 2002; 15. Runway signs are lit and include: holding position, location, and directional signs for Runways 07, 25, 14 and 32. There are distance remaining signs on Runway 07-25. All signs are visible, well maintained, and in excellent condition; 16. Taxiway markings for all taxiways include centerline markings and runway hold position markings. Taxiway C is the only taxiway with edge markings. They are in good condition but hard to see on the light colored pavement; 17. Taxiway signs are lit and include: runway holding position, location, and directional signs. They are all in excellent condition, with the exception of two taxiway signs located on Taxiways C and D, which do not have power. This situation is scheduled to be taken care of during a future (2009) taxiway lighting upgrade project for Taxiways C and D; 18. Taxiways A, B and E have medium intensity taxiway lights (MITLs) that are in excellent condition; 19. Taxiways C and D do not have taxiway lights; 20. Taxiway lights on Taxiway E are the only lights that can be radio activated through the common traffic advisory frequency (CTAF), 122.8; and 21. Automated Weather Observing System (AWOS) There are no known hazard beacons within the vicinity of the airport. There are four obstruction lights located on the historic Navy control tower. Master Plan Update Report - Final 20
Chapter 1 Inventory Figure 1-2: Sanford Regional Airport VOR Approach Runway 25 Master Plan Update Report - Final 21
Chapter 1 Inventory Figure 1-3: Sanford Regional Airport ILS Approach Runway 07 Master Plan Update Report - Final 22
Chapter 1 Inventory Figure 1-4: Sanford Regional Airport NDB Approach Runway 07 Master Plan Update Report - Final 23
Chapter 1 Inventory Figure 1-5: Sanford Regional Airport VOR/GPS Approach Runway 07 Master Plan Update Report - Final 24
Chapter 1 Inventory 3.7 Airspace and Pattern Use The airspace surrounding Sanford Regional Airport is designated as Class G, uncontrolled airspace, up to 700 feet above the surface. Class E, which is controlled airspace, is defined as airspace that extends upward from the surface, or a designated altitude, which is 700 feet for Sanford Regional Airport, to the overlying, or adjacent, controlled airspace. It is any airspace that is not defined or designated as Class A, B, C or D. A graphic depiction of the United States airspace system is provided below. Source: FAA website (www.faa.gov) xvii Sanford Regional Airport is considered an non-towered airport because air traffic control personnel in an air traffic control tower are not available at the airport, which is common for many general aviation airports like Sanford; however the airport does have a designated UNICOM, or common traffic advisory frequency (CTAF), 122.8, that pilots can utilize to announce their position to other pilots in the area for safety purposes. This frequency can also be used to activate the following airport lighting and visual aids: HIRLs Runway 07-25 MIRLs Runway 14-32 PAPIs Runway 07 REILs Runway 07 ODALS Runway 25 MITLs Taxiway E Instrument flight rule (IFR) operations procedures are coordinated through the Portland Control Tower from 6:00 am to 12:00 am at Portland Approach/Departure Control on frequency 119.75, and Portland Clearance Delivery on frequency 126.05. IFR procedures are coordinated through Boston Center from 12:00 am to 6:00 am at Boston Center Approach/Departure Control on frequency 128.2. All traffic at Sanford Regional Airport for Runway 07-25 and Runway 14-32 uses a standard left-hand traffic pattern conducted at 1,245 feet MSL or 1,000 Above Ground Level (AGL). Airport personnel, airport users, and the FBOs estimate that there is an equal split of runway use at Sanford Regional Airport: 50 percent Runway 07-25, 50 percent Runway 14-32. On Runway 07-25 it is estimated that Master Plan Update Report - Final 25
Chapter 1 Inventory Runway 07 is used 25 percent of the time, while Runway 25 is used 75 percent of the time. On Runway 14-32 it is estimated that use is a fifty-fifty split: 50 percent Runway 14, 50 percent Runway 32. It is estimated that the activity occurring at night (10:00 pm to 7:00 am) is approximately 25 percent. Airport personnel and the FBO s estimate that approximately 40 percent of the local flights are touchand-go operations. There are six low altitude Victor Airways in the vicinity (within two to five nautical miles) of Sanford Regional Airport. Those Victor Airways are depicted in Figure 1-6. A Victor Airway is a fixed route system established for air navigation purposes above 1,200 feet AGL. It connects navigational aids, such as VOR s to facilitate navigation from one point to another. Master Plan Update Report - Final 26
Chapter 1 Inventory Victor Airway 3 Victor Airway 496 Sanford Regional Airport Location Victor Airway 93 Victor Airway 139 Victor Airway 106 Victor Airway 167 Figure 1-6: Victor Airways - Sanford Regional Airport Master Plan Update Report - Final 27
Chapter 1 Inventory 3.8 Airport Drainage & Catch Basins Sanford Regional Airport has catch basins located along either side of Runway 07-25, located in pavement, on the edges of the runway, and drainage swales located along either side of Runway 14-32 and Taxiway C. There are four drainage pipes that pass beneath Runway 07-25, one that passes beneath Runway 14-32, and one that passes beneath Taxiway C. Surface water runoff from the area west of Taxiway C and the infield, located between Taxiway C, Runway 07-25 and Runway 14-32, is routed to Branch Brook via closed drainage systems emptying into drainage swales located around and beneath the runways, to a detention pond, located south of Runway 07-25, then continuing into Branch Brook. 4.0 Landside Facilities Landside facilities at Sanford Regional Airport include two terminal buildings, a restaurant, automobile parking, airport signage, utilities and tenants. 4.1 Terminal Buildings Sanford Regional Airport s terminal buildings are located on the east and west sides of the airport. The east terminal building abuts the east terminal apron, between Taxiways A and B, and west of Airport Road and Maine State Route 109, which also provides access to the east side of the airport. The building consists of a 12,750 square foot, one-story, metal frame structure built in 1964/1965. This building is in excellent condition. Facilities in the building include: office space for one FBO, Sanford Air, and FBO counter; public rest rooms (ADA or disability/handicap accessible facilities); pilot workspace to log flight activity; vending machines; a public waiting room used as a central meeting place and waiting space for pilots, visitors and passengers; and a restaurant, the Cockpit Café, which was a 1989 addition to the building. A pay telephone is located outside of the building on the apron side. The FBO also provides pilots, visitors, and passengers with a business telephone located within the terminal building. The west terminal building abuts the west terminal apron, parallel to Taxiway C, and east of Gatehouse Road and Presidential Lane, which also provides access to the west side of the airport. The building consists of a 13,650 square foot, two-story, metal frame hangar built in 1980 on property owned by Presidential Aviation but surrounded by airport owned land. This building is in excellent condition with terminal facilities constructed directly into the hangar bay. Facilities in the building include: office space on the second floor for the FBO, Presidential Aviation; kitchen/snack room and vending machines; public rest rooms (not ADA or disability/handicap accessible facilities) and a conference room used as a central meeting place and waiting space for pilots, visitors, and passengers, located on the first floor. A pay telephone is not available; however, the FBO has a house telephone available for pilots, visitors, and passengers. 4.2 Automobile Parking and Airport Signage Sanford Regional Airport provides one gravel and three paved automobile parking lots located on both the east and west sides of the airport: one paved parking lot and one gravel parking lot are located adjacent to the east terminal building, two paved parking lots are located adjacent to the west terminal building. The paved automobile parking lot, located near the east terminal building, is approximately 17,825 square feet. This parking area was constructed in 1989 and is in poor to fair condition. The lot Master Plan Update Report - Final 28
Chapter 1 Inventory provides approximately 42 marked parking stalls that include: seven marked, or placarded ADA, or disability, parking stalls; one taxicab parking stall; and three designated overnight parking stalls. The gravel automobile parking lot, located near the east terminal building, is approximately 28,500 square feet. This parking area is used for overflow parking with no marked parking stalls; however, it can accommodate approximately 58 to 60 vehicles. Public access to both parking lots is available from Airport Road and Maine State Route 109. There is two paved automobile parking lots located near the west terminal building: one is located on airport property and one is located on property owned by Presidential Aviation. The paved lot, located on airport property, south of the west terminal building, is approximately 15,000 square feet. This parking area was actually an old military taxiway leading to the closed Runway 01-19 prior to its closure in 1965. This automobile parking lot is in poor condition. The lot provides approximately 18 poorly marked/faded parking stalls with no marked, or placarded ADA, or disability, parking stalls. The paved lot, located off of airport property, west of the west terminal building, is approximately 6,620 square feet. This parking area is in fair to good condition. The lot provides approximately 20 unmarked parking spots with no marked, or placarded ADA, or disability, parking stalls. Public access to both parking lots is available from Gatehouse Road and Presidential Lane via Airport Road and Maine State Route 109. Airport directional signage consists of seven signs, which are located in the following areas: 1. Intersection of Maine State Route 9 and U.S. Interstate Route 95, the Maine Turnpike, in Wells, Maine; 2. Intersection of Maine State Route 109 and Airport Road east; 3. Intersection of Maine State Route 109 and Airport Road west; 4. Intersection of Maine State Route 4 and Maine State Route 4A/Country Club Road; 5. Intersection of Maine State Route 111 and Maine State Route 202/4 west; 6. Intersection of Maine State Route 111 and Maine State Route 202/4 east; and 7. Intersection of Maine State Route 202/4 and Maine State Route 109 south At an AAC meeting held in July 2002, the members indicated that there is inadequate signage for onairport businesses and facilities. They indicated that adequate signage was needed on both the east and west sides of the airport to direct customers to the various businesses on the airfield. Efforts to install such signs are currently taking place; and as of June 5, 2003, had partially been completed. 4.3 Utilities Utilities at the airport include electrical power supplied by Central Maine Power with feeds on both the east and west sides of the airport to supply power to the terminal buildings, hangars, rotating beacon, runway lights, and navigational equipment. A municipal water line from the Sanford Water District provides water to all buildings located on the airport. The town of Sanford also provides connections to sanitary sewer through the Sanford Sewer District. Although not all buildings located within airport property boundaries are connected to sanitary sewer (the Air Tech buildings have septic tanks), it is the intent of the town of Sanford to eventually provide connections to sanitary sewer for all on-airport buildings. Natural gas and propane are also available. Northern Utilities Natural Gas provides the Airport with natural gas service. Construction of the gas line to the airport was completed in 2000. Master Plan Update Report - Final 29
Chapter 1 Inventory 4.4 Tenants The tenants include a mix of both aviation and non-aviation related tenants, which own hangars or buildings within airport property boundaries on land leased from the town of Sanford or hangars and buildings owned and used by the town of Sanford. The terms of the leases, if applicable, vary in length. Table 1-5 of this chapter outlined the aircraft storage hangars at Sanford Regional Airport. In that table some tenants were listed as non-aviation related tenants (some t-hangar tenants and some conventional hangar tenants); however, those buildings, listed as hangars, could easily be converted back into aircraft storage hangars. Additional aviation and non-aviation related tenants are housed in buildings that could not be used as aircraft storage facilities. Table 1-8 details those buildings at Sanford Regional Airport. The exact building locations are depicted in Chapter 8 Airport Plans. Table 1-8: Buildings and Other Tenants at Sanford Regional Airport as of 2002 Tenant Map/Block/Lot Number 2 Location 3 Size (square feet) Description of Business Air Tech 1 R18A/0004/0000 West Side Adjacent to Taxiway C 15,600 Non-profit corporation that formerly was an airframe maintenance and retrofit school. Now Air Tech is providing support to replicate the Wright Brothers, Wright Flyer Aircraft, also a non-profit venture. Air Tech R18A/0004/0001 West Side 8,000 Same as above Kostis Building/Historic Navy Control Tower R18A/0008/0000 West Side 5,200 Historic Navy control tower and warehouse space East Terminal Building R18/0032D/0000 East Side 12,750 Fixed based operator (Sanford Air) providing a variety of aviation services and location of the Cockpit Café restaurant. Notes: 1. This particular building has a 15,600 square foot office and warehouse space used for Air Tech business activities. There is also a 6,000 square foot attached aircraft hangar, which is listed on Table 1-5 of this report chapter. 2. According to the zoning ordinance for the town of Sanford, as amended November 21, 2000. xviii 3. The east side of the airport is anything east of Runway 14-32 and the west side of the airport is anything west of Runway 14-32. The tenant s lease agreements are analyzed and discussed in Chapter 7 Capital Improvement Plan & Airport Operations/Finances. 5.0 Maintenance, Snow Removal, and Fire Equipment The airport currently has the following equipment to remove snow at the airport and to maintain the airport and airport owned buildings and property: 1988 Ford F-250 pickup truck with an 9-foot displacement plow; 2000 Chevrolet pickup truck with an 8-foot displacement plow; Master Plan Update Report - Final 30
Chapter 1 Inventory 1995 Ford 5030 Farm Tractor/15-foot mower; 1975 John Deere 2030A 10-foot mower; 1975 SMI 5250 Snow Blower; and 2002 Kodiak NW300 Snow Blower The airport maintenance garage bay is located on the east side of the airport on the east terminal apron. It cannot accommodate all of the above equipment, forcing maintenance staff to store some of the equipment outdoors. The airport does not have a dedicated airport fire department; however, there is a town fire station located on airport property, east of the east terminal apron s based aircraft tie-down apron, and next to the maintenance garage. The station is known as South Sanford Station and was constructed in 1988. The station has two pieces of equipment: an engine (E-4) with a 1,000 gallon tank capacity and 50 gallons of Aqueous Film Forming Foam agent (AFFF); and a forestry unit (F-2). Training in aircraft rescue and fire fighting has been added to the training curriculum for fire fighting personnel by the town of Sanford s Fire Chief. 6.0 Financial Baseline The FAA designates Sanford Regional Airport as a publicly owned, public-use facility. Under the Airport and Airways Improvement Act, the Secretary of Transportation is required to publish a national plan for the development of public-use airports. The plan is published as the National Plan of Integrated Airport Systems (NPIAS) and includes Sanford Regional Airport. Development planned to receive federal funding is identified in the NPIAS for each eligible public-use airport based on an airport s role. The NPIAS defines an airport s service level and role by the type of public service the airport provides to its community. Sanford Regional Airport s service level is defined as a reliever (RL) airport. xix Projects that are determined to be eligible receive 90 percent funding from the FAA. i The Maine Department of Transportation Office of Passenger Transportation (MDOT-OPT) provides 90, 80, or 50 percent of the non-federal share depending on the project and funding availability or 5 percent of the total cost of federally eligible projects. vii The town of Sanford, as the local sponsor, funds the remaining 5 percent. Projects ineligible for federal funding must either be funded exclusively, and/or by a combination of, state, town/airport and private entities, such as airport businesses or private developers. An analysis of Sanford Regional Airport s operating budget is discussed in Chapter 7 Capital Improvement Plan & Airport Operations/Finances. 7.0 Legal Baseline The town of Sanford has written rules and regulations applicable to the operation of the Sanford Regional Airport. They also refer to federal and state regulatory statutes for further regulation of airport operations. Sanford Regional Airport, at the federal level, is subject to the regulations of the United States Department of Transportation (USDOT) and the FAA. On a state level, the MDOT- OPT, and Maine Statutory Law, Title 6, Maine Aeronautics Act, regulate the airport. xx Police, fire and zoning are regulated through the State of Maine as well as locally through the town of Sanford. Sanford Regional Airport also has minimum standards in place. The Town approved these standards on December 4, 1979. xxi According to the Aircraft Owners and Pilots Association (AOPA), in their Master Plan Update Report - Final 31
Chapter 1 Inventory publication, Minimum Standards for Commercial Aeronautical Activities, These minimum standards are intended to protect the level and quality of services offered to aircraft owners, pilots, and the public at large. xxii The FAA states in Advisory Circular (AC) 150/5190-5, Exclusive Rights and Minimum Standards for Commercial Aeronautical Activities, xxiii that, where minimum standards are adopted and established by the airport sponsor, they should be applied evenhandedly and uniformly to all on-airport commercial aeronautical activities. The failure to do so may violate the FAA s policy on exclusive rights, in which an airport sponsor is prohibited from granting an exclusive right to a single operator for the provision of an aeronautical activity to the exclusion of others. Airport sponsors who receive federal financial assistance must agree to uphold that policy through enforcement of their minimum standards to protect the level and quality of services offered to the public. 7.1 On Airport Land Use Sanford Regional Airport property is owned by the town of Sanford, located 4 miles southeast of the town of Sanford, and consists of approximately 1,115.29 acres. The property is listed within an Industrial Business Zone (IB), according to the zoning ordinance for the town of Sanford, as amended November 21, 2000. xviii 7.2 Off Airport Land Use Sanford Regional Airport s southern and western boundaries are bordered by land that is zoned as rural residential. The airport s northern boundary is bordered by land that is zoned as industry and business and suburban business, while it s eastern boundary is bordered by land with a mix of land uses, which include: industry and business, single family residential, and rural mixed use. The Kennebunk, Kennebunkport, and Wells Water District owns a portion of resource protection zoned land and shoreland overlay zoned land located along the airport s southern boundary, north of Sam Allen Road. Concurrently, and as part of this master plan update, an analysis of the land use surrounding the airport is being conducted with particular focus on industrial and commercial markets and is depicted in Chapter 4 Land Use Plan/Economic Analysis. The comprehensive plan and the zoning ordinance for the town of Sanford are also being revised and are dependent on the outcome of the land use analysis. Off airport land use is depicted in Chapter 8 Airport Plans. The town of Sanford has incorporated airport-related zoning known as the Airport Protection Overlay Zone, the Airport Clear Zone and the Airport Development Zone into the Town s zoning ordinance. According to the zoning ordinance for the town of Sanford, as amended November 21, 2000, these zones were created to promote the compatibility of land uses in the vicinity of the Sanford Municipal [Regional] Airport, to prevent interference with the safe and efficient operations of the airport, and to protect the public-at-large. xxiv State zoning regulations can be implemented under Maine Statutory Law, Title 6, Maine Aeronautics Act, Chapter 13, Airport Zoning; xxv however, the state has not enacted zoning regulations for Sanford Regional Airport, relying on the local zoning regulations enacted by the Town. 7.3 Height Zoning Master Plan Update Report - Final 32
Chapter 1 Inventory While the FAA defines the criteria regarding structures that might penetrate navigable airspace, the FAA relies on state and local zoning regulations to provide height and airspace protection. Such regulation around an airport limits encroachment of the runway protection zones (RPZs) and FAR Part 77 surfaces, thereby ensuring the safety of the airspace around the airport. As mentioned above, the town of Sanford has implemented airport zoning regulations to protect the approaches to the runways at Sanford Regional Airport. Height restrictions have also been enacted within the Town s zoning ordinance as a basis for determining the limit of height obstructions as outlined in FAR Part 77. 8.0 Socioeconomic Data A variety of historical data and socioeconomic data from the York County area and the town of Sanford have been collected for use in various elements of this Master Plan study. This information may be used as one means of forecasting aircraft activity at the airport. Socioeconomic data collected include economic, employment, and population data, which are presented in the following sections. 8.1 Economic Base Professional services, retail trade and manufacturing primarily drive the economy in the State of Maine and in York County. The employment by major industry division for the State of Maine and York County for 2000 is summarized in Table 1-9. Table 1-9: 2000 Employment By Major Industry Division (State of Maine/York County Maine) State of Maine York County Industry Division Average Annual Percent Of Total Average Annual Percent Of Total Employment Employment Employment Employment Agriculture, Forestry and Fishing 7,327 1.3 668 1.1 Mining & Construction 29,675 5.1 2,743 4.6 Manufacturing 84,911 14.7 12,471 20.8 Transportation and Public Utilities 23,573 4.1 1,197 2.0 Wholesale Trade 27,507 4.8 1,895 3.2 Retail Trade 122,698 21.3 15,483 25.9 Finance, Insurance and Real Estate 30,704 5.3 1,750 2.9 Services 169,168 29.3 16,074 26.8 State Government 23,166 4.0 386 0.6 Local Government 57,384 10.0 7,226 12.1 Total 576,531 100.0 59,895 100.0 Source: Maine Department of Labor xxvi 8.2 Employment According to the Maine Department of Labor, Division of Labor Market Information Services, in cooperation with the U.S. Bureau of Labor Statistics, xxvii the overall average unemployment rate in York County was 3.6 percent and 4.0 percent overall in the State of Maine in 2001. The major employers in the town of Sanford for 2002 are depicted in Table 1-10. Master Plan Update Report - Final 33
Chapter 1 Inventory Table 1-10: Major Employers: Town of Sanford Employers Number of Employees The Baker Company. 140 Cyro Industries 311 U.S. Optical disk (formerly DOCdata) 55 Goodall Hospital/Newton Center 598 Greenwood Center 100-249 Maine Department of Human Services 50-99 Lavalley Lumber Co 149 Maine Stay Nursing Home (Closed by Dept. Human Services) 100-249 Marc Motor 36 Mardens 91 McDonald s 65 Newton Center-Rehab & Nursing 50-99 Newton Center for Rehab 100-249 Flemish Weavers (Formerly Rainbow Rug Inc.) 35 Renaissance Greeting Cards 78 Rubb Buildings Inc. 45 Town of Sanford 919 Sanford Adult Education 100-249 Sanford Health Care Facility 50-99 Sanford High School 100-249 Sanford Junior High School 50-99 Sanford Police Dept 50-99 Sanford Voter Registration 50-99 Shape Global Technology 100+/- Shaw s Supermarket 100-249 Hannafords (Formerly Shop N Save) 183 Springfield Press & Machine 50-99 Tenneford Weaving Co. 50-99 Vishay Sprague inc. 283 Wal-Mart 225 Wasco Products Inc 111 Weathervane Seafood Restaurant 50-99 Willard School 50-99 YMCA 17 York County Community Action 50-99 Source: Info USA www.telesales@infousa.com xxviii Master Plan Update Report - Final 34
Chapter 1 Inventory 8.3 Per Capita Income Table 1-11 illustrates the historical relationship of personal or per capita income between York County, the State of Maine, and the United States. Table 1-11: Per Capita Income Comparison 1998 1999 2000 Maine $23,404 $24,268 $25,380 York County $23,363 $24,385 $25,299 United States $26.893 $27,843 $29,469 Source: United States Department of Commerce/Bureau of Economic Analysis Per Capita Income for 1998 through 2000 xxix 8.4 Population The town of Sanford, York County, the State of Maine, and the United States population has shown increases from 1980 to 2000 as depicted in Table 1-12. Table 1-12: Population Comparison 1980 1990 2000 Town of Sanford 18,020 20,463 20,806 Maine 1,247,554 1,253,040 1,274,923 York County 139,666 164,587 186,742 United States 226,545,805 248,709,873 276,059,000 Sources: U.S. Census Bureau xxx Maine Department of Labor xxxi Master Plan Update Report - Final 35
Chapter 2 Aviation Forecasts Chapter Two: Aviation Forecasts 1.0 General Projections of aviation activity at Sanford Regional Airport for 5, 10 and 20 years are presented in this chapter. The purpose of this chapter is to establish and present the forecasted aviation activity at Sanford Regional Airport. The forecasts serve as the basis for planning the facilities needed to meet the area s aviation demand. These forecasts will update and replace the projections presented in the 1987 Airport Master Plan. The forecasts from the Maine Aviation Systems Plan (MASP) Update, completed by Wilbur Smith Associates, Inc. will be used as the foundation for this chapter. xxxii Please note that this chapter does not take into account increases in aviation activity due to the possible arrival of a resort casino within the town of Sanford as projected for State approval in November of 2003. Instead the MASP forecast numbers are used. The following elements were forecasted, as they are key indicators of an airport s development: Based Aircraft o Total o Fleet Mix 3 Aircraft Operations o Total o Operations per Runway o Local/Itinerant Operations o Touch-and-Go Operations o Daytime/Nighttime Operations o Visual Flight Rules/Instrument Flight Rules Critical Aircraft Fuel Flowage Freight Transportation 1.1 Forecasts and Growth Forecasts are estimates of future activity levels. The numbers projected for each of the categories above are not a policy statement as to the level of activity that should be at the airport. The projections are estimates of future activity based largely on past aviation trends in the area relating to the elements listed above and on other indicators such as population growth, income growth, etc., that historically track closely with aviation activity. Sanford Regional Airport is a non-towered airport. Air traffic control personnel in an air traffic control tower are not available at the airport, which is common for many general aviation airports like Sanford. The lack of air traffic control personnel makes collecting annual airport operations data more difficult. 3 Fleet Mix refers to: Single-Engine Piston (SE), Multi-Engine Piston (ME), Turboprop (TP), Jet, Helicopter (HE). Glider (GL) and Ultra-light (UL) Master Plan Update Report - Final 36
Chapter 2 Aviation Forecasts The data available often represents estimates made by the airport manager, airport tenants, local pilots, and fixed based operators (FBOs). Historical annual operations data for non-towered general aviation airports in the State of Maine are sometimes unreliable or not readily available. Typically, greater confidence can be placed in the historic based aircraft data; based aircraft at an airport are more easily counted than annual airport operations. Future development at the airport will build on the existing facilities, agreements and policies that have been developed throughout the over seventy years of airport operation. The runway configuration, service facilities and operating agreements in place have established a base for current activity levels. Items such as future lease agreements (additional hangar tenants or a freight operator) will have an effect on future levels. The facility planning elements of this Airport Master Plan (AMP) Update undertake this process of analysis and selection. 2.0 Based Aircraft Forecast General aviation activity typically has a direct relationship to the number of aircraft based at a particular airport. Based aircraft projections were, therefore, a critical element in development of the MASP forecasts. The MASP s method for determining based aircraft projections were based on testing three methodologies: 1) a top down method, or market share approach, 2) a socioeconomic method based on projected county population growth, and 3) a socioeconomic method based on county employment estimates. The top down method examines the State s share of the nation s projected aviation fleet, or Maine s market share of the total U.S. active general aviation aircraft. The socioeconomic methods were based on the county s population or employment projections, which were developed by the Maine State Planning Office. The results from the three based aircraft projection methodologies were compared for each airport within the State of Maine. A preferred projection was chosen for each airport to best fit the airport s actual historic based aircraft growth. The market share methodology was chosen as the preferred based aircraft projection for Sanford Regional Airport. The methodology examined the historical relationship between registered and based aircraft in the State of Maine and active aircraft in the nation. By applying each airport s share of statewide registered and based aircraft in 2001 to the projection of statewide registered and based aircraft over the planning period (2001 through 2021), individual airport forecasts were produced. According to the MASP s calculations, Sanford Regional Airport s share of the State s based aircraft for 2001 is 7.4 percent. Table 2-1 shows the based aircraft forecasts for Sanford Regional Airport throughout the planning period (2001 through 2021). Table 2-1: Projected Based Aircraft Year Total Aircraft Based at Maine Airports Sanford Regional Airport Share (percent) Projected Based Aircraft 2001 * 908 7.4 67 2006 981 7.1 70 2011 1030 7.1 73 2021 1,128 7.0 79 * Actual Source: Maine Aviation Systems Plan (MASP), completed by Wilbur Smith Associates, Inc. xxxiii Master Plan Update Report - Final 37
Chapter 2 Aviation Forecasts 2.1 Fleet Mix The MASP Update projected changes in the based aircraft fleet mix by using both the existing statewide aviation fleet mix collected during the inventory phase of the MASP Update, and the national general aviation fleet mix provided by the FAA in their FAA Aerospace Forecasts, Fiscal Years 2002-2013 as indicated in Table 2-2. xxxiv Table 2-2: Existing Based Aircraft Fleet Mix for 2001 State of Maine Percent of Based United States Percent of Based Single Engine (SE) 786 86.6 168,264 77.9 Multi-Engine (ME)/ Turboprop (TP) 82 9.0 26,784 12.4 Jet 12 1.3 7,128 3.3 Helicopter (HE) 11 1.2 7,128 3.3 Other: Glider (GL)/Ultralight (UL) 17 1.9 6,696 3.1 Total 908 100.0 216,000 100.0 Source: Maine Aviation Systems Plan (MASP), completed by Wilbur Smith Associates, Inc. xxxv FAA Aerospace Forecasts, Fiscal Years 2002-2013 xxxiv As indicated in Table 2-2 above, the share of based single engine aircraft for the State of Maine is higher than the national average, while the share of multi-engine, turboprop, jet, helicopter and other aircraft for the State of Maine is lower than the national average. The aircraft fleet mix forecasted by the FAA in FAA Aerospace Forecasts, Fiscal Years 2002-2013 indicates that there will be a strong growth in active general aviation jet aircraft. xxxvi This indicates that the general aviation fleet mix is moving toward more sophisticated, corporate type aircraft, while single engine, multi-engine and turboprop aircraft are projected to experience an average annual growth rate of less than 0.5 percent per year. Starting with the historic Maine percentages, the percentage share of each group of aircraft was adjusted to track these trends, as shown in Table 2-3. Using the FAA based aircraft fleet mix analysis, the future Sanford fleet mix for based aircraft was projected for 2006, 2011, and 2021 as presented in Table 2-3. Table 2-3: Projected Based Aircraft Fleet Mix for Sanford Regional Airport Year 2006 2011 2021 Equipment Type Based Percent Based Percent Based Percent Aircraft of Total Aircraft of Total Aircraft of Total Single Engine (SE) 60 86.0 62 85.3 66 84.1 Multi-Engine (ME)/ Turboprop (TP) 6 8.7 6 8.5 7 8.3 Jet 2 1.9 2 2.5 3 3.4 Helicopter (HE) 1 1.4 1 1.6 1 1.9 Other: Glider (GL)/Ultralight (UL) 1 2.0 2 2.1 2 2.3 Total 70 100.0 73 100.0 79 100.0 Source: FAA Aerospace Forecasts, Fiscal Years 2002-2013 Master Plan Update Report - Final 38
Chapter 2 Aviation Forecasts 3.0 Aircraft Operations The MASP s method for determining projected annual aircraft operations were derived from testing three methodologies: 1) a top down method, or market share approach, 2) a socioeconomic method based on projected statewide employment growth, and 3) an operations per based aircraft method. Of the three methodologies, the MASP s preferred method for determining aircraft operations was derived from using a combination of two forecasting methodologies: 1) market share methodology, and 2) operations per based aircraft methodology. A preferred projection for each airport within the State of Maine was determined to best fit the airport s actual historic growth. The MASP Update used the market share methodology for Sanford Regional Airport. Table 2-4 outlines the projected aircraft operations for Sanford Regional Airport as calculated in the MASP. Table 2-4: Projected Aircraft Operations Year Operations Historic/Actual 2001 68,945 2006 76,010 2011 83,800 2021 101,850 Source: Maine Aviation Systems Plan (MASP), completed by Wilbur Smith Associates, Inc. xxxvii As noted in Chapter 1 Inventory, airport personnel, airport users, and the FBOs estimated there is an equal split of runway use at Sanford Regional Airport: 50 percent Runway 07-25, 50 percent Runway 14-32. Runway 07 is used 25 percent of the time, while Runway 25 is used 75 percent of the time. Both Runway 14 and 32 are used equally 50 percent of the time. Projected operations on each runway are illustrated in Table 2-5. Table 2-5: Projected Aircraft Operations Per Runway Runway Runway 07 Runway 25 Runway 14 Runway 32 Year 50 50 Runway Use (percent) 25 75 50 50 Projected Operations 2001 68,945 8,618 25,854 17,236 17,236 2006 76,010 9,501 28,504 19,003 19,003 2011 83,800 10,475 31,425 20,950 20,950 2021 101,850 12,731 38,194 25,463 25,463 Although the MASP Update did not quantify local and itinerant operations; touch and go operations; nighttime versus daytime operations; and visual flight rule (VFR) operations versus instrument flight rule (IFR) operations for Sanford Regional Airport, estimates were reported by airport personnel, airport users, and the FBOs as indicated below. Master Plan Update Report - Final 39
Chapter 2 Aviation Forecasts Local and itinerant operations for Sanford Regional Airport were estimated at 40 and 60 percent, respectively. The FAA defines local operations as operations performed by aircraft that: 1. Operate in the local traffic pattern or within sight of an airport; 2. Are known to be departing for or arriving from flight in local practice areas located within a 20-mile radius of the airport; or 3. Are executing simulated instrument approaches or low passes at an airport According to the FAA, itinerant operations are considered to be all operations (general aviation, military, air carrier, or air taxi) other than those listed above. All operations at Sanford Regional Airport are considered general aviation, including a small percentage of air taxi operations (4 percent). As indicated in the MASP Update and on the FAA s Airport Master Record for Sanford Regional Airport, FAA Form 5010, viii there are no air carrier (commercial) or military operations. The same percentages listed above (a 40/60 split) were also reported on the FAA s Form 5010, which was last updated in 2001. Projected local and itinerant operations for Sanford Regional Airport are shown in Table 2-6. Table 2-6: Projected Local and Itinerant Operations Year Percent Local Itinerant Total Percent Operations Operations Operations 2001 40 27,578 60 41,367 68,945 2006 40 30,404 60 45,606 76,010 2011 40 33,520 60 50,280 83,800 2021 40 40,740 60 61,110 101,850 Approximately 40 percent of local operations are touch-and-go operations. Although this number seems relatively high, discussions with airport personnel indicate that flight schools at Pease Airport in Portsmouth, New Hampshire, and Boire Field in Nashua, New Hampshire frequent Sanford Regional Airport to practice touch-and-goes and instrument approaches. Also, the FAA Flight Standards District Office, located at the Portland International Jetport in Portland, Maine, indicated that they routinely use Sanford Regional Airport while conducting FAA pilot check rides. Normally, a typical figure for general aviation airports like Sanford Regional Airport is 10 percent touch-and-goes; however, due to the factors listed above, we forecasted the percentages reported by airport personnel. Table 2-7 shows the number of touch-and-go operations for Sanford Regional Airport. Table 2-7: Projected Touch-and-Go Operations Year Percent Touch-and-Go Percent Total Local Operations of Total Operations of Total Operations 2001 40 11,031 60 16,547 27,578 2006 40 12,162 60 18,242 30,404 2011 40 13,408 60 20,112 33,520 2021 40 16,296 60 24,444 40,740 Nighttime activity (10:00 pm to 7:00 am) is estimated to be approximately 25 percent of the total operations, as outlined in Table 2-8. Master Plan Update Report - Final 40
Chapter 2 Aviation Forecasts Table 2-8: Projected Operations (Nighttime Versus Daytime Operations) Nighttime (10:00 pm 7:00 am) Percent of Year Operations Total Daytime (7:00 am 10:00 pm) Percent of Total Operations Total Operations 2001 25 17,236 75 51,709 68,945 2006 25 19,003 75 57,008 76,010 2011 25 20,950 75 62,850 83,800 2021 25 25,463 75 76,388 101,850 From discussions with airport personnel and FBOs, we estimated that 85 percent of all operations are VFR, with the remaining 15 percent IFR. Hoyle, Tanner and Associates, Inc. assumed that with the addition of an instrument landing system in 1994, and the availability of other navigational approaches at the airport, IFR and VFR operations were forecasted to remain constant throughout the study period as shown in Table 2-9. Table 2-9: Projected Operations (VFR versus IFR) VFR IFR Year Percent Operations Percent Operations Total Operations 2001 85 58,603 15 10,342 68,945 2006 85 64,608 15 11,402 76,010 2011 85 71,230 15 12,570 83,800 2021 85 86,573 15 15,278 101,850 4.0 Critical Aircraft Airports need to be maintained and developed according to the characteristics of the most demanding aircraft that is expected to use the airport on a regular basis. The aircraft with the most critical approach speed and wingspan and number of annual operations determines the most demanding aircraft. The FAA defines a regular basis as at least 500 operations per year. This aircraft is referred to as the critical aircraft. The FAA, in Advisory Circular (AC) 150/5300-13 Airport Design, has established the Airport Reference Code (ARC) as the method of determining airport design criteria based on the critical aircraft as follows: xxxviii Aircraft Approach Category Category A: Category B: Category C: Category D: Category E: Speed less than 91 knots Speed 91 knots or more but less than 121 knots Speed 121 knots or more but less than 141 knots Speed 141 knots or more but less than 166 knots Speed 166 knots or more Master Plan Update Report - Final 41
Chapter 2 Aviation Forecasts Airplane Design Group Group I: Group II: Group III: Group IV: Group V: Group VI: Wingspan up to but not including 49 feet 49 feet up to but not including 79 feet 79 feet up to but not including 118 feet 118 feet up to but not including 171 feet 171 feet up to but not including 214 feet 214 feet up to but not including 262 feet The 1997 Airport Layout Plan (ALP) Update, Data Sheet, completed by HTA, identified the current design code for Sanford Regional Airport as D-II for Runway 07-25 and C-II for Runway 14-32 with an overall ARC of D-II for the entire airport. xv Having different design codes for runways at the same airport is common and is dependant upon the characteristics of the most demanding aircraft expected to use that runway on a regular basis. For instance, in the 1997 ALP Update, the most demanding aircraft using Runway 14-32 was determined to be the Gulfstream III (G-III) with an approach speed of 136 knots and a wingspan of 77.8 feet, while the most demanding aircraft using Runway 07-25 was determined to be the Gulfstream IV (G-IV) with an approach speed of 145 knots and a wingspan of 77.8 feet. Although, the G-III and the G-IV have different approach speeds, the design group is the same due to their wingspan; thus, both aircraft fall under identical design standards in terms of runway/taxiway dimensions and safety areas. The aircraft fleet mix has remained fairly consistent since the 1997 ALP Update. As indicated earlier, the aircraft fleet mix forecasted by the FAA in FAA Aerospace Forecasts, Fiscal Years 2002-2013 indicates that there will be a strong growth in active general aviation jet aircraft, while single engine, multiengine and turboprop aircraft are projected to experience an average annual growth rate of less than 0.5 percent per year. The fleet mix, therefore, is anticipated to remain fairly consistent throughout this planning period, with exception to the increases in jet aircraft activity. Although jet aircraft activity is projected to have significant growth, and aircraft with more stringent design standards may utilize Sanford Regional Airport now and in the future, there is no empirical data available to support actual projections in terms of the type of jet aircraft that may use the airport. An ARC of D-II, therefore, will remain constant throughout the planning period and D-II is recommended as the current and future ARC for Sanford Regional Airport; however further analysis may indicate that certain operational areas may be used by smaller aircraft requiring smaller dimensional design standards. The airport s design standards will be discussed in further detail in Chapter 5 - Demand/Capacity and Facility Requirements, and in Chapter 6 - Alternative Development. Aircraft weight also influences airport design standards. The G-III has a maximum certificated takeoff weight (MTOW) of 68,700 pounds, while the G-IV has a MTOW of 71,780 pounds. xxxix 5.0 Fuel Flowage Fuel sales are an indication of growth at the airport, and can identify the rates of growth occurring in the turbine aircraft sector (indicated by jet fuel sales) and single and multi-engine piston sector (indicated by 100 LL Avgas sales). Factors other than aviation activity can influence fuel sales; however, an airport with competitive fuel prices may attract aircraft that would otherwise refuel at other airports. Currently, as mentioned in Chapter 1 Inventory, Sanford Regional Airport has the storage capacity of 52,000-gallons of fuel, 22,000-gallons of Jet-A and 30,000-gallons of 100 LL Avgas. Storage is within two fuel farm facilities. One facility is located on the east terminal apron and is operated by Sanford Air, Master Plan Update Report - Final 42
Chapter 2 Aviation Forecasts and the other is located on the west terminal apron and is operated by Presidential Aviation. Both fuel farms provide Jet-A and 100 LL Avgas fuel. Fuel sale forecasts were developed to project the ability of the existing fuel facilities to accommodate the future demands and to estimate the airport revenues that will be received from fuel flowage fees. Projections were developed using the same average annual growth rates for SE, ME, TP, Jet aircraft and helicopters (HE) from the MASP, which uses the FAA Aerospace Forecasts, Fiscal Years 2002-2013 growth rates. Those projections are illustrated in Table 2-10. Table 2-10: Fuel Flowage Projections Year Jet A Yearly Total 100 LL Avgas Yearly Total (In gallons) (In gallons) 2006 67,966 40,105 2011 76,897 40,914 2021 98,435 42,580 Source: HTA FAA Aerospace Forecasts, Fiscal Years 2002-2013 xl 6.0 Freight Transportation Discussions with local airport personnel indicate that attempts are being made to generate interest in Sanford Regional Airport as a base for airfreight operations. The State of Maine has focused a substantial amount of effort on establishing itself as a national and international leader in freight transportation. With the development of their Integrated Freight Plan, they have created an efficient and business-friendly blueprint for moving products to market. There are two airports in Maine that are currently recognized as integral parts of this system: Bangor International Airport and Portland International Jetport. The success of these airports shows that there is ample interest in the state of Maine as a gateway to the U.S. and Canada for cargo activity. The Maine Department of Transportation (MDOT) has also made an effort to keep costs low to users of the freight transportation system in Maine, to encourage the growth of cargo activity in the state. As stated in Section 2.2 of Chapter 1 - Inventory, there are several roadways providing vehicular access to Sanford Regional Airport, specifically: U.S. Interstate Route 95, Maine State Route 9, Maine State Route 109, and Maine State Route 4. Because of its convenient location to major roadways, Sanford may be considered a prime location for airfreight operations. Local airport personnel indicate that there have been discussions with one retail freight operator and one major airfreight operator who showed interest in the development of Sanford as a location offering airfreight services. An interest was also indicated in establishing a Free Trade Zone on airport property to enhance Sanford s attraction as a possible location for airfreight operations. A Free Trade Zone is a designated area in which firms can import goods duty-free so long as the imports are used as inputs to production of more finished goods, which can then be exported without having paid duty or imported at lower duty. The benefit of a Free Trade Zone is to draw more operators to the area, which would increase revenue in other areas of the airport through fuel sales, etc, as well as create more jobs for the surrounding communities. Although there is no empirical data available to support actual projections in terms of the future number of cargo-related flights and tonnage, interviews identified a range of aircraft that would most likely be used in the event of cargo activity at Sanford; Boeing 757 s, for large scale operations, and Cessna Master Plan Update Report - Final 43
Chapter 2 Aviation Forecasts Caravans for feeder, or small scale operations. Sufficient interest has been shown in future cargo activity at Sanford Regional Airport to support the recommendation that airport property should be set aside in the event airfreight operations commence at Sanford Regional Airport. While it is clear that interest is being shown in the establishment of Sanford as a location for cargo operations, it is not clear what amount of cargo activity is expected. It is, therefore, prudent to ensure that there is ample capacity for accommodating either small or large cargo operations in the future. The space availability for cargo operations at Sanford Regional Airport will be discussed in further detail in Chapter 5 - Demand/Capacity and Facility Requirements, and in Chapter 6 - Alternative Development. 7.0 Forecast Summary Table 2-11 displays the forecast summary for the major forecast elements previously discussed in this chapter. These forecasts are an integral part of the planning process and are the basis for determining the facility needs to accommodate future demand at Sanford Regional Airport. Master Plan Update Report - Final 44
Chapter 2 Aviation Forecasts Table 2-11: Sanford Regional Airport Forecast Summary Activity 2006 2011 2021 Based Aircraft: Single-Engine Piston (SE) 60 62 66 Multi-Engine Piston (ME)/ Turboprop (TP) 6 6 7 Jet 2 2 3 Helicopter (HE) 1 1 1 Other 1 2 2 Total Based Aircraft 70 73 79 Annual Operations: Total Annual Operations 76,010 83,800 101,850 Local/Itinerant Operations: Local 30,404 33,520 40,740 Itinerant 45,606 50,280 61,110 Touch-and-Go Operations: 12,162 13,408 16,296 Night/Day Operations: Nighttime 19,003 20,950 25,463 Daytime 57,008 62,850 76,388 VFR Operations: 64,608 71,230 86,573 IFR Operations: 11,402 12,570 15,278 Critical Aircraft: ARC D-II D-II D-II Critical Aircraft Type Runway 07-25 G-IV G-IV G-IV Critical Aircraft Type Runway 14-32 G-III G-III G-III Fuel Sales: Jet A (gallons) 67,966 76,897 98,435 100 LL Avgas (gallons) 40,105 40,914 42,580 Master Plan Update Report - Final 45
Chapter 3 Environmental Conditions Chapter Three: Environmental Conditions Wetland Delineation & Functional Assessment 1.01.0 General This chapter provides a summary of the wetland delineation and functional assessment of wetlands within the vicinity of Runway 07-25. The Smart Associates, Environmental Consultants, Inc. have been retained by Hoyle, Tanner & Associates, Inc. (HTA) for the town of Sanford to delineate, describe and evaluate wetlands in association with the Airport Master Plan (AMP) Update, for Sanford Regional Airport, Sanford, Maine. According to the scope of work, the wetland delineation and functional assessment study area is 1,500 feet wide, extending 750 feet in each direction from the centerline of Runway 07-25. This area extends to the security fence on the east side of the airport and 3,000 feet from the west end of the runway, at Runway 07 s approach end as depicted in Figure 3-1. The wetland delineation and the functional assessment of wetlands within the vicinity of Runway 07-25 detailed within this report provide wetland analysis necessary to determine the preferred alternative development options discussed in Chapter 6 Alternative Development of this master plan report. The preferred development projects are defined within that chapter indicating the necessity of the required development and any environmental implications of such development. 2.02.0 Methodology The following information describes the delineation and analysis of various wetland systems. 2.1 Wetland Boundaries & Delineation Federal and state jurisdictional wetland s boundaries were identified and then flagged using methods described in the Corps of Engineers Wetland Delineation Manual (ACOE, 1987). xli Jurisdictionalboundaries were based upon observations of the predominance of hydrophytic plant species, the presence of hydric soils and indications of wetland hydrology. The locations of the wetland boundaries within the study area have been mapped and are provided in Figure 3-1. 2.2 Wetland Functional Assessment Methodology Wetland functions and values were assessed in accordance with the ACOE Highway Methodology Supplement: Wetland Functions and Values; A Descriptive Approach (ACOE, 1995). xlii The descriptive approach assesses 13 functions and values of each individual wetland found within the study area, including: Groundwater Recharge/Discharge; Flood Storage and Desyncronization; Fish and Shellfish Habitat; Sediment/Toxicant Retention; Nutrient Retention/Transportation; Nutrient Export; Sediment/Shoreline Stabilization; Wildlife Habitat; Recreation; Education/Scientific Value; Master Plan Update Report - Final 46
Chapter 3 Environmental Conditions Uniqueness/Heritage; Visual Quality/Aesthetics; and Endangered Species Habitat Wetland functions and values are described below and in Table 3-1. 2.3 Wetland Classification Federal wetland classifications were assigned according to criteria published by the U.S. Fish and Wildlife Service (USFWS) in Classification of Wetlands and Deepwater Habitats of the United States (Cowardin et al, 1979). xliii Wetland classifications are identified in Table 3-1 as well as on Figure 3-1. 3.0 Wetland Descriptions Many of the wetlands identified in the project study area are similar in nature, occurring adjacent to the runway, and within areas mowed as part of the airport s ongoing maintenance program. The existing vegetation is in the form of grasses, sedges and low-growing forbs. Wetland classifications for the communities identified are predominately palustrine emergent with persistent vegetation and seasonally flooded conditions (PEM1c). A few wetlands such as wetlands 4, 5-A, 11 and 12 (Figure 3-1) also have forested portions at the outer edges of the study area and some shrub species in areas mowed less frequently. The seasonally flooded hydrologic condition refers to the presence of surface water for extended periods especially in the early part of the growing season, but is absent by the end of the season in most years. 3.1 Mowed Wetlands The mowed wetlands in the study area are generally located in slight depressions in the landscape. These wetlands are classified as palustrine emergent with persistent vegetation and seasonally flooded water regime (PEM1c) based on federal guidelines. Wetlands 1, 2, 3, 3-A, 5, 6, 10, 12 would meet this description. All of these wetlands are isolated communities except wetland 3, which is part of a larger community. Common vegetation in the mowed wetlands includes bog muhly (Muhlenbergia uniflora), poverty grass (Danthinia spicata), soft rush (Juncus effusus), bog clubmoss (Lycopodium imundiatum), and sheep laurel (Kalmia angustifolia). The functions of these wetlands (Table 3-1) are limited by the lack of connection to other wetlands and their disturbed condition. Functions provided include groundwater discharge/recharge, limited values for flood storage and sediment/toxicant retention due to their lack of connection to other wetlands, and wildlife habitat. The habitat function is limited by the lack of structural diversity but available for bird species. None of these functions are considered to be of high value/principal value. 3.2 Forested Wetlands Portions of wetlands 4, 11, and 13 encroach on the adjacent forested community at the outer limits of the study area. The vegetation includes a tree and sapling overstory of red maple (Acer rubrum), and gray birch (Betula populifolia). Shrub species in the understory include high bush blueberry (Vaccinium corymbosum), meadowsweet (Spiraea latifolia), and winterberry (Ilex verticillata). Understory species include cinnamon fern (Osmunda cinnamomea) and sphagnum (Sphagnum spp.). Master Plan Update Report - Final 47
Chapter 3 Environmental Conditions The functional values of these wetlands are similar to those found in the mowed wetlands except that all three wetlands are part of larger wetland communities. Functional values include groundwater discharge and recharge, flood storage and desynchronization, and wildlife habitat. The functions of sediment/toxicant retention and flood storage are considered to be of high value/principal value. 3.3 Scrub/Shrub Communities A portion of Wetland 11 and 13 have a component of shrubs. In both cases these shrub communities occur as discreet areas within the larger emergent wetland. Functionally these wetlands are as described as for the adjacent emergent wetlands including groundwater recharge/discharge, and wildlife habitat. These areas also provide flood storage and desynchronization due to their connection to larger off-site wetlands. 3.4 Drainage Ditches A number of ditches or portions of ditches occur in the study area. The ditches are generally 3-5 feet deep and about 4-6 feet wide at the bottom. The ditches appear to be excavated below the level of the water table in places. During the on-site visits, most of the ditches contained flowing water. The ditches are reportedly maintained as necessary by the airport maintenance staff. Ditches excavated from dry land are not considered Waters of the United States. Under Maine regulations (Chapter 310, Wetland Protection Rules), A man-made channel is not considered to be a stream or brook unless it is created to replace a previously existing natural channel or exhibits properties of a natural stream such as the presence of fish. xliv The ditches are man-made and appear to have been excavated from dry land. According to representatives of the Kennebunk, Kennebunkport, and Wells Water District, ditch number 5 and 6 (see Figure 3-1) were once part of Branch Brook. The ditches are also narrow, deep, and straight and appear well maintained. Wetland vegetation does appear in patches but they do retain the character of man-made drainage structures. The ditches do appear to provide groundwater discharge with the primary function being water and stormwater management. Since the ditches appear to receive runway runoff during storm flows, they would likely provide sediment and toxicant retention. Master Plan Update Report - Final 48
Chapter 3 Environmental Conditions Wetland ID Table 3-1: Summary of Wetlands by Federal Classification and Federal Function Description Federal Classification (1) Federal Functions (2,3) GW FS SF SR NR NE SS WH RE ED UH VQ ES 1 Small area near the end of RW 25 and east of RW 32 PEM1c X X X X 2 Nearly level wetland at the end of RW 25, bordering PEM1c X X X X security fence 3 Recently constructed wetland system adjacent to PEM1c X P X X fence 3A Small area between Taxiway E and south end of RW PEM1c X X X X 32 4 Area adjacent to west side of the service road, south end of RW PEM1c, PFO1c X P X X 5 South side of RW 25 between ditch 5 and ditch 6 PEM1c X X X X 5A Depression within tree line between wetland 5 & ditch 6 PEM/PFO1c X X X X 6 Adjacent to service road between wetland 5 & ditch 6 PEM1c X X X X 10 Small area within tree line between ditch 8 & 9 PEM1c X X X X 11 Large area at the southwest end of RW 07 PEM1c, PSS1/3c, /PFO1b X P X X 12 Area between ditch 12 and wetland 13 PEM1c X P X X 13 Large area north of RW 07 and wetland 12 PSS1/3c, PEM1c X P X X Ditches Series of drainage ditches for runways, taxiways and roads POW/PEM1f P X P P P (1) Key to federal classifications: PEM: P = palustrine, EM = emergent, 1 = persistent, A = temporarily flooded, B = saturated, C = seasonally flooded, E = seasonally flooded/saturated PSS: P = palustrine, SS = scrub-shrub, 1 = broad-leaved deciduous, A = temporarily flooded, C = seasonally flooded, E = seasonally flooded/saturated PFO: P = palustrine, FO = forested, 1 = broad-leaved deciduous, C = seasonally flooded, E = seasonally flooded/saturated (2) Key to federal functions: GW = groundwater recharge/discharge FS = flood storage and desynchronization SF = fish and shellfish habitat SR = sediment/toxicant retention NR = nutrient retention/transformation NE = nutrient export RE = recreation SS = sediment/shoreline stabilization WH = wildlife habitat RE = recreation ED = educational/scientific value UH= uniqueness/heritage VQ = visual quality/aesthetics ES = endangered species habitat (3) Key to symbols: P = The function is considered principal valuable in this wetland; i.e., this wetland has many features contributing to this function. X = The function is present in this wetland, but considered secondary; i.e., this wetland has few features contributing to this function. blank space = The function is absent or minimal in this wetland; i.e., this wetland has no, or very few, features contributing to this function. Master Plan Update Report - Final 49
Chapter 3 Environmental Conditions Figure 3-1: Wetland Locations Master Plan Update Report - Final 50
Chapter 4 Land Use Plan/Economic Analysis Chapter Four: Land Use Plan/Economic Analysis 1.0 General The purpose of this analysis is to provide an estimate of the economic and development potential of the property on and around Sanford Regional Airport in Sanford, Maine. The study, conducted as part of the Airport Master Plan Update (AMPU), is an effort by the town of Sanford, to better understand the development patterns on and around the airport so as to better control the compatibility and the potential economic return of that development. This analysis evaluates socioeconomic trends, neighboring land uses, and real estate market conditions in the region. The established airport development zone on and around the airport is also analyzed. The following report is divided into sections that include a regional overview of the town of Sanford, southern Maine and New Hampshire Seacoast socioeconomic, employment and business establishment trends, a review of land use conditions within the immediate airport vicinity (within one and two miles of the airport), effects of noise contours on current and future land use, and a review of the supply of competitive commercial/industrial real estate offerings in the region. Based on this information and the existing airport land use, the demand for airport property is quantified. Finally, in order to best position the airport property to capture suitable future development changes to Sanford s existing zoning and subdivision regulations are recommended. Based on the regional market conditions and recommended changes to the Town s zoning and subdivision regulations, the development potential of the airport property is analyzed. In order to obtain data and information for the market overview, two methods were used. The first consisted of an analysis of socioeconomic (demand) trends provided by the U.S. Census Bureau, Maine Department of Labor and the New Hampshire Department of Employment Security. The socioeconomic indicators analyzed included the change in population, employment, business growth, and unemployment throughout the 1990s. The second method included interviews with real estate professionals (including property managers, real estate brokers, appraisers, developers and local municipal property assessors) to determine the competitive supply of serviced industrial/office parks in the region, regional real estate market trends, the current market situation and potential future direction. The use of historical market trends to predict future development activity is the primary methodology for forecasting economic development activity and to develop strategies for influencing such activity within a geographic area or for a specific property. The limitation of this method is that it does not account for particular events or the actions of individuals that are outside the norm, that is, activities that have not occurred previously. The creation of new companies or industries unrelated to the existing economic base or located in a particular area for seemingly non-economic reasons are examples of changes that are difficult to predict based on past trends. Increasingly, regions or communities, which are in competition with others, are seeking ways of creating opportunities by shifting the paradigm and attracting companies from non-traditional industries or promoting new business formations. The ability to help create new jobs within a region depends on many factors, including the size and quality of the workforce, general economic conditions, the perceived quality of life in the area, the availability of adequate land and/or facilities that meet the Master Plan Update Report - Final 51
Chapter 4 Land Use Plan/Economic Analysis specific needs of targeted firms, as well as the general attitude and approach utilized by community leadership in pursuing and dealing with private sector investment opportunities. The assets of Sanford Regional Airport, such as runway length, developable land, and access to major markets, as well as the high quality of life associated with the southern Maine region, present an opportunity for these non-traditional business establishments to be attracted to the immediate airport vicinity. These establishments may come in the form of aviation and non-aviation dependent businesses, which could best capitalize on these unique resources. 2.0 Regional Market Overview This section presents an economic and demographic description of Sanford, southern Maine, and New Hampshire s Seacoast region. Socioeconomic data used within this analysis was obtained through the U.S. Census Bureau, the Maine Department of Labor, and the New Hampshire Department of Employment Security. 2.1 Municipal and Regional Description The airport is located within a primary marketing region, which encompasses York County, and a secondary market, which includes the New Hampshire Seacoast region (Portsmouth-Rochester Primary Metropolitan Statistical Area PMSA). Together, these areas incorporate a significant portion of northern New England s population and economic base as well as being geographically located along U.S. Interstate Route 95, which provides a linkage to markets in the Boston metropolitan area. New Hampshire s Seacoast region is included in this analysis for comparative purposes due to its location and economic similarities to southern Maine. Southern New Hampshire has led the region in business and employment growth over the past decade primarily due to factors, which include its proximity to the greater Boston market; competitively priced residential, commercial, industrial and office properties; highly educated workforce; and high quality of life. It is anticipated that as pressure is placed on southern New Hampshire s developable land and infrastructure, southern Maine will begin to attract more business and employment opportunities. Historical population and employment data is outlined in the following sections. 2.1.1 Population As depicted in Table 4-1, Sanford s 2000 population is over 20,000. According to the U.S. Census Bureau, between 1990 and 2000, the town of Sanford s population increased by 343 residents, which represents an increase of almost 2 percent. Comparatively over the same time period, York County s population increased by over 22,000 residents, which represents a substantially higher rate of 13.5 percent. The Seacoast region s population growth rate over the same time period, at approximately 7 percent, was modestly higher than Sanford s, although lower than York County s. Table 4-1: Population Trends 1990 2000 Change Percent Change Sanford 20,463 20,806 +343 1.7 York County 164,587 186,742 +22,155 13.5 PMSA 186,880 199,323 +12,443 6.7 Source: U.S. Census Bureau xxx Master Plan Update Report - Final 52
Chapter 4 Land Use Plan/Economic Analysis 2.1.2 Employment 2.1.2.1 Total Employment Maine Department of Labor estimates the total employment in Sanford at 9,774 as of 2001 (the latest employment data available). As shown in Table 4-2, Sanford is the third largest employment center in southern York County, based on 2001 total employment estimates, with approximately 15 percent of the total employment base. Table 4-2: 2001 Southern York County Total Employment Community Employment Percent of Total Biddeford 12,605 19.0 Saco 9,858 14.9 Sanford 9,774 14.7 York 5,748 8.7 Kennebunk 5,423 8.2 Wells 5,014 7.6 Kittery 4,633 7.0 South Berwick 3,541 5.3 Berwick 3,407 5.1 Eliot 3,209 4.8 North Berwick 2,004 3.0 Alfred 1,112 1.7 Total 66,328 100 Source: Maine Department of Labor xxvi In terms of total employment trends, between 1990 and 2001, Sanford s employment base essentially remained constant increasing modestly by 29 jobs (0.3 percent). Conversely, the employment bases in York County and the Seacoast region outperformed Sanford with increases of 13.2 percent and 7.8 percent, respectively, over the same time period. Table 4-3 depicts total employment growth trends for Sanford, York County, and the Seacoast region between 1990 and 2001. Table 4-3: Total Employment Trends 1990 2001 Change Percent Change Sanford 9,745 9,774 +29 0.3 York County 85,582 96,892 +11,310 13.2 PMSA 98,335 106,005 +7,670 7.8 Source: Maine Department of Labor xxvi and New Hampshire Department of Employment Security xlv 2.1.2.2 Employment Distribution by Major Industry According to 2000 employment distribution data (latest available) for Sanford, provided by the Maine Department of Labor, employment is heavily concentrated in the service sector with 3,000 jobs (approximately 32 percent), and the manufacturing sector with 2,881 jobs (approximately 31 percent). This is followed closely by the trade sector with 2,384 jobs representing approximately 26 percent of Master Plan Update Report - Final 53
Chapter 4 Land Use Plan/Economic Analysis the total employment base. Figure 4-1 shows the distribution of employment by major industry sector in Sanford for 2000. Figure 4-1: Sanford - Distribution of Employment by Major Industry Government* 2.5% Services 32.1% Ag/Forest/Fish 0.4% Mining & Construction 2.8% Manufacturing 30.8% TCPU** 2.9% Trade 25.5% FIRE 3.1% Source: Maine Department of Labor xxvii Notes: *Includes only local and state government ** Transportation, Communications and Public Utilities In terms of employment distribution, Sanford s employment base is comparable to both York County and the Seacoast region with the exception of manufacturing, trade and government sectors. Sanford s heavy concentration of employment in the manufacturing sector is proportionately 10 percent more than York County and 24 percent more than in the Seacoast region. However, both the concentration of trade and government employment in Sanford is significantly less than the other regions. Between 1993 and 2000, job growth by industry was varied in Sanford with the manufacturing sector losing 201 jobs (-6.5 percent). However, over the same time period the trade and service sectors each added over 590 jobs representing increases of 33 percent and 25 percent, respectively. Although York County picked up some of the manufacturing jobs lost in Sanford (adding 1,010 jobs), the County also experienced significant gains in service (4,310 or 37 percent), trade (3,367 or 24 percent) and government jobs (1,297 or 21 percent) over the same time period. Furthermore the Seacoast region lost over 3,700 finance, insurance, and real estate (FIRE) jobs; however, the region gained over 10,100 service jobs (51 percent) and 6,475 (29 percent) trade jobs over the same time period. Figure 4-2 shows the change in employment for Sanford, York County and the Seacoast region between 1993 and 2000. Master Plan Update Report - Final 54
Chapter 4 Land Use Plan/Economic Analysis Figure 4-2: Employment Change by Major Industry Sector (1993-2000) Government* Services Industry Sector TCPU ** Trade FIRE Manufacturing Mining & Construction Ag/Forest/Fish -6,000-4,000-2,000 0 2,000 4,000 6,000 8,000 10,000 12,000 Employment York Co. Ports-Roch PMSA Sanford Source: Maine Department of Labor xxvii and NH Department of Employment Security xlvi Notes: *Includes local and state government ** Transportation, Communications and Public Utilities 2.1.2.3 Distribution of Business Establishments Based on 2000 business establishment data (the most current available), the majority of Sanford s business establishment base is concentrated in the service (194 businesses or 33 percent) and trade (166 businesses or 29 percent) sectors. Interestingly, only 8 percent of Sanford s establishment base is within the manufacturing sector, which indicates that each manufacturing business employs an average of 64 workers. Although these establishments are technically considered small businesses (employing less than 500), they are still considered sizable businesses and typically considered a stable influence on the local economy. Figure 4-3 shows the distribution of business establishments in Sanford in 2000. Master Plan Update Report - Final 55
Chapter 4 Land Use Plan/Economic Analysis Figure 4-3: Distribution of Business Establishments (2000 Town of Sanford) Establishment Change by Major Industry Sector: 1993-2000 Town of Sanford, York County and Portsmouth-Rochester PMSA Government* Services Industry Sector TCPU** Trade FIRE Manufacturing Mining & Construction Ag/Forest/Fish -100-50 0 50 100 150 200 250 300 350 400 Establishments York Co. Ports-Roch PMSA Sanford Source: Maine Department of Labor xxvii and NH Department of Employment Security xlvi Notes: *Includes local and state government ** Transportation, Communications and Public Utilities New businesses in Sanford increased by over 50 firms, increasing from 521 in 1995 4 to 573 in 2000. This growth in business establishments represents an increase of 10 percent over the five-year period. New businesses in York County increased at a faster rate of almost 19 percent during the same time period, from 4,597 in 1995 to 5,451 in 2000. Business growth in the Seacoast region increased by 11 percent over the five-year period, which is 1 percent more than Sanford, 8 percent less than the rate experienced in York County. Figure 4-4 illustrates the change in business establishments by major industry sector between 1995 and 2000 for Sanford, York County and the Seacoast region. Based on the available business establishment data, the majority of business establishment growth in Sanford was concentrated in the trade (42 businesses) and service (11 businesses) sectors. One manufacturing business left the Sanford s establishment base over the time period. With the exception of the government sector, York County experienced establishment growth in all sectors with the largest gains taking place in the service (301 businesses or 20 percent) and trade (195 businesses or 13 percent) sectors. The Seacoast region also experienced significant growth in the service (353 businesses or 16 percent) and trade (135 businesses or 7 percent) sectors. However, in similar fashion to negative employment growth between 1993 and 2000, the region experienced a decline of 60 FIRE businesses between 1995 and 2000 representing a loss of 14 percent. 4 It should be noted that the Maine Department of Labor suppressed 1995 establishment data for all major industry categories in Sanford with the exception of manufacturing, wholesale trade, services and local and state government. Suppression occurs due to a number of different factors, however, it is typically done to protect the privacy of business establishments. Master Plan Update Report - Final 56
Chapter 4 Land Use Plan/Economic Analysis Figure 4-4: Establishment Change by Major Industry Sector (1995-2000) Government* Services Industry Sector TCPU** Trade FIRE Manufacturing Mining & Construction Ag/Forest/Fish York Co. Ports-Roch PMSA Sanford -100-50 0 50 100 150 200 250 300 350 400 Establishments Source: Maine Department of Labor xxvii and NH Department of Employment Security xlvi Notes: *Includes local and state government ** Transportation, Communications and Public Utilities 2.1.2.4 Unemployment Using 1990 as a benchmark, unemployment in Sanford increased throughout the early 1990s to a high of 9.6 percent in 1993. Between 1993 and 2000, unemployment in Sanford experienced gradual declines culminating in a decade low rate of 4.3 percent in 2000. However, with the softening of the national economy in 2001, Sanford s unemployment rate grew to 7.3 percent. Although following similar trend lines, unemployment rates in York County and the Seacoast region have been, on average, 1.5 percent to 4 percent lower than the rates experienced in Sanford between 1990 and 2001. Figure 4-5 shows unemployment rate trends for Sanford, York County and the Seacoast region between 1990 and 2001. Master Plan Update Report - Final 57
Chapter 4 Land Use Plan/Economic Analysis Figure 4-5: Unemployment Rate Trends (1990-2001) Sanford York County Port.-Roch. PMSA 12% 10% Uemployment Rate 8% 6% 4% 2% 0% 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 Source: Maine Department of Labor xxvii and NH Department of Employment Security xlvi 3.0 Existing Land Use Conditions Airport Region This section presents an analysis of the existing land use conditions near the airport and noise impacts on those land uses from airport operations. 3.1 Land Use For the purposes of this study, existing land use conditions were analyzed within a micro context (within one mile of the airport) and a macro context (within two miles of the airport). The purpose of analyzing existing land use conditions within the micro context is to provide a snapshot of land immediately surrounding the airport (which use is typically heavily influenced by the airport). The larger scale macro context was applied to provide an understanding of surrounding land, which is close to the airport and therefore may be considered a development opportunity by investors. Figure 4-6 shows the airport region and the one and two mile radii. Master Plan Update Report - Final 58
Chapter 4 Land Use Plan/Economic Analysis Figure 4-6: Sanford Regional Airport and Surrounding Region 1 Mile Radius 2 Mile Radius The data used to conduct this land use analysis was derived primarily from the town of Sanford s computerized assessment database, combined with input from municipal planning and assessment officials and site reconnaissance of the area. Typically, a geographic information system (GIS) is used to analyze the computerized assessment database, however, digitized parcel base map information was not available at the time of report preparation. The property assessment data provided by the Town is assumed to be reliable and has been verified to the extent possible. However, no warranty is given for its accuracy. Due to limitations with the available assessment data, it should be noted that this analysis provides information on land only. Building area information is not provided. 3.1.1 Airport Area Description The airport is located on Maine State Route 109 (Main Street) approximately four miles south east of downtown Sanford. In terms of transportation links, Maine State Routes 109, 4, and 99 serve the airport area. Maine State Route 109, the main artery in the area, borders the northern portion of the airport and provides access from downtown Sanford to Wells, U.S. Interstate Route 95, and the Maine coastal region. Maine State Route 4, on the west side of the airport, serves as a connection from Sanford through North and South Berwick and to Dover, New Hampshire. Finally, Maine State Route 99 provides access from the Airport area east to Kennebunk and the coastal region. Prevailing land use in the airport area consists of a mixture of light industrial (light manufacturing and warehousing), commercial (retail stores and restaurants), and residential (single family and multi-family homes). Industrial properties are concentrated within the Sanford Industrial Park, which is located adjacent to the airport directly across from Maine State Route 109. Retail and service establishments Master Plan Update Report - Final 59
Chapter 4 Land Use Plan/Economic Analysis are concentrated near the airport terminal building along Maine State Route 109. Route 109 also serves as the primary commercial corridor in Sanford with a heavy concentration of retail, service, office and mixed-use properties between downtown and the airport primarily north of the Maine State Route 109/ Maine State Route 4 interchange. Residential land uses range from a large subdivision (east of the airport), to small cluster subdivisions of four to eight units, to individual units constructed along the main transportation routes. 3.1.2 Airport Area Existing Land Use Conditions For the purposes of this analysis, land use conditions were divided into six categories including: Residential Commercial Industrial Undeveloped/Agricultural/Protected Government/Tax Exempt Utilities The residential category includes all parcels, which are currently being used for housing purposes and includes single family and multi-family structures. The commercial category includes all parcels with business establishments. These establishments represent retail stores, gas stations, automobile repair shops, storage facilities, offices, and restaurants. The industrial category includes parcels with manufacturing or warehousing, and flex space establishments. 5 The undeveloped/agricultural/protected category includes parcels, which are currently not improved, used for agriculture purposes, or are protected from development through various protection mechanisms. It should be noted that the undeveloped land within this category may be zoned for various uses (residential or non-residential) and may or may not be developable. The government/tax exempt category includes public or quasi-public land and land designated for use by charitable organizations. It should be noted that a large portion of the land within this category is within the Sanford Industrial Park and is owned by the Sanford Industrial Development Corporation. The utilities category includes land used for water, sewer and electrical power transmission purposes. Of the estimated 427 acres of land within one mile of the airport 6, industrial uses comprise 165 acres (39 percent) of the area. As previously mentioned, this is due to the close proximity of the Sanford Industrial Park adjacent to the airport. Residential uses comprise the second largest total at 87 acres (20 percent) due to the proximity of one of Sanford s largest residential subdivisions located east of the facility. Interestingly, 76 acres (18 percent) of the land area is designated as government or exempt land primarily due to the land holdings of the Sanford Industrial Development Corporation in the Industrial Park. Figure 4-7 shows the distribution of land area by use within one mile of the airport. 5 Buildings with a structural design which provides for both interior and exterior flexibility through a system of interchangeable modular panels. These components can be shifted to provide new entrances, loading areas and internal partitions as tenant requirements change. 6 Does not include airport property. Master Plan Update Report - Final 60
Chapter 4 Land Use Plan/Economic Analysis Figure 4-7: One-Mile Radius - Distribution of Land Area (in Acres) Government/ Exempt 18% Utilities 3% Residential 20% Commercial 3% Undeveloped/Ag/ Protected 17% Industrial 39% Source: Town of Sanford Assessment Department and RKG Associates, Inc In terms of land in the larger two-mile radius, undeveloped/agricultural/protected land is by far the largest use comprising 1,085 of the 1,859 acres 7 representing almost 60 percent of the total. Most of the larger parcels of undeveloped land are designated as timber stands (under Chapter 61 8 ), as vacant residential land, or as potentially developable or undevelopable industrial land. At one time the airport was in a secluded rural setting; however, residential development has slowly migrated east from the Sanford core area to the airport region. Currently, residential uses comprise the second largest land use within the two-mile area at 318 acres (17 percent). The large number of residential acres, combined with significant tracts of undeveloped residential land, could potentially present land use conflicts with the airport over the next ten to thirty years. It is recommended that the town monitor those residential acres and any future development that may conflict with airport operations. Figure 4-8 shows the distribution of land area in acres within two miles of the airport. 7 Does not include airport property. 8 A statewide tax deferment program used to protect open space and natural resource lands. Master Plan Update Report - Final 61
Chapter 4 Land Use Plan/Economic Analysis Figure 4-8: Two Mile Radius - Distribution of Land Area (In Acres) Government/ Exempt 5% Utilities 5% Residential* 17% Commercial 5% Industrial 9% Undeveloped /Ag/ Protected 59% Source: Town of Sanford Assessment Department and RKG Associates, Inc. Note: *Does not include modular homes 3.2 Airport Area - Noise Impacts Noise from aircraft is one of the most controversial issues facing airports today. Aircraft noise is one of the most prominent indicators to the public that there is an airport operating locally. Even at small, general aviation airports, such as Sanford Regional Airport, noise complaints are commonly the most prevalent commentary toward airports from the general public. Potential noise impacts at Sanford Regional Airport were evaluated using the Federal Aviation Administrations (FAAs) Integrated Noise Model (INM) version 6.1, which is the current software version. xlvi Using runway geometry, forecast operations, typical flight tracks and aircraft types the program creates noise contours representing areas of noise impact around the airport. The noise contours were created using annual day-night average sound levels (DNL) for Sanford Regional Airport. The DNL represents average daily noise levels that occur over a 24-hour period, with a 10- decibel penalty added to the noise levels of aircraft operating between the hours of 10:00 pm and 7:00 am (the penalty is based on the premise that there is a greater sensitivity to noise events occurring at night, when it is generally quieter and most residents are either sleeping or relaxing). The contours identify which areas are likely to have noise concerns. Generally, those areas falling within the 65 DNL contour are considered to be subject to noise disturbance. Federal Aviation Regulation (FAR) Part 150, Airport Noise Compatibility Planning, contains Federal standards on determining land use compatibility for given airport noise levels measured in terms of DNL thresholds. All land uses, including residential, are deemed compatible with levels less than 65 DNL. Other land uses, such as industrial and commercial are compatible with somewhat higher DNL levels. xlvii Using the 65 DNL contour allows the identification of noise sensitive communities within all compatible land uses. Therefore, this metric was used as the principal measure of noise impact for Sanford Regional Airport. Master Plan Update Report - Final 62
Chapter 4 Land Use Plan/Economic Analysis Figure 4-9, located at the end of this chapter, illustrates the 65 DNL noise contour for the existing (year 2001) and ultimate (year 2021) aviation activity for Sanford Regional Airport. As indicated in Figure 4-9, the existing 65 DNL noise contour is situated almost entirely within airport property boundaries, with the exception of the northeast approach end of Runway 14. The impacted area is located off of airport property, located within land zoned as suburban business, in which the Town has an avigation easement held in perpetuity. Also depicted in Figure 4-9, the future 65 DNL noise contour (year 2021) is situated almost entirely within airport property boundaries, with the exception of three areas: the northeast approach end of Runway 14 (the area of impact noted in the existing noise contour only larger), midpoint east of Runway 14-32, and west of the approach end of Runway 32/east of Runway 07-25. The impacted areas are located off of airport property, located within land zoned as suburban business, industrial business and rural residential. As mentioned above, the Town has an avigation easement for the suburban business land held in perpetuity. However, there are no existing easements for the two other areas. Table 4-4 outlines the total area of noise impact within the 65 DNL in regards to the airport and adjacent property for both existing and future aviation activity. Table 4-4: Total 65 DNL Noise Impacts Existing and Future Existing 2001 Zoning 1 65 DNL - Total Acres Impacted 2 Suburban Business 0.51 Future 2021 Zoning 1 65 DNL - Total Acres Impacted 2 Suburban Business 2.27 Industrial Business 0.13 Rural Residential 0.46 Notes: 1. Property zoning is determined by the Town of Sanford s land use ordinance xviii 2. Approximate impact totals within each land use area As depicted in Table 4-4, the 65 DNL for the existing 2001 airport activity impacts 0.51 acres of suburban business property. According to FAR Part 150, Airport Noise Compatibility Planning, land zoned as suburban business is considered a compatible land use within the 65 DNL noise contour. The 65 DNL for the future 2021 airport activity impacts 2.27 acres of suburban business property, already identified as a compatible land use above, and 0.13 acres of industrial business property, which is also considered a compatible land use within the 65 DNL noise contour. However, the impact of 0.46 acres of rural residential property, located west of the approach end of Runway 32 and to the east of Runway 07-25, located within the 65 DNL noise contour for the future airport activity, is not considered a compatible land use. Although, there are no residential dwellings currently located on the property, it is recommended that the town of Sanford and the Airport promote a planning process to reduce the probability of the future establishment of residences within this area of impact. The Kennebunk, Kennebunkport, and Wells (KKW) Water District currently owns the property of impact and several other parcels within the area. Discussions with the Water District indicates that this property was purchased in an effort to minimize potential threats of ground water contamination, and to protect the integrity of the groundwater aquifer located beneath this property (the Branch Brook aquifer), which is used as a public water supply for the towns of Kennebunk, Kennebunkport, Wells, and Ogunquit, and for parts of Arundel, Biddeford, and York. In fact, the Water District purchased over 800 acres of land located within the watershed. Therefore, it is assumed that in an effort to protect the groundwater Master Plan Update Report - Final 63
Chapter 4 Land Use Plan/Economic Analysis aquifer, residential dwellings within this impacted area will not be constructed. However, a large number of residential acres, combined with significant tracts of undeveloped residential land, surround the airport, as depicted in the following sections, could potentially present land use conflicts with the airport over the next ten to thirty years and should be monitored. In fact, the development that has occurred to the east of the approach end of Runway 25, known as the Rosenfield Housing Development, is an example of the type of development that should not take place in close proximity to the airport. 4.0 Competitive Industrial Space - Supply and Pricing Indicators This section presents an analysis of the inventory of developed and potentially developable land and existing industrial building inventory in southern Maine and the New Hampshire Seacoast region that will compete, directly and indirectly, with land and buildings in and around the airport property. The market area includes a wide range of industrial and commercial real estate options that would conceivably compete with airport property. These include several traditional industrial and business parks where manufacturing and distribution are the primary uses, as well as a handful of more office and service oriented developments. For comparative purposes, the search for competitive land and buildings in the market area included established industrial and business parks and a sampling of individual buildings and land. Many individual/stand alone industrial and commercial properties (typically mill structures for example) exist throughout the market area. However, due to the age, location, configuration and structural condition, these properties are typically utilized for low value uses (storage for example), and generally do not compete with more modern industrial or business park properties. In addition to property available in organized parks 9, there is a large amount of land that is zoned to allow for industrial or office uses that is either undeveloped (raw land without access roads or utilities serving individual lots) or individual parcels with road or highway access that can readily be sold for this type of use (without further subdivision and/or approvals required). The total inventory of all industrial and commercial property that is available for development in southern Maine and the Seacoast region is not known there is no single source that tracks this information. However, a supply and pricing of land and buildings in established parks and a sampling of individual industrial and commercial buildings and land within the market area has been provided. 4.1 Established Parks Within the Market Area Supply of Land The supply of land in established industrial/business parks in the southern York County and New Hampshire Seacoast regions is limited to a relatively small number of sites a total of ten parks. As indicated in Table 4-5, the supply of land within the region is relatively high and it is believed that a portion of the remaining land is not ideal for immediate development due to limited lot size or the existence of environmental (wetland/topography) issues. 9 Parks typically consist of several lots sharing common access, signage, etc. that are subdivided from a larger land parcel and which include common utilities such as water and sewer. Master Plan Update Report - Final 64
Chapter 4 Land Use Plan/Economic Analysis Location Table 4-5: Commercial/Industrial Properties 2002 York County/Seacoast Region Distance to Name (miles) Land Building Space Natural Water Gas Rail Airport Available Acres Price Per Acre Available Space (square feet) Lease Price Per Square Foot Biddeford Exit 4 Business Park Yes Public N/A 16 29 7,000.00 0 N/A Biddeford Biddeford Industrial Park Yes Public N/A 16 0 N/A 11,500 5.00-6.00 Biddeford Airport Industrial Park Yes Public N/A 16 0 N/A 66,000 5.00-6.00 Biddeford Alfred Road Industrial Park Yes Public N/A 16 0 N/A 30,000 5.00-6.00 Gray Northbrook Business/Industrial Campus Yes Public N/A 15 90 N/A N/A N/A Saco Saco Industrial Park No Public 1 15 50 30-45,000.00 N/A N/A Sanford Sanford Industrial Park Yes Public 12 1 48 25-35,000.00 214,000 4.25 Sanford Sanford Industrial Estates Yes Public N/A 15 25-35,000.00 85,000 3.00-6.00 Wells Wells Business Park Yes Public N/A N/A 61 55,000.00 0 N/A Rochester Granite State Industrial Park Yes Public N/A 1 50 30,000.00 None N/A Portsmouth Pease Tradeport Yes Public N/A On Site 170 130-150K 702,159 3.50-8.00 Source: Maine Department of Community and Economic Development and RKG Associates, Inc. Master Plan Update Report - Final 65
Chapter 4 Land Use Plan/Economic Analysis Within the ten industrial/business parks there is an estimated 500 acres of available land. 10 It should be noted that approximately one-third of this land is contained within the Pease Tradeport in Portsmouth, New Hampshire. Based on interviews with real estate brokers and municipal economic development officials it is estimated that the industrial and flex-space land within the southern Maine and Seacoast market area ranges between 30,000.00 and 150,000.00 dollars per acre with the average being in the 30,000.00 to 40,000.00 dollar per acre range. Services and infrastructure within each of the respective ten industrial/business parks are generally comparable. However, access to major interstate highways is not necessarily comparable between all properties. The Wells, Biddeford and Pease Tradeport parks have immediate access to U.S. Interstate Route 95, the Granite State (Rochester) park is close to the Spaulding turnpike and New Hampshire State Route 16, while the Sanford park is at least seven miles from major highways. Land pricing at Pease Tradeport, which is based on required land leases, sets the top end of the market at 100,000.00 to 150,000.00 dollars per acre. 4.2 Established Parks Within the Market Area - Supply of Buildings/Building Space In terms of available building space, it is estimated that approximately 1,000,000 square feet of industrial/warehouse/flex space is available within the ten industrial parks, approximately 70 percent of it contained within the Pease Tradeport. A single large facility (214,000 square feet) is available within the Sanford Industrial Park across from the airport. Based on discussions with municipal economic development officials, and real estate brokers familiar with the market, industrial, flex and distribution space within the market area is currently leasing in the 3.00 to 7.00 dollar per square foot range. Space within older mill buildings is significantly less expensive ranging between 0.60 cents and 2.00 dollars per square foot. Mill space is typically less expensive than more modern space to lease or buy primarily due to the ceiling height, loading access restrictions, column spacing and other limitations, which limit the usefulness of the building. 4.3 Established Individual Properties Within the Market Area - Supply of Industrial and Commercial Buildings and Land In addition to the properties available within the established industrial and business parks within the market area, there are numerous individual commercial, industrial, warehouse and flex space properties and land available in locations other than these parks. Table 4-6 provides a summary of current offering lease rates and sale prices for commercial, industrial, and flex space properties and land within the Sanford market area, including stand-alone buildings and those in industrial parks. Table 4-6 also shows that industrial, distribution and flex space is currently leasing in the 3.00 to 7.00 dollars per square foot range based on a sampling of properties being offered throughout the market area. These rates are similar to the ones currently being offered for comparable properties in business and industrial parks throughout the market area. Based on a sampling of available industrial land in the region, land is being offered at prices in the 15,000.00 to 36,000.00 dollar per acre range, with the average being around 30,000.00 dollars per acre. Industrial land within this price range is typically serviced with municipal water and sewer and range in size between 1.5 and 26 acres. Transportation access to major interstate highways varies between lots, which also affects price. Land zoned for industrial use, but not yet subdivided, is typically valued at the lower end of the range depending on location, access and whether utilities are close by. 10 It is assumed that not all of the available land supply is developable due to environmental and other limitations. Master Plan Update Report - Final 66
Chapter 4 Land Use Plan/Economic Analysis Location Table 4-6: Available Individual Commercial and Industrial Properties - August 2002 Building Lot Sale or Highway Sub Type (square Size Occupancy Price Lease Access feet) (acres) Property Type Price Per Square Foot Price Per Acre Old Orchard Beach Commercial Retail Lease 15,000 N/A 87 percent N/A N/A 10.00 N/A Sanford Commercial Retail Lease 45,000 N/A 49 percent Rt. 109 N/A 10.00 N/A Biddeford Commercial Automobile Retail Sale 1,350 1.17 100 percent I 95 589,000.00 436.30 N/A Sanford Commercial Retail Sale 16,988 0.39 N/A N/A 139,900.00 8.24 N/A Biddeford Industrial Distribution Lease 2,500 N/A Vacant I 95 N/A 6.25 N/A Biddeford Industrial Distribution Lease 15,400 N/A 65 percent I 95 N/A 6.50 N/A Saco Industrial Distribution Lease 2,800 N/A 78 percent I 95 N/A 72.00 N/A Biddeford Industrial Distribution Lease 62,800 N/A 32 percent I 95 N/A 3.95 N/A Biddeford Industrial Distribution Lease 6,500 N/A N/A I 96 N/A 5.50 N/A Biddeford Industrial Distribution Sale 61,604 5.91 Vacant I 95 1,250,000.00 20.29 N/A Saco Industrial Distribution Sale 10,000 2.07 N/A N/A 550,000.00 55.00 N/A Biddeford Industrial Industrial Lease 5,000 N/A N/A I 95 N/A 7.00 N/A Biddeford Industrial Manufacturing Lease 4,400 N/A Vacant N/A N/A 6.25 N/A Sanford Industrial Flex Lease 26,000 N/A Vacant Rt. 109 N/A 3.50 N/A Sanford Industrial Manufacturing Lease 293,000 Vacant N/A N/A 3.00 N/A Rochester Industrial Manufacturing Lease 200,000 N/A Vacant Spaulding N/A 3.00 N/A Saco Industrial Flex Sale 10,000 N/A N/A I 95 550,000.00 55.00 N/A Sanford Industrial Flex Sale 26,000 8.5 N/A Rt. 109 650,000.00 25.00 N/A Saco Industrial Manufacturing Sale 63,000 1.58 Vacant Rt. 1 330,000.00 5.24 N/A Saco Industrial Manufacturing Sale 93,000 24.0 Vacant I 95 2,350,000.00 25.27 N/A Sanford Industrial Manufacturing Sale 110,000 1.44 N/A Rt. 202 550,000.00 5.00 N/A Biddeford Industrial Manufacturing Sale 11,500 3.0 N/A I 95 450,000.00 39.13 N/A Sanford Industrial Manufacturing Sale 214,745 31.4 N/A Rt. 109 5,100,000.00 23.75 N/A Saco Land Commercial Sale N/A 5.0 Vacant I 95 450,000.00 N/A 90,000.00 Wells Land Commercial Sale N/A 55.6 Vacant I 95 1,995,000.00 N/A 35,881.00 Biddeford Land Commercial Sale N/A 25.6 N/A I 95 650,000.00 N/A 25,391.00 Biddeford Land Industrial Sale N/A 7.15 N/A Rt. 111 1,250,000.00 N/A 174,825.00 Biddeford Land Industrial Sale N/A 26 N/A N/A 390,000.00 N/A 15,000.00 Biddeford Land Industrial Sale N/A 3.6 N/A Rt. 111 63,000.00 N/A 17,310.00 Biddeford Land Industrial Sale N/A 1.4 N/A Rt. 111 50,000.00 N/A 35,845.00 Saco Land N/A Sale N/A 6.4 N/A N/A 159,000.00 N/A 24,844.00 Sanford Land Commercial Sale N/A 0.58 Vacant N/A 53,000.00 N/A 91,379.00 Sanford Land Industrial Sale N/A 2.2 Vacant Rt. 109 75,000.00 N/A 34,091.00 Sanford Land Industrial Sale N/A 2.99 Vacant Rt. 109 75,000.00 N/A 25,084.00 Source: RKG Associates, Inc. Note: Table 4-6 contains a sampling of commercial and industrial properties throughout the market area including NH seacoast. Master Plan Update Report - Final 67
Chapter 4 Land Use Plan/Economic Analysis 5.0 Retail & Commercial Market Indicators In terms of the commercial/retail market, the supply of commercial and retail space in Sanford is currently limited, with the highest quality space currently leasing in the 8.00 to 12.00 dollar per square foot range. Occupancy is high in the more highly desired downtown area (with rates near 12.00 dollars per square foot for ground floor retail space) with some occupancy opportunities along Sanford s retail corridor (Maine State Route 109) leasing in the 10.00 dollar per square foot area. The area just north of the airport (Maine State Route 109 and 4 intersection) has developed into a small-scale regional retail and service hub over the past 10 years. This commercial development has begun to move down Maine State Route 109 towards the airport as indicated by the conversion of several residential properties to commercial uses. Directly adjacent to the airport is a small cluster of commercial uses, including: limited office, automotive, retail, and self-storage. This trend is likely to continue as population and employment grows in the region. 6.0 Future Growth There has been virtually no absorption of industrial land in Sanford over the past year or two, similar to several surrounding communities such as Rochester. Most activity has involved re-positioning of existing employers into different space, rather than new construction. A total of approximately 25 acres were absorbed at the Pease Tradeport in 2002 and a few smaller lots were sold in the parks in the Saco/Biddeford area. Over the past 10 years, it is estimated that the competitive areas have absorbed between 100 and 150 acres. Current market conditions do not foresee a radical change in this absorption trend. Working in Sanford s favor, however, is the fact that both Pease and the Saco/Biddeford area have limited growth potential, so that once these better located properties are gone, demand for industrial land will look inland to Rochester and Sanford or north past Portland. Three growth scenarios are forecast: Low Growth - This scenario predicts very slow growth of industrial and distribution uses over the next 10 to 20 years and results in a regional absorption of only 10 to 20 acres per year, with Sanford getting none of that growth for at least 5 years then gradually growing at 2-3 acres per year thereafter. Moderate Growth - This alternative assumes a modest improvement in the national and New England economies and generates demand for industrial land in Sanford at an average of 5 acres per year. High Growth - This unlikely scenario would see Sanford s industrial base grow at 10 or more acres per year. The land surrounding the airport, including the existing industrial parks, are well positioned to capture the bulk of any new industrial demand in the foreseeable future. Increases in airport activity would spur new development, and aviation-dependent and aviation-related firms will seek locations in close proximity to the airfield. It is anticipated that Sanford will likely capture growth within the low or moderate growth scenarios depending on the demand for industrial land and buildings based on the strength of the New England and national economies. Due to the uncertainty relative to the types of land uses and amount of absorption, an employment forecast for the airport area has not been provided. Master Plan Update Report - Final 68
Chapter 4 Land Use Plan/Economic Analysis Commercial development is likely to continue relatively strongly, following the growth in population as families seek more affordable housing alternatives further away from the major employment centers of the Seacoast NH and Portland. The extension of Sanford s retail corridor down Maine State Route 109 towards the airport will continue with the existing individual parcels and properties consolidated into larger strip-style retail and small office parks. 7.0 Existing Airport Area Zoning Conditions As zoning regulations are the primary determinant of land use within a community, this section examines and reviews the Town s zoning regulations as of July 2002. 7.1 Existing Zoning and Subdivision Regulations According to the town of Sanford s Zoning Ordinance, land within the town is divided into the following zones: Rural Residential (RR) Rural Mixed Use (RMU) Single Family Residential (SFR) General Residential (GR) Residential Development (RD) Office Residential (OR) Office, Research, and Business Park (ORB) Commercial Centers (CC) Suburban Business (SB) Urban Business Zone (UB) Downtown Business (DB) Industrial Business (IB) Industrial Reuse (IR) Airport Development Zone (AD) In addition to the zones mentioned above, Sanford s Zoning Ordinance establishes four overlay zones including: Airport Protection Overlay Zone Airport Clear Zone Transmitter Tower Overlay Zone Rushton Street Institutional Controls Overlay I and II Zones According to the Sanford Zoning Ordinance, the purposes of both the Airport Protection Overlay Zone and the Airport Clear Zone are to ensure compatibility between land uses within the airport vicinity as well as providing standards to ensure that obstructions do not penetrate the airport s imaginary surface (flight operation areas) as well as other potential types of interference (electrical fields, etcetera). Furthermore, the Town has adopted a Shoreland Zoning Ordinance and Floodplain Management Ordinance, which outline respective shoreland and floodplain zones and the corresponding development requirements for each zone. Master Plan Update Report - Final 69
Chapter 4 Land Use Plan/Economic Analysis 7.1.1 Airport Development (AD) Zone According to zoning information provided by the town of Sanford s Planning Department, airport property is subject to the Airport Development (AD) zone. The purpose of the AD zone is to create an area that includes the Sanford Regional Airport, adjacent clear zones and adjacent properties with potential for providing support services to the airport and to promote the smooth and efficient functioning of the airport. xlviii It should be noted that the Sanford Zoning Ordinance was amended to include the AD zone in late 2002. The boundaries of the AD zone are shown in Figure 4-10 (also available in Chapter 8 Airport Plans of this report) with the zone being divided into two subdistricts including: 1. AD Zone Airport Sub District All of the publicly and privately owned property that is used for airport runways and airport runway access activities. Generally, these are areas that are inside the airport fence ; and 2. AD Zone Support Sub District All of the land area located in the AD zone but not in the AD Airport Sub District. Figure 4-10: Airport Development Zone NORTH Airport Development Zone Boundaries Master Plan Update Report - Final 70
Chapter 4 Land Use Plan/Economic Analysis As the airport and surrounding area are generally suited for non-residential land uses, permitted land uses within the AD zone are non-residential. As shown in Table 4-7, permitted uses within the AD zone are defined using the North American Industry Classification System (NAICS). xlix Table 4-7: Permitted Uses within AD Zone Support Area Sector Name Permitted Uses 11 Agriculture, Forestry, Fishing and Hunting 1114 21 Mining none 22 Utilities All but 2211 23 Construction 2362, 2382, 2383 31-33 Manufacturing 3111-3115, 3117-3119, 312-316 (not 3161), 321-322 (not 321114), 323, 326, 332, 333, 334, 337, 339 42 Wholesale Trade all 44-45 Retail Trade 442-446, 448, 451-454, not 45431 48-49 Transportation and Warehousing 481, 484, 485, 4871, 4879, 4881, 4884, 4885, 4889 51 Information all 52 Finance and Insurance all 53 Real Estate and Rental Leasing All Non-Residential Only 54 Professional, Scientific, and Technical Services all 55 Management of Companies and Enterprises all 56 Administrator and Support and Waste Management and Remediate Services All but 562 61 Educational Services All but 6111 62 Health Care and Social Assistance all 71 Arts, Entertainment and Recreation all 72 Accommodation and Food Service all 81 Other Services all 92 Public Administration all Airport Area Sector Name Permitted Uses 48-49 Transportation and Warehousing 481, 4881, 611512 Source: Town of Sanford Zoning Ordinance, Section 11.14 Airport Development Zone l In terms of review authority, land use and development activities within the AD zone require either a site plan review and/or a review by the Planning Director and Airport Manager. For example, the following land use and development activities within the AD zone require a site plan review and approval by the Planning Board: New construction; Expansion of an existing use of 25 percent or more in gross floor area, parking, and/or impervious surface area; Any change in pre-existing, nonconforming use; and Any construction, expansion, renovation, alteration, etcetera, of any land, building or structure that has not been previously reviewed and approved by the Planning Board Master Plan Update Report - Final 71
Chapter 4 Land Use Plan/Economic Analysis A review and approval of land use and development activities by the Planning Director and Airport Manager is required for the following: Change in ownership or management of a use previously used under this section; Expansion of a use previously approved under this section of less than 25 percent in gross floor area, parking, and/or impervious surface area; and Any building, structure or use considered accessory to a use previously approved under this section A series of standards are also required for new, structurally altered, enlarged or moved buildings (typically referred to as dimension or space and bulk requirements) and land within the AD zone. Minimum and/or maximum dimension requirements (lot size, setbacks, building heights, etcetera) are provided for developments within the AD zone. Furthermore, land uses and activities requiring a site plan review are subject to the following development standards: An emergency management plan, which has been reviewed and approved by the town of Sanford Emergency Management Director; A fire protection plan, which has been reviewed by the Fire Chief; A public safety plan, which has been reviewed by the Police Chief; A traffic control plan; and A report indicating how the proposed land use or activity conforms with the Airport Clear zone and Airport Protection Overlay zone Additionally, signs (considered an accessory use to the principal use) erected within the AD zone are subject to the issuance of a sign permit. 8.0 Recommendations for the Airport and Surrounding Area Zoning and Land Use The purpose of this section is to recommend possible changes to the town of Sanford s development regulations that would improve the economic development desirability of the airport area and maintain Sanford s high quality of life. Additionally, this section will identify key issue areas for municipal officials to consider when addressing development regulation amendments. It should be noted that the recommendations put forward within this section should be considered as guidelines or as a framework for revisions to development regulations in the future. As such, no quantitative performance based standards or site-specific recommendations are provided. 8.1 Intent of Performance Based Zoning Standards and Incentives The recent amendment to the town of Sanford s Zoning Ordinance to establish the AD zone represents, from a land use planning perspective, a much improved and needed addition to the Town s land use regulations relative to the airport area. However, it is recommended that the current AD zone be amended to include performance based standards and incentives. Performance based zoning standards create a flexible development environment by setting a minimum set of land use controls based on measuring development impacts rather than establishing development restrictions. Typically, performance standards may address such aspects as building bulk and massing, impervious surface, traffic, parking, noise, landscaping, and open space. In addition, incentive bonus standards encourage and reward those who voluntarily create developments that are most compatible with the stated goals of the airport zone, airport master plan and Sanford Comprehensive Plan. Contract zoning applications are acceptable as well. Master Plan Update Report - Final 72
Chapter 4 Land Use Plan/Economic Analysis Traditional or conventional zoning ordinances and standards typically create rigid, inflexible regulations, which, in some circumstances, generate undesirable land use development and design side effects. As designs and technologies need to change within the marketplace, traditional and conventional approaches to zoning typically fail to adapt and keep pace. With the flexible development environment created by performance based zoning standards, measuring impacts rather than establishing development restrictions, performance based zoning standards adapt more readily to innovations within the marketplace. The benefits of performance zoning include: Flexible development environment which adapts to changing market conditions and technology; A regulatory methodology that is typically well received by developers and investors; and A definite marketing advantage compared to other development sites with traditional zoning Communities which have successfully implemented performance zoning standards include: Havana, Florida Bedford, New Hampshire Breckenridge, Colorado Bucks County, Pennsylvania Cary, North Carolina Largo, Florida 8.2 Performance Based Zoning Standards - Key Issue Areas According to Christopher Duerksen, li there are four issue areas where legal and implementation issues relating to performance based zoning standards may appear: 1. Setting Standards Performance standards must be clear and precise with quantitative standards that have some basis in fact and science. Study and forethought is critical when setting performance standards; 2. Impact of Standards on the Landowner Standards must not negatively affect the reasonable economic use of a property. Setting standards that deny the reasonable economic use of a property may give rise to what is commonly known as a taking; 3. Margin of Error - In its purest form, performance based standards ignore land uses and focus specifically on impacts. As such, there is no established margin of error for separating uses (which is the case with traditional zoning standards) and thus issues about legal nonconforming uses can be a problem. In order to provide a margin of error cushion, performance standards should include language that states that they can be amended at any time where public health and safety issues require; and 4. Implementation As with traditional zoning standards, government personnel and resources are required to administer and enforce performance based standards. Compared to traditional zoning regulations, performance based standards may incorporate more administrative and enforcement requirements by municipal officials depending on the precision of the respective performance standards. 8.3 Goals of Airport Zone Although the primary goal of the airport zone is to encourage economic development in and around the airport, other issues, such as environmental, traffic and safety, must be carefully considered when establishing airport zoning goals. Consideration of these other issues, in addition to the economic goal, creates more marketable and desirable sites for potential business to locate to the zone. Additionally, Master Plan Update Report - Final 73
Chapter 4 Land Use Plan/Economic Analysis the goals of the airport zone must be aligned with the goals of the airport master plan and Sanford s Comprehensive Plan. The goals of the airport zone include: To attract environmentally acceptable aviation dependent, aviation related, and non-aviation dependent commercial, industrial, office, and institutional uses to the area; To encourage diversity in the community tax base through appropriate flexibility in land use and land development; To maximize the economic impact of land in and around the airport on the Sanford economy; To optimize the financial return on public investment in the airport as well as municipal water and sewer infrastructure in the vicinity of the airport; To allow for growth but minimize traffic impacts on Maine State Route 4 and 109 and surrounding streets; To minimize adverse environmental impacts such as water, air, light, and noise pollution; and To insure no impact of airport development zone land uses on airport safety and efficiency 8.4 Airport Zone Boundaries Specific geographic boundaries should be delineated, however, in general terms, the following land areas should be included: All on-airport land; Land along the Maine State Route 109 corridor west of the airport to the Maine State Route 4 intersection; Land in and around the Sanford Industrial Park (north of Maine State Route 109 and the airport). Including the industrial park within the airport zone would create a more definable marketing linkage between the airport and park, and possibly make the park more attractive to aviation dependent uses. As an additional marketing advantage, it is recommended that the entire zone be designated as a free trade Zone. Although the establishment of a Free Trade zone is typically not considered a primary attractant for businesses, municipal officials should not overlook it as an additional marketing benefit (or asset). Furthermore, carefully crafted and attractive performance standards and incentives would be considered a marketing advantage (in the form of predictability and risk reduction) compared to a comparable business location without standards and incentives. It should be noted that there are several large contiguously owned land parcels located south and north east of the airport development zone. As build-out pressure continues in southern York County and the greater Portland regions, it is anticipated that Sanford and its surrounding communities will capture a significant portion of residential development over the next ten years. Due to the high quality of life in Sanford and their close general proximity to the region s employment centers, these parcels could potentially be developed for large-scale residential uses. Large-scale residential developments within close proximity to the airport (in and around runway approaches) are not compatible with future aviation activities at the airport such as the development that has occurred to the east of Runway 25, known as the Rosenfield Housing Development. 8.5 Permitted Uses The following permitted uses are recommended based on the stated goals of the airport zone. All land uses must meet the performance standards established within the airport zone and not produce negative impacts on the surrounding properties, especially the ability of the airport to function as an airport; Master Plan Update Report - Final 74
Chapter 4 Land Use Plan/Economic Analysis Permitted land uses should be defined in general terms, such as manufacturing, warehousing, intermodal facilities, professional and business offices, hotels, motels, restaurants and hospitality services, business center developments, government facilities, financial institutions, commercial services and repair facilities. Failure to use general terms to define permitted land uses reduces the flexibility within the performance standards and therefore potentially impedes the standards from adapting to changing market conditions. These types of land uses should be targeted for development on and around the airport; and Based on development trends, commercial and retail uses should continue to develop along the Maine State Route 109 corridor between Sanford s downtown and Maine State Route 4 over the next decade. It is anticipated that the Maine State Route 109 and Maine State Route 4 intersection, and potentially the airport area, could become a primary development node for Sanford. Developments such as hotel, restaurant and office uses should be encouraged within this area to best complement the desired development goals of the airport 8.6 Prohibited Uses Prohibited uses include, communication towers, solid or hazardous waste facilities, automobile junk yards, public utility lines, man-made open water bodies, etc. Residential dwellings potentially could be included within the airport zone, however, it is recommended that standards and development requirements be set high so as to eliminate any incompatibility with airport noise and other airport operational requirements. Due to the significant acreage contained within contiguously owned land parcels outside of the airport zone but in close proximity to the airport, it is recommended that the Town adopt performance-based regulations for airport approach areas located south and north east of the airport (see Figure 4-11). In addition to performance-based standards, development requirements may include the use of soundproofing materials in dwelling construction and deed covenants that clearly state the likelihood of aviation related noise and overflight within the residential property due to the close proximity to the airport. Master Plan Update Report - Final 75
Chapter 4 Land Use Plan/Economic Analysis Figure 4-11: Residential Performance Zone NORTH Airport Development Zone Boundaries Residential Performance Zone Master Plan Update Report - Final 76
Chapter 4 Land Use Plan/Economic Analysis Figure 4-9: Existing and Ultimate Noise Contours 65 DNL Master Plan Update Report - Final 77
Chapter 5 Demand/Capacity & Facility Requirements Chapter Five: Demand/Capacity & Facility Requirements 1.0 General An airport facilities inventory and projections of aviation activity at Sanford Regional Airport were presented in Chapter 1 Inventory and Chapter 2 Aviation Forecasts, respectively. The inventory and forecasts serve as the basis for planning the facilities needed to meet the area s aviation demand. The purpose of this chapter is to determine if the facilities at Sanford Regional Airport can accommodate the projected planning activity levels. The analysis has identified facility deficiencies where appropriate. This chapter did not focus on theoretical runway capacity levels as calculated in the Federal Aviation Administration (FAA) Capacity Manual as operational capacity is not an issue at current and future operations levels. The following elements were examined, as they are key elements of an airport s development: Facility Requirements o Airside o Landside Maintenance and Snow Removal Equipment Requirements Freight Transportation Requirements Historical Building Disposition In the context of a master plan update, it is necessary to compare prior facility recommendations and analyze what has been implemented before updating the current needs. Recommendations made in the 1987 master plan to meet the deficiencies found at Sanford Regional Airport are outlined in Table 5-1. Master Plan Update Report - Final 78
Chapter 5 Demand/Capacity & Facility Requirements Table 5-1: 1987 Master Plan Recommendations 1987 Recommendations Projects Implemented Runway width for both runways should be reduced from 150 feet to 100 feet wide to meet airport design criteria Runway safety areas should be updated to 500-feet wide and 1,000-feet long. This should also include the displacement of Runway 14 s threshold Runway 14-32 completed in 1994/1995 Runway 07-25 not completed Completed in 1994/1995 (see Section 2.1.6 - Runway Safety Areas of this chapter for further information) Parallel taxiways are needed for both Runways 07-25 and 14-32. They should initially be constructed at 35 feet wide, the design standard, and increased to 50 feet wide during the later part of the 1987 study to accommodate larger jet aircraft that utilize the airport. It was recommended that a parallel taxiway be placed on either side of Runway 14-32 to accommodate future growth between the runways if that growth is to occur Completed a parallel taxiway (40 feet wide) in phases on the east side of Runway 14-32, Taxiway E, in 1995/1996/1997 Runway 07-25 not completed Acquire land to accommodate a future precision approach procedure to Runway 07 Completed in 1992 Install Medium Intensity Approach Light System with Runway Alignment Indicator Lights (MALSR) for an approach to Runway 07 to improve visibility minima Improve approaches to Runway 14-32 by installing Precision Approach Path Indicators (PAPIs) on both runway ends Not completed Completed in 1994 Provide additional apron space for transient aircraft parking Provide additional apron space for based aircraft Provide space for additional t-hangars for based aircraft Provide space for additional conventional hangars for based aircraft Upgrade the terminal area square footage by increasing the size of the public area/waiting room and the fixed based operator (FBO) office and classroom areas Not completed Not completed Not completed Completed - 8 constructed No changes made to existing, east side terminal building. Additional terminal facilities developed on west side terminal building Increase automobile parking space Completed in 1989 Increase fuel storage capabilities Completed in 1998 Upgrade the abandoned Runway 01-19 as a taxiway and convert marking and lighting to taxiway standards Completed in 1994 Master Plan Update Report - Final 79
Chapter 5 Demand/Capacity & Facility Requirements 2.0 Facility Requirements This section analyzes airside and landside facility requirements, maintenance and snow removal equipment requirements, freight transportation requirements, and historical building issues at Sanford Regional Airport. Airside facilities are analyzed in terms of airport design criteria (i.e. runway design criteria, runway length, width, strength, pavement condition, pavement marking, separation distances and taxiway design standards). Visual and navigational aids, runway approach types and airside obstructions are also analyzed. Landside facilities examined include terminal facilities, airport directional signage, aircraft storage hangars, aircraft tie-down parking, automobile parking, aircraft fueling facilities, airport security and security fencing. Chapter 6 - Alternative Development, will review methods and make recommendations for airside and landside layout options to enable facilities identified in this chapter to meet FAA and local design criteria and projected activity levels. 2.1 Airside Requirements The following sections identify the ability of the airport s airside facilities to accommodate projected activity levels. These airside facilities include runways and their related elements. 2.1.1 Airport Design Criteria Chapter 2 Aviation Forecasts, identified the current and future Airport Reference Code (ARC) for Sanford Regional Airport as D-II for Runway 07-25 and C-II for Runway 14-32, with an overall ARC of D-II for the entire airport. Having different design codes for individual runways is common and is dependant upon the characteristics of the most demanding aircraft expected to use that runway on a regular basis. The most demanding aircraft using Runway 14-32 is the Gulfstream III (G-III), with an approach speed of 136 knots and a wingspan of 77.8 feet, while the most demanding aircraft using Runway 07-25 is the Gulfstream IV (G-IV), with an approach speed of 145 knots and a wingspan of 77.8 feet. xxxix Although the G-III and the G-IV have different approach speeds, both aircraft fall under identical design standards in terms of runway/taxiway dimensions and safety areas. The G-III has a maximum certificated takeoff weight (MTOW) of 68,700 pounds, while the G-IV has a MTOW of 71,780 pounds. Both the G-III and the G-IV have a maximum certified landing weight of 58,500 pounds. xxxix In Advisory Circular (AC) 150/5300-13, Airport Design, the FAA outlines design criteria based on the airport s ARC. lii Table 5-2 outlines the design criteria for Sanford Regional Airport s existing and future ARC of D-II. Master Plan Update Report - Final 80
Design Elements Runway Protection Zone (RPZ): Chapter 5 Demand/Capacity & Facility Requirements Table 5-2: Airport Design Criteria D-II Design Criteria (feet unless otherwise indicated) Runway 07 Approach visibility minimums not lower than ¾-mile Runway 25 Approach visibility minimums not lower than 1-mile Runway 14 Approach visibility minimums not lower than 1-mile Master Plan Update Report - Final 81 Runway 32 Approach visibility minimums not lower than 1-mile Length 1,700 1,700 1,700 1,700 Inner Width 1,000 500 500 500 Outer Width 1,510 1,010 1,010 1,010 Runway: Runway 07-25 Runway 14-32 Length 1 See Note 1 See Note 1 Width 100 100 Runway Safety Area (RSA): Length beyond runway end 1,000 1,000 Width 500 500 Runway Obstacle Free Zone (OFZ): Length beyond runway end 200 200 Width 400 400 Inner approach OFZ length 2 N/A 1,700 3 N/A N/A Inner approach OFZ width 2 N/A 400 N/A N/A OFZ Slope 2 N/A 50:1 N/A N/A Runway Object Free Area (OFA): Length beyond runway end 1,000 1,000 Width 800 800 Taxiway/Taxilane: Width 35 35 Taxiway Safety Area (TSA) Width 79 79 Taxiway Object Free Area (OFA) Width 131 131 Taxilane Object Free Area Width 115 115 Runway Separation Standards: Visual runways and runways with not lower than ¾-statute mile approach visibility minimums Runway centerline to taxiway/taxilane centerline 300 300 Runway centerline to aircraft parking area 400 400 Taxiway/Taxilane Separation Standards: Taxiway centerline to parallel taxiway/taxilane centerline Taxiway centerline to a fixed or moveable object Taxilane centerline to parallel taxilane centerline 105 105 65.5 65.5 97 97 Taxilane centerline to a fixed or moveable object 57.5 57.5 Source: Advisory Circular 150/5300-13, Airport Design liii Notes: 1. See further discussion in Section 2.1.2 - Runway Length of this chapter 2. The inner approach OFZ is a defined volume of airspace centered on the approach area. It applies only to runways with an approach lighting system (ALS), such as Runway 25 at Sanford Regional Airport, with an omni-directional approach lighting system (ODALS) as indicated in Chapter 1 Inventory. 3. The inner approach OFZ length is 200 feet beyond the last ALS light unit. The ODALS for Runway 25 extend 1,500 feet beyond the end of the runway threshold; therefore, the inner approach OFZ length is 1,700 feet.
Chapter 5 Demand/Capacity & Facility Requirements Using the design elements depicted above, existing on-airport aviation related facilities and operations were compared with demand projections to determine what, if any, additional facilities are required. 2.1.2 Runway Length Runway requirements at general aviation airports can vary substantially since there is virtually no limit to the type of aircraft that may use the facility. According to AC 150/5300-13, Airport Design, the runway should be designed with adequate length, width, and pavement strength to accommodate the most demanding, or critical, aircraft. liv It is not required that the airport sponsor upgrade the facility to meet the need of any particular aircraft. During assessment of runway length requirements, the following were considered and used as a guide to determine the appropriate runway length for Sanford Regional Airport: 1. Gulfstream Aerospace web page www. gulfstream.com xxxix 2. Advisory Circular (AC) 150/5325-4A, Runway Length Requirements for Airport Design; lv and 3. The FAA computer program for airport design, Airport Design for Microcomputers, Version 4.2 lvi The Gulfstream Aerospace web page lists a takeoff distance of 5,100 feet for the G-III, and 5,450 feet for the G-IV. A landing distance of 3,190 feet is listed for both the G-III and G-IV. The listed takeoff field length requirement for both the G-III and the G-IV indicates that the existing 6,000-foot runway (Runway 07-25) is adequate to accommodate both aircraft. The 5,000-foot runway (Runway 14-32) can accommodate both aircraft; however, in reduced load conditions. Although the listed takeoff distances appear to be adequate for Sanford Regional Airport, these distances are modeled for airports at Sea Level under ideal atmospheric conditions. Sanford Regional Airport has an elevation of 245 feet above Mean Sea Level (MSL) and an average maximum temperature of 80.0 degrees Fahrenheit during the hottest month (July). The performance of both the G-III and G-IV under these conditions differs from that listed on the Gulfstream web page. Therefore, other FAA documentation was used as a guide to determine the appropriate runway length for Sanford Regional Airport. Advisory Circulars are advisory in nature and were used as a guide in determining runway length. According to Chapter 2 of AC 150/5325-4A, when the maximum gross weight of airplanes forecasted to use the runway is over 60,000 pounds, the runway length is normally designed for a specific airplane. lvii The recommended runway length is based on the aircraft s landing and takeoff operating weights, the wing flap settings, the airport elevation and temperature, the runway surface conditions, and the maximum difference in runway centerline elevations. Runway length can then be determined by using such data and aircraft performance graphics available in AC 150/5325-4A. However, the design guidelines in AC 150/5325-4A do not provide aircraft performance curve graphs to determine runway length for the G-III and G-IV aircraft; therefore, the FAA computer program for airport design, Airport Design for Microcomputers, Version 4.2, was used as a means for determining runway length. In order to provide us with runway length recommendations, key criteria, such as airport elevation (245 feet), mean maximum temperature of the hottest month (80.0 degrees Fahrenheit according to the National Climatic Data Center), and maximum difference in runway centerline elevation (6 feet for Runway 07-25, 13 feet for Runway 14-32, according to the 1997 Sanford Regional Airport Layout Plan drawings) were entered into the computer model. xv The only variable data used was the runway condition (wet or dry) and the length of haul by aircraft above 60,000 pounds (500 and 1,000 miles). Table 5-3 depicts the data input and FAA runway length recommendations for Sanford Regional Airport. Master Plan Update Report - Final 82
Chapter 5 Demand/Capacity & Facility Requirements Aircraft and Useful Loads Table 5-3: FAA Runway Length Recommendations Recommended Runway Length (feet) Dry Runway 500 Mile Length of Haul Recommended Runway Length (feet) Dry Runway 1,000 Mile Length of Haul Recommended Runway Length (feet) Wet and Slippery Runway 500 Mile Length of Haul Recommended Runway Length (feet) Wet and Slippery Runway 1,000 Mile Length of Haul Large aircraft of 60,000 pounds or less Runway 07-25 Runway 14-32 Runway 07-25 Runway 14-32 Runway 07-25 Runway 14-32 Runway 07-25 Runway 14-32 75 percent of these large aircraft at 60 percent useful load 4,670 4,740 4,670 4,740 5,310 5,310 5,310 5,310 75 percent of these large aircraft at 90 percent useful load 6,100 6,170 6,100 6,170 6,940 6,940 6,940 6,940 100 percent of these large aircraft at 60 percent useful load 5,170 5,240 5,170 5,240 5,500 5,550 5,500 5,500 100 percent of these large aircraft at 90 percent useful load 7,610 7,680 7,610 7,680 7,610 7,680 7,610 7,680 Large aircraft of more than 60,000 pounds 5,100 5,100 6,050 6,050 5,100 5,100 6,050 6,050 Airport and Runway Data Airport Elevation 245 feet Mean daily maximum temperature of the hottest month 80.0 F Maximum difference in runway centerline elevation Source: Airport Design for Microcomputers, Version 4.2 Runway 07-25: 6 feet Runway 14-32: 13 feet Master Plan Update Report - Final 83
Chapter 5 Demand/Capacity & Facility Requirements Using the criteria calculated above from the FAA s airport design software, and comparing it to the actual runway lengths of 6,000 feet (Runway 07-25) and 5,000 feet (Runway 14-32), the need for a longer runway at Sanford Regional Airport is minimal. According to runway length recommendations in Table 5-3, a 5,100-foot runway is recommended in both wet and dry runway conditions for large aircraft of more than 60,000 pounds for both Runway 07-25 and Runway 14-32; however, a 6,050-foot runway is recommended in both wet and dry runway conditions when the length of haul is increased (the length of haul is the distance traveled). An increase in the length of haul requires a longer runway due to the increase in fuel required for the longer distances traveled, which ultimately increases the takeoff weight. Although, this analysis indicates that the existing runway length for Runway 14-32 (5,000 feet) is adequate at a reduced length of haul in both wet and dry runway conditions, Runway 14-32 s length is inadequate for aircraft of more than 60,000 pounds traveling longer distances in both wet and dry runway conditions. The runway length recommended for Runway 07-25 is adequate in dry and wet runway conditions, and for increases in the length of haul. Also, aircraft that cannot be accommodated on Runway 14-32 have the option of using the longer runway, Runway 07-25. Thus, it has been determined that additional runway length is not required at Sanford Regional Airport within this planning period. 2.1.3 Runway Width As indicated in Table 5-2 of this chapter, a minimum runway pavement width of 100 feet is required for D-II ARC design criteria. The current runway widths of 150 feet for Runway 07-25 and 100 feet for Runway 14-32 meet design criteria and are adequate for Sanford Regional Airport. According to the 1987 AMP lviii and through past discussions with the FAA, lix the extra 50-foot width on Runway 07-25 is marked for removal. However, discussions with airport personnel, the Airport Advisory Committee (AAC) and airport tenants indicate that the additional 50 feet should be maintained to better accommodate larger aircraft that currently use the airport, such as Air Force One, the President s Boeing 757, and future aircraft that may use the airport for freight activity. Recommendations for addressing Runway 07-25 s width are discussed in Chapter 6 Alternative Development. 2.1.4 Runway Pavement Strength/Load Bearing Capacity According to AC 150/5320-6D, Airport Pavement Design and Evaluation, the FAA states that, For design purposes the pavement should be designed for the maximum anticipated takeoff weight of the design aircraft. lx The design aircraft for Runway 07-25, a G-IV, has a MTOW of 71,780 pounds, while the design aircraft for Runway 14-32, a G-III, has a MTOW of 68,700 pounds. Table 5-4 summarizes the load bearing capacity for Runway 07-25 and Runway 14-32. Table 5-4: Runway Load Bearing Capacity (Pounds) Runway Single Wheel (SWL) Dual Wheel (DWL) 07-25 50,000 82,000 14-32 N/A 72,000 Source: HTA, FAA Form 5010, Airport Master Record, viii and the 1987 Airport Master Plan lviii Master Plan Update Report - Final 84
Chapter 5 Demand/Capacity & Facility Requirements The existing load bearing capacities accommodate the existing and future critical aircraft and, therefore, are considered to be adequate. However, the critical aircraft is not necessarily the heaviest aircraft using the runways at Sanford Regional Airport. Thus, the load rating of the runway should not be diminished. 2.1.5 Runway Pavement Condition The Maine Department of Transportation - Office of Passenger Transportation (MDOT-OPT) completed an airside pavement condition survey for Sanford Regional Airport in November 2002. Typically, airport pavement condition is reported as a numerical designation from 100 (best) to 1 (worse) called the pavement condition index (PCI). The PCI indicates the runway s relative condition, as presented in Table 5-5. Table 5-5: PCI Index Legend PCI Index Pavement Condition 85-100 Excellent 70-84 Very Good 55-69 Good 40-54 Fair 25-39 Poor Source: FAA At the time of the survey (2002), Runway 07-25 had a PCI of 73, which is classified as very good. Rehabilitation of the pavement was completed in 1985. Runway 14-32 had a PCI of 96, which is classified as excellent. Reconstruction of that runway was completed in 1994/1995. Although the condition of both runways is either very good or excellent, inevitable deterioration in the pavement will occur. The FAA indicates that the estimated life of runway pavement is 15 to 20 years. The airport has completed basic pavement maintenance such as crack sealing when needed for each runway. Although this should be sufficient maintenance to uphold the integrity of the runways, rehabilitation will be necessary for Runway 07-25 and Runway 14-32 within this planning period. Runway 07-25 will approach its estimated life of 20 years in 2005, while Runway 14-32 will approach its estimated life of 20 years in 2015. Therefore, runway pavement will be evaluated for rehabilitation/reconstruction in 2005 and 2015 (or in association with a larger runway project to help minimize cost) according to the methods and recommendations discussed in Chapter 6 Alternative Development. 2.1.6 Runway Safety Areas The runway safety area (RSA) is a graded, rectangular area, centered on the runway centerline, and extended beyond the runway ends and runway edges. The RSA must be cleared, appropriately graded and drained. It must be free of objects, except those that need to be there due to their function, such as navigational aids. It should be capable of supporting airport mobile equipment, rescue equipment, and the occasional passage of aircraft under dry conditions. Any object located within the RSA higher than three inches must be constructed with frangible supports, with the frangible point no higher than three inches above grade. The maximum permissible longitudinal grade requirement for the first 200 feet of the RSA, beyond the runway ends, is between 0 and 3 percent sloping downward from the runway ends. The maximum permissible longitudinal grade for the remainder of the safety area is a negative grade of Master Plan Update Report - Final 85
Chapter 5 Demand/Capacity & Facility Requirements 5 percent. The negative grade is to ensure that no part of the RSA penetrates the approach surface for that runway. According to D-II ARC design criteria, the FAA requires a safety area width of 500 feet and a length beyond the runway end of 1,000 feet. The following is a description of each RSA: Runway 07-25 The full width of 500 feet and length of 1,000 feet beyond the Runway 07 end meets the standard RSA criteria. The RSA is cleared, appropriately graded/drained and free of objects. The longitudinal grade is relatively flat. The full width of 500 feet meets the standard RSA criteria for Runway 25; however, only the area up to 900 feet beyond the end of Runway 25 meets the standard RSA criteria. The terrain between 900 feet and 1,000 feet, located on the northeast side of the RSA, incorporates Maine State Route 109 and the airport s security fence. Otherwise, the RSA is cleared, appropriately graded/drained and free of objects except those mentioned above and the localizer (the localizer is part of the instrument landing system ILS - navigational aid), which is constructed on frangible supports. The longitudinal grade is relatively flat. Runway 14-32 The full width of 500 feet and length of 1,000 feet beyond Runway 14 meets the standard RSA criteria due to the use of an 895-foot displaced threshold and declared distances. The RSA is cleared, appropriately graded/drained and free of objects. The longitudinal grade is relatively flat. The full width of 500 feet and length of 1,000 feet beyond Runway 32 meets the standard RSA criteria. The RSA is cleared, appropriately graded/drained and free of objects. The longitudinal grade is relatively flat. In conclusion, all runway ends meet the minimum safety area requirements within the overall width of 500 feet and length of 1,000 feet with the exception of Runway 25. A graphic depiction of each RSA is shown in Chapter 8 Airport Plans. Methods and recommendations for meeting RSA criteria for Runway 25 are discussed in Chapter 6 Alternative Development. 2.1.7 Runway Obstacle Free Zone & Runway Object Free Area The runway obstacle free zone (OFZ) is defined as a volume of airspace centered above the runway centerline. This area precludes taxiing and parked aircraft. It is to remain free of obstacles and object penetrations, except for objects that need to be located there because of their function, such as navigational aids. The runway object free area (OFA) requires clearing of above ground objects protruding above the RSA edge elevation, except for navigational aids as mentioned above. According to D-II ARC design criteria, the FAA requires an OFZ width of 400 feet and a length beyond the runway end of 200 feet. The inner approach OFZ applies only to those runways with an approach lighting system, such as Runway 25. The required inner approach OFZ length is 1,700 feet with a width requirement of 400 feet and a slope of 50 feet (horizontally) to one (vertically). Master Plan Update Report - Final 86
Chapter 5 Demand/Capacity & Facility Requirements The OFA has a required width of 800 feet and a length beyond the runway end of 1,000 feet, the same length dimension beyond runway end for the RSA. As with the RSA length beyond runway end, Runway 25 does not meet the minimum required OFA length of 1,000 feet. However, Runways 07, 14 and 32 meet the OFA length and width requirements. All runways meet the OFZ length of 200 feet beyond runway ends and the 400-foot width requirements. A graphic depiction of each OFZ and OFA is shown in Chapter 8 Airport Plans. Methods and recommendations for meeting OFA criteria for Runway 25 are discussed in Chapter 6 Alternative Development. 2.1.8 Runway Protection Zones The runway protection zone (RPZ) is a trapezoidal surface on the ground, centered on the extended runway centerline, and begins 200 feet from the end of usable runway. In AC 150/5300-13, Airport Design, the FAA recommends that certain land uses, such as residences and buildings for public assembly, be prohibited from within the RPZ. They also recommend the exclusion of land uses that attract wildlife within the RPZ. If the RPZ extends into lands that are not owned by the airport, the airport should attempt to either acquire the property or obtain easements that allow the airport to control the height of objects within the RPZ. lxi Runway 07-25 and Runway 14-32 at Sanford Regional Airport are required to meet RPZ design requirements based on the approach type and visibility. Runway 07 has a precision approach with ¾- mile visibility minimums. Runway 25 has a non-precision approach with a 1-mile visibility minimum. Runways 14 and 32 are visual approach runways with a 1-mile visibility minimum. Based on these criteria, the existing RPZ for Runway 07 has an inner width of 1,000 feet, an outer width of 1,510 feet, and extends 1,700 feet. All other runways have an inner width of 500 feet, an outer width of 1,010 feet, and extend 1,700 feet. The RPZ for Runway 07 is located entirely within airport property boundaries. The majority of the RPZ for Runway 25 is located inside of airport property boundaries with the exception of approximately 1.51 acres of the trapezoidal surface. Avigation easements have been obtained for those properties located outside of airport boundaries, which include properties that are zoned Industrial and Business according to the zoning ordinance for the town of Sanford as of November 21, 2000. Approximately 24.46 acres of the trapezoidal surface of the RPZ for Runway 14 is located outside of airport property boundaries. Avigation easements have been obtained for those properties located outside of airport boundaries, which include properties that are zoned Industrial, Business and Suburban Business. Approximately 12.54 acres of the trapezoidal surface of the RPZ for Runway 32 is located outside of airport property boundaries. Avigation easements have been obtained for those properties located outside of airport boundaries, which include properties that are zoned Industrial and Business. A graphic depiction of each RPZ is shown in Chapter 8 Airport Plans. 2.1.9 Runway/Taxiway Separation Standards All runways and taxiways have separation standards that are determined by the airport s approach category and approach visibility minimums. Separation standards are developed for airports to provide Master Plan Update Report - Final 87
Chapter 5 Demand/Capacity & Facility Requirements a safe separation between different airport operations. Runway separation standards are determined from the runway centerline to a parallel runway, a holdline, a taxiway/taxilane centerline, an aircraft parking area, or a helicopter touchdown pad. Taxiway/taxilane separation standards are determined from the taxiway/taxilane centerline to a parallel taxiway/taxilane or a fixed or movable object. The separation standards are depicted in Table 5-2 of this chapter for D-II ARC design. According to the standards for D-II ARC design, Sanford Regional Airport meets runway and taxiway separation standards but does not meet the 57.5-foot taxilane separation standard for the taxilane centerline to a fixed or movable object. Taxilanes 1 and 2, connecting Taxiway Alpha (A) to the east terminal apron s privately owned hangars, located on the east side of the airport, do not meet the separation criteria between the taxilane and the privately owned hangars. However, it is not recommended that the location of the privately owned hangars change. The existing non-standard taxilane separation will be grand fathered, but future development must meet the separation criteria. 2.1.10 Taxiways/Taxilanes Sanford Regional Airport has five taxiways, one access taxiway, or stub taxiway, and two taxilanes as indicated in Chapter 1 Inventory. A minimum taxiway pavement width of 35 feet is required for a D-II ARC design; however, 1987 master plan recommendations indicate that any new taxiways should initially be constructed at 35 feet wide, the design standard, then increased to 50 feet to accommodate larger jet aircraft expected to use the airport. Currently, Taxiways A through Delta (D) are 50 feet wide, while Taxiway Echo (E) is 40 feet wide. There are two access taxilanes connecting Taxiway A to the east terminal apron s privately owned hangars, located on the east side of the airport, that are also 50 feet wide. Therefore, all taxiways/taxilanes surpass D-II design criteria for Sanford Regional Airport and should not be reduced due to the reasons listed above. As indicated in Chapter 1 Inventory, there is no parallel taxiway, or access taxiway, to enter the approach end of Runway 07. Pilots must back-taxi approximately 1,950 feet on the runway, from Taxiway Charlie (C), to get to the approach end of Runway 07 for takeoff. According to AC 150/5300-13, Airport Design, Appendix 16, parallel taxiways are required on precision instrument approach runways, such as Runway 07. lxii Recommendations regarding the provision of a parallel taxiway to Runway 07 are discussed in Chapter 6 Alternative Development. 2.1.11 Taxiway Safety Area & Taxiway/Taxilane Object Free Area Similar to the RSA, a taxiway safety area (TSA) is an area surrounding the taxiway that is to remain free of obstacles or rough terrain, except for objects that need to be located in the TSA because of their function, such as navigational aids. The TSA provides a suitable surface that reduces the risk of damage to aircraft in the event that an aircraft leaves the taxiway environment. The taxiway/taxilane object free area (OFA) surrounds the TSA. Service vehicle roads, parked aircraft, and fixed or moveable objects are prohibited. Only objects that need to be located in the taxiway/taxilane OFA, because of their function, such as navigational aids, are allowed. According to D-II ARC design criteria, the minimum TSA width is 79 feet. The taxiway OFA width is 131 feet, while the taxilane OFA width is 115 feet. Master Plan Update Report - Final 88
Chapter 5 Demand/Capacity & Facility Requirements Taxilanes 1 and 2, connecting Taxiway A to the east terminal apron s privately owned hangars, located on the east side of the airport, do not meet the OFA requirements due to the location of the taxilanes and the privately owned hangars. However, it is not recommended that the location of the privately owned hangars change. The existing non-standard taxilane separation will be grand fathered, but future development must meet the separation criteria. All other taxiways meet the minimum recommended TSA and OFA widths of 79 feet and 131 feet, respectively. 2.1.12 Run-up/Holding Bays Run-up/holding bays provide space for aircraft doing pre-takeoff engine checks or awaiting air traffic control clearance onto a runway. Holding bays also provide a place for aircraft to wait their turn for entrance onto the runway when other traffic is using the runway. According to AC 150/5300-13, Airport Design, holding bays should be appropriately sized to accommodate the most critical aircraft. The bay should remain outside of the runway obstacle free zone and maintain standard runway and taxiway separation standards. Also, the FAA indicates that a holding bay should be provided when runway operations reach a level of 30 operations per hour. lxiii Existing and projected 2021 operations will exceed 30 operations per hour during peak period operations; therefore, requiring formal run-up/holding bays. Currently, there are no holding bays at Sanford Regional Airport. Recommendations regarding the provision of run-up/holding bays are discussed in Chapter 6 Alternative Development. 2.1.13 Visual and Navigational Aids Navigational Aids (navaids) include any visual or electronic devices, either airborne, or on the ground, that provide point-to-point guidance information, or position data to aircraft. As indicated in Chapter 1 Inventory, Sanford Regional Airport has the following instrument approaches: A very high frequency (VHF) omni-directional range (VOR) approach to Runway 25 using the Kennebunk VORTAC, located approximately 4.2 miles southeast from the end of the runway; and An instrument landing system (ILS) approach; a non-directional radio beacon (NDB) approach; and a global positioning system (GPS) approach or VOR approach to Runway 07, using the Kennebunk and Pease VORTAC Due to the navigational systems already in place on Runway 07-25, additional precision, or nonprecision navaids, are not warranted. However, discussions with airport personnel, the AAC, and airport tenants indicate that the installation of a navigational system for Runway 14-32 would enhance operational capabilities for Sanford Regional Airport. Airport personnel, the AAC, and airport tenants indicate that an approach to Runway 32, which is used 50 percent of the time, would be beneficial under instrument flight conditions at Sanford Regional Airport. As for visual aids, the following is required/recommended by the FAA for non-precision and precision approaches according to AC 150/5300-13, Airport Design, liv and AC 150/5340-1H, Standards for Airport Markings, lxiv as outlined in Table 5-6. Master Plan Update Report - Final 89
Chapter 5 Demand/Capacity & Facility Requirements Table 5-6: Required/Recommended Visual Aids Non-precision Visual Aid Approach Precision Approach High Intensity Runway Lights (HIRL) No Yes 1 Medium Intensity Runway Lights (MIRL) Yes 2 Yes 1 Low Intensity Runway Lights (LIRL) Yes 2 - Runway Markings Non-precision Precision Holding Position Signs and Markings Non-precision Precision Approach Lighting System Recommended MALSR, SSALR, or ALSF Source: AC 150/5300-13, Airport Design, and AC 150/5340-1H, Standards for Airport Markings Notes: 1. A precision approach is required to have either HIRL or MIRL 2. A non-precision approach is required to have either MIRL or LIRL Runway 07-25 Runway 07-25 has the following visual aids: 1. High intensity runway edge lights (HIRL) on Runway 07-25 that are in good condition; however, they were installed in 1974 with the electrical wiring directly buried in the ground rather than encased in conduit; 2. ILS marker beacons: outer marker (OM) and middle marker (MM). The outer marker is located off of airport property, approximately 5.9 nautical miles, or 35,849 feet, from the threshold of Runway 07. The middle marker is located on airport property, approximately 0.4 nautical miles, or 2,430 feet, from the threshold of Runway 07. Both are in good condition; 3. A visual approach slope indicator (VASI) located at the approach end of Runway 25 that is in good condition, but is no longer maintainable because parts are no longer manufactured; 4. Precision approach path indicator (PAPI) located at the approach end of Runway 07 that is in good condition; 5. Runway end identifier lights (REILs) located at the approach end of Runway 07 that are in good condition; 6. An omni-directional approach lighting system (ODALS) at the approach end of Runway 25 that is in excellent condition; 7. Precision instrument runway paint markings for Runway 07, which include: runway end identification numbers, centerline markings, threshold markings, aiming point markings, touchdown zone markings and side stripes that are in fair to good condition, but are starting to yellow and appear dull on the light colored pavement; 8. Non-precision instrument runway paint markings for an approach to Runway 25, which include runway end identification numbers, centerline markings, threshold markings, aiming point markings and side stripes that are in fair to good condition, but are starting to yellow and appear dull on the light colored pavement; and 9. Runway signs that are lit and include: holding position, location, and directional signs for Runway 07-25. This runway also has distance remaining signs. All signs are visible, well maintained, and in excellent condition Table 5-7 lists the visual aids for Runway 07-25 that should be upgraded or established within this planning period. Master Plan Update Report - Final 90
Chapter 5 Demand/Capacity & Facility Requirements Table 5-7: Runway 07-25 Visual Aids to be Upgraded or Established Visual Aid Runway 07-25 High Intensity Runway Lights (HIRL) Runway 25 Visual Approach Slope Indicator (VASI) Runway 07-25 Markings Runway 07 Approach Lighting System Recommendation The HIRL are in good condition; however, since they were installed in 1974 with the electrical wiring directly buried in the ground rather than encased in conduit, these lights should be replaced. The VASI, which provides visual approach slope guidance to the runway touch down area, similar to a PAPI system, is no longer maintainable because parts are no longer manufactured; therefore, this system should be replaced with a PAPI system. The runway paint markings on Runway 07-25 should be repainted due to the yellow and faded paint on light colored pavement. Runway 07 does not have the FAA required approach lighting system for a precision instrument runway. The installation of a Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) is recommended. Runway 14-32 Runway 14-32 has the following visual aids: 1. Medium intensity runway edge lights (MIRL) on Runway 14-32 that are in excellent condition; 2. Precision approach path indicators (PAPIs) located at the approach ends of Runway 14 and 32 that are in good condition; 3. Basic runway paint markings for an approach to both Runway 14 and 32, which include runway end identification numbers, centerline markings, and displaced threshold markings, at the Runway 14 approach, that are in excellent condition. The markings were repainted in August of 2002; and 4. Runway signs that are lit and include: holding position, location, and directional signs for Runways 14 and 32. All signs are visible, well maintained, and in excellent condition Runway 14-32 has the visual aids that are most often required or recommended for a visual runway and are, therefore, considered adequate. Other FAA-recommended/required airport visual aids, such as an airport beacon, wind direction indicators, and taxiway lighting and marking, for the most part, are available and are in good condition and are as follows: 1. Taxiway signs that are lit and include: runway holding position, location, and directional signs. They are all in excellent condition, with the exception of two taxiway signs located on Taxiways C and D, which do not have power; 2. Taxiway markings for all taxiways include centerline markings and runway hold position markings. They are in good condition but hard to see on the light colored pavement; 3. Taxiways A, B, and E have medium intensity taxiway lights (MITLs) that are in excellent condition; Master Plan Update Report - Final 91
Chapter 5 Demand/Capacity & Facility Requirements 4. Taxiways C and D do not have taxiway lights; 5. Taxiway lights on Taxiway E are the only taxiway lights that can be radio activated through the common traffic advisory frequency (CTAF), 122.8; however, this frequency also activates Runways 07-25 and 14-32 edge lights, PAPIs and REILs on Runway 07 and ODALS on Runway 25; 6. An airport rotating beacon is located on the west side of the airport, west of Gatehouse Road, off of airport property. The beacon was installed in 1984 and is in good condition; however, the FAA estimates a 15 to 20 year life for airport beacons, thus, this beacon is due for rehabilitation within this planning period; 7. Two unlit windsocks, located at the approach end of Runway 07, and jointly at the approach ends of Runways 25 and 32. Both are in good condition; 8. One segmented circle and associated lighted windsock, located at the approach end of Runway 14, which is in good condition; and 9. There are no known hazard beacons within the vicinity of the airport, however, there are four obstruction lights located on the historic Navy control tower Table 5-8 lists the other FAA-recommended/required airport visual aids that should be upgraded or established within this planning period. Table 5-8: Other FAA-Recommended/Required Airport Visual Aids Visual Aid Taxiway C and D Signs Taxiway C and D Lights Taxiway Markings Recommendation Taxiways C and D do not have power to light their directional signs. Access to a power source is recommended Taxiways C and D do not have taxiway lights. Lighting of both taxiways is recommended The taxiway paint markings should be repainted due to the yellow and faded paint on light colored pavement. Rotating Beacon Rehabilitate beacon within this planning period The airport should plan on upgrading existing or acquiring these visual aids over the course of the planning period. As discussed during the October 2002 AAC meeting, the airport does not have an emergency generator to run the runway and taxiway lights in the event of a local power failure. One of the goals and objectives of the AAC is to install an emergency generator to provide minimal interruption to the flying public. Recommendations to meet the visual and navigational aid requirements/recommendations and the goals and objectives of the AAC are discussed in Chapter 6 Alternative Development. Master Plan Update Report - Final 92
Chapter 5 Demand/Capacity & Facility Requirements 2.1.14 Airside Obstructions/Imaginary Surfaces Federal Aviation Regulation (FAR) Part 77, Objects Affecting Navigable Airspace, establishes imaginary surfaces above airports in an effort to protect navigable airspace from objects/obstructions that may penetrate airspace surrounding our nation s airports. According to Part 77, obstructions are considered to be any manmade objects, objects of natural growth, such as trees or brush, and terrain (ground penetrations). lxv Table 5-9 depicts the imaginary surfaces, which are based on the classification of the runway and the type of approach available. Logically, the dimensions of the imaginary surfaces for a precision instrument approach runway are larger than those associated with a non-precision, or visual runway, to provide greater safety margins for operations in instrument conditions. The location of future facilities will respect those surfaces that need to be protected. Table 5-9: Part 77 Existing Airspace Surfaces Sanford Regional Airport Airport Data Runway 07 1 Runway 25 1 Runway 14 1 Runway 32 1 Classification Precision Non-precision Visual Visual Approach Precision Non-precision Visual Visual Visibility Minimums ¾ mile 1 mile 1 mile 1 mile Airport Elevation 245 Airport Imaginary Surface Runway 07 1 Runway 25 1 Runway 14 1 Runway 32 1 Horizontal Surface: Horizontal Surface Elevation 395 Horizontal Surface Radius 10,000 10,000 5,000 5,000 Conical Surface: Horizontal Distance 4,000 4,000 4,000 4,000 Slope 20:1 20:1 20:1 20:1 Primary Surface: Length beyond runway end 200 200 200 200 Width 1,000 2 1,000 2 500 500 Approach Surface: Horizontal Distance 10,000 and 40,000 3 10,000 5,000 5,000 Inner Edge Width 1,000 1,000 500 500 Outer Edge Width 16,000 3,500 1,500 1,500 Slope 34:1 3 34:1 20:1 20:1 Transitional Surfaces: 7:1 7:1 7:1 7:1 Source: FAR Part 77, Objects Affecting Navigable Airspace Notes: 1. Dimensions are in feet unless otherwise noted 2. The width of the primary surface of a runway is the width prescribed for the most precise approach for either end of that runway; therefore, the precision approach to Runway 07 also determines the primary surface width of 1,000 feet for Runway 25. 3. FAR Part 77's approach surface standards require a horizontal distance of 10,000 feet at a slope of 50 (horizontally) to 1 (vertically) with an additional 40,000 feet at a slope of 40 (horizontally) to 1 (vertically) for all precision instrument runways, such as Runway 07, a precision instrument approach runway with ¾ mile visibility minimums. However, the FAA accepted a slope of 34:1 due to the surrounding mountainous terrain, a common phenomenon within the New England region. The horizontal distance of the precision approach surface for Runway 07 are the approach surface standards required for a precision approach, not the standard distance required for a non-precision approach with a 34:1 slope. This is due to the imaginary surface requirements for a precision approach to Runway 07, which should be maintained even if the 50:1 slope cannot. Master Plan Update Report - Final 93
Chapter 5 Demand/Capacity & Facility Requirements During a site visit to Sanford Regional Airport, imaginary surface obstructions were noted. The surface data for Sanford Regional Airport is based on the airport imaginary surface information presented above. There are some natural and manmade obstructions within the transitional and approach surfaces for Runways 14 and 32 and Runway 07-25. Clearing, grubbing, and seeding of trees, brush and terrain within the airport s imaginary surfaces took place in 1991 for Runway 07-25 and in 1995/1996 for the approach end of Runway 32. However, there are remaining natural and manmade obstructions that remain such as the historic Navy control tower, which is an obstruction to the transitional surface for Runway 07-25. A graphic depiction of the airport imaginary surfaces and imaginary surface obstructions is shown in Chapter 8 Airport Plans. Further discussions of the object penetrations are discussed in Chapter 6 Alternative Development. 2.1.15 Airport Drainage As indicated in Chapter 1 Inventory, Sanford Regional Airport has catch basins located along either side of Runway 07-25, located in pavement, on the edges of the runway, and drainage swales located along either side of Runway 14-32 and Taxiway C. There are four drainage pipes that pass beneath Runway 07-25, one that passes beneath Runway 14-32, and one that passes beneath Taxiway C. Surface water runoff from the area west of Taxiway C and the infield, located between Taxiway C, Runway 07-25 and Runway 14-32, moves via closed drainage systems into drainage swales located around and beneath the runways, to a detention pond, located south of Runway 07-25, then into Branch Brook. The AAC indicated that there are drainage issues on the airport near the maintenance facility, located on the east side of the airport, on the east terminal apron. During heavy rain and snowstorms, there is flooding to nearby on-airport and off-airport properties. Recommendations regarding the drainage issues are discussed in Chapter 6 Alternative Development. 2.1.16 Storm Water Pollution Prevention Plan (SWPPP) and Spill Prevention Control and Countermeasures Plan (SPCC) The Environmental Protection Agency (EPA) requires industries that conduct activities that may harm the nations waters to complete a Storm Water Pollution Prevention Plan (SWPPP). This includes public use airports within the State of Maine. The town of Sanford, in August 1996, in response to recently enacted Federal requirements, submitted a Notice of Intent for Storm Water Discharges Associated with Industrial Activity Under a NPDES General Permit to the United States EPA. The General Permit covers operations at Sanford Regional Airport classified under the following categories: Vehicle Maintenance Areas, Equipment Cleaning Areas, or De-icing Areas at Air Transportation Facilities. As a result of filing the Notice of Intent, the Town agreed to prepare and implement a SWPPP in accordance with guidelines published in the September 29, 1995 Federal Register and to prepare a Spill Prevention Control and Countermeasures (SPCC) Plan. The purpose of a SWPPP is to identify sources of pollution potentially affecting the quality of storm water discharges associated with industrial activity at the airport and to ensure implementation of practices to minimize and control pollutants in storm water discharges. The purpose of a SPCC is to Master Plan Update Report - Final 94
Chapter 5 Demand/Capacity & Facility Requirements identify and describe required procedures, materials, equipment, personnel and response agencies necessary to prevent and minimize the possibility and severity of any oil spills on airport property. Sanford Regional Airport s SWPPP was completed in September 1996 and the SPCC in July 1997. 2.2 Landside Requirements The following sections identify the ability of the airport s landside facilities to accommodate projected aviation activities. These landside facilities include terminal facilities, airport directional signage, aircraft storage hangars, aircraft tie-down parking, automobile parking, aircraft fueling facilities, airport security and security fencing, maintenance and snow removal equipment requirements, freight transportation requirements, and historical building issues. 2.2.1 Terminal Facilities As indicated in Chapter 1 Inventory, Sanford Regional Airport s terminal buildings are located on the east and west sides of the airport. The east terminal building abuts the east terminal apron, between Taxiways A and B, and west of Airport Road and Maine State Route 109. Although the building is in excellent condition, the office space for one FBO, Sanford Air, FBO counter, and a public waiting room used as a central meeting place and waiting space for pilots, visitors and passengers is inadequate according to discussions with the AAC, airport staff, and airport tenants. The 1987 AMP indicates that the 12,750 square foot, one-story, metal frame structure is of inadequate size. Thus, recommendations to upgrade the facility by increasing the size of the public area/waiting room and the fixed based operator (FBO) office and classroom areas were made. The west terminal building abuts the west terminal apron, parallel to Taxiway C, and east of Gatehouse Road and Presidential Lane. The building consists of a 13,650 square foot, two-story, metal frame hangar that is of inadequate size to accommodate future demand according to airport tenants. This building, however, is privately owned, on privately owned property with through the fence access to the airport. The owner of this property is responsible for any necessary upgrades to the building. Recommendations to redesign the east terminal building are discussed in Chapter 6 Alternative Development. 2.2.2 Airport Directional Signage As indicated in Chapter 1 Inventory, the airport directional signage consists of seven signs. These signs are located on key Maine State Route roadways surrounding the airport and at the two main entrances to Sanford Regional Airport. All signs are visible and provide adequate direction to the airport. 2.2.3 Aircraft Storage Hangars/Aircraft Tiedown Parking/Aprons Table 5-10 outlines the existing aircraft storage capacity in either hangars or aircraft tie-downs at Sanford Regional Airport. Master Plan Update Report - Final 95
Chapter 5 Demand/Capacity & Facility Requirements Hangars: Table 5-10: Existing Landside Hangar/Tie-down Facilities Facility Number of Facilities Existing Capacity 1 T-hangar spaces 28 28 Conventional Hangars 18 18 Total Hangar Capacity 46 46 Tie-downs: Paved 21 21 Paved Transient 22 22 Unpaved 0 0 Total Tie-down Capacity 43 43 Source: Town of Sanford, FBO s and local pilots/private hangar owners Note: 1. The listed hangar/tie-down capacity represents the number of aircraft stored within each hangar/tiedown (see Chapter 1 Inventory) according to the inventory conducted in July/August 2002. Although some hangars could potentially accommodate more than one aircraft, this is dependent upon the use of the hangar by the owner. Many facilities are privately owned hangars and it is anticipated that additional aircraft storage space for future use would not be accommodated through those private owners. Most private owners have no desire to rent or share space within their own private facility even though their facility could accommodate more than one aircraft. 2.2.3.1 Based Aircraft Storage Chapter 2 Aviation Forecast, projected the based aircraft fleet to increase from 67-based aircraft in 2001 to 79 in 2021 for a total of 12 additional based aircraft throughout the planning period. The existing based aircraft storage demand is accommodated as outlined below in Table 5-11. Master Plan Update Report - Final 96
Chapter 5 Demand/Capacity & Facility Requirements Table 5-11: 2001 Existing Based Aircraft Storage Demand Facility Number of Storage Facilities Percent of Total Within Each Storage Facility Hangars: T-hangar spaces 28 42 Aircraft Type Within T-Hangar Facilities Single Engine (SE) 24 36 Multi-Engine (ME)/ Turboprop (TP) 3 4 Jet 0 0 Helicopter (HE) 0 0 Other: Glider (GL)/Ultralight (UL) 1 2 Hangars: Conventional Hangars 18 27 Aircraft Type Within Conventional Hangar Facilities Single Engine (SE) 16 24 Multi-Engine (ME)/ Turboprop (TP) 2 3 Jet 1 2 Helicopter (HE) 0 0 Other: Glider (GL)/Ultralight (UL) 0 0 Tie-downs: Paved 21 31 Aircraft Type Within Tie-down Facilities Single Engine (SE) 18 27 Multi-Engine (ME)/ Turboprop (TP) 2 3 Jet 0 0 Helicopter (HE) 0 0 Other: Glider (GL)/Ultralight (UL) 0 0 Total 67 100 It is assumed that the same aircraft storage distribution would be followed throughout the planning period as outlined in Table 5-12. Facility Table 5-12: Projected Landside Storage Facilities Based Aircraft Existing Change 2006 Change 2011 Change 2021 Capacity Total Change Hangars: T-hangar spaces 28 +1 29 +1 30 +3 33 +5 Conventional Hangars 18 +1 19 +1 20 +1 21 +3 Total Hangar Storage 46 +2 48 +2 50 +4 54 +8 Capacity Tie-downs: Paved 21 +1 22 +1 23 +2 25 +4 Total Tie-down Storage Capacity 21 +1 22 +1 23 +2 25 +4 Total Based Aircraft 67 70 73 79 +12 Master Plan Update Report - Final 97
Chapter 5 Demand/Capacity & Facility Requirements Table 5-12 defines the projected landside storage facilities based on forecasts for based aircraft at Sanford Regional Airport. However, discussions with the FBOs indicate that there are currently several aircraft awaiting storage facilities beyond the 12 additional based aircraft forecast for 2021. According to one FBO there are currently 19 customers on their hangar wait list. The majority are single engine aircraft; however, there is one multi-engine and one jet, a Cessna Citation, showing interest in hangar facilities. The other FBO on the airfield indicates that they have 10 customers on a hangar wait list. Six are single engine aircraft, two are multi-engine and two are jets, both Cessna Citations, showing interest in hangar facilities at Sanford Regional Airport. Also, three aircraft may be displaced from the Air Tech West hangar due to future business opportunities that will need to use that space. The aircraft to be displaced include: a multi-engine Grumman Goose, a Cessna Citation, and a Lockheed Electra. Also, there are five small t-hangars, located on the east terminal apron that are in poor condition and are recommended for removal in subsequent chapters. The aircraft in these units will also be displaced and will need to be accommodated in future storage facilities. Therefore, in addition to the forecasted growth of 12 based aircraft by 2021, hangar space is required to accommodate the waiting list of 29 single engine aircraft, 4 multi-engine aircraft and 5 jet aircraft. Therefore, the projection of landside storage facilities for based aircraft was modified as detailed in Table 5-13. Facility Table 5-13: Modified Projected Landside Storage Facilities Based Aircraft Existing Change 2006 Change 2011 Change 2021 Capacity Total Modified Change Hangars: T-hangar spaces 28 +6 34 +6 40 +11 51 +23 Conventional Hangars 18 +5 23 +4 27 +7 34 +16 Total Hangar Storage 46 +11 57 +10 67 +18 85 +39 Capacity Tie-downs: Paved 21 +2 23 +3 26 +5 31 +10 Total Tie-down Storage Capacity 21 +2 23 +3 26 +5 31 +10 Total Based Aircraft 67 80 93 116 +49 Sanford Regional Airport may experience more of a demand for hangars rather than based aircraft tiedown storage space because of the following market factors: 1. Historically, based aircraft owners have shown a strong demand to lease land from Sanford Regional Airport, and construct their own aircraft hangar; 2. Private developers and private aircraft owners have already expressed their desire to build more multiple use hangars and conventional hangars at Sanford Regional Airport; and 3. Typically, aircraft owners prefer to have their aircraft under cover rather than outside Based aircraft tie-down storage space will need to grow by 10 spaces within this planning period. Accommodating this demand by building 10 additional hangars could happen though is dependant on the willingness of the aircraft owners to pay for hangars instead of the tie-downs and the availability of land on which to construct these hangars. The actual mix between hangar and tie-down development should be constructed as necessary (i.e. based on the actual demand). The mix used here is for planning purposes and should not be taken as a proposal in place of an actual request to develop facilities in some other mix. Master Plan Update Report - Final 98
Chapter 5 Demand/Capacity & Facility Requirements 2.2.3.2 Transient Aircraft Storage There are currently 22 available transient aircraft parking spaces at Sanford Regional Airport; however, the number of spaces diminishes depending on the type of aircraft using the parking spaces such as a larger corporate type aircraft requiring more apron space. Also, airport staff and airport tenants indicate that anywhere from 8 to 10 transient parking spaces are non-existent during the winter months due to snow removal operations on the airfield. Therefore, airport staff and airport tenants stress that the 22 spaces are inadequate to accommodate existing transient aircraft. As a result, additional transient aircraft tie-downs are required to meet existing and future demand. It was projected in Chapter 2 Aviation Forecast, that transient aircraft operations would remain at approximately 60 percent of the total annual operations throughout the planning period; currently 41,367 of the total annual operations of 68,945. This equals approximately 113 transient aircraft operations per day. The number of operations projected for 2021 is 61,110. This equals approximately 167 transient aircraft operations per day; however, the FBOs report that there is a much larger percentage of use in the spring/summer months (May through September) than in the winter, and during daytime hours (8:00 am through 4:00 pm) versus nighttime hours (4:00 pm through 8:00 am), which should be accounted for. For the purpose of this study, demand for transient apron space was based on peak spring/summer months and peak daytime hours. The FBO reports that of the annual transient operations, 75 percent take place during the peak spring/summer months. Therefore, of the current 41,367 annual transient operations for 2001, 31,025 operations take place during the peak spring/summer months (41,367 multiplied by 75 percent = 31,025). There are 152 days within the peak spring/summer months; thus 204 transient operations take place per day in the spring/summer (31,025 divided by 152 = 204). The FBOs report that their daily peak hours are during the day from 8:00 am through 4:00 pm. According to Chapter 2 Aviation Forecast, daytime operations account for 75 percent of all operations, while 25 percent of all operations are at night. In order to forecast the number of transient parking spaces needed during peak daytime hours, the number of transient operations per day (204 102 arrivals and 102 departures) was multiplied by 75 percent, which is the percentage of daytime operations, as indicated above; thus 153 (76.5 arrivals and 76.5 departures) transient operations, or 77 aircraft, take place during peak daytime hours (204 multiplied by 75 percent = 153 divided by 2 = 77). Assumed average length of stay for transient arrivals was a minimum of four hours (1/2 of the peak daytime hours); thus 39 transient aircraft are typically present during peak daytime hours based on the average length of stay per transient aircraft. Existing transient apron capacity and future requirements are shown on Table 5-14. Table 5-14: Projected Landside Storage Facilities Transient Aircraft Tie-down Parking Facility Existing Existing Change Capacity Need Change 2006 Change 2011 Change 2021 Tie-downs: Paved Transient Total Storage Capacity Total Change 22 +17 39 +3 42 +5 47 +10 57 +35 22 +17 39 +3 42 +5 47 +10 57 +35 Master Plan Update Report - Final 99
Chapter 5 Demand/Capacity & Facility Requirements 2.2.3.3 Aprons As indicated in Chapter 1 Inventory, Sanford Regional Airport has three asphalt aircraft aprons. The aprons are known as the town apron in front of the hangar currently being leased by Modern Continental, the west terminal apron, and the east terminal apron. Up until the winter of 2002, Modern Continental was leasing the town apron for non-aviation related storage. This apron is located on the west side of the airport, parallel to Taxiway C and is approximately 162,870 square feet. The asphalt in this area is in poor condition. The west terminal apron is approximately 77,875 square feet and is located on the west side of the airport, parallel to Taxiway C. This asphalt apron was rehabilitated in 2000 and is in excellent condition. The east terminal apron is located on the east side of the airport and is split into two areas. The first area is located parallel to Runway 14-32, between Taxiways A and B, with 22 available transient aircraft tie-down parking spaces. The asphalt in this area is in poor condition with some asphalt cracking and weed/grass growth. This apron is approximately 99,000 square feet. The second area is located further to the east, between the existing t-hangars. The asphalt in this area is also in poor condition with some asphalt cracking and weed/grass growth. This apron is approximately 70,000 square feet. Recommendations regarding the additional aircraft storage facilities and reconstruction of the town apron and east terminal apron are discussed in Chapter 6 Alternative Development. 2.2.4 Automobile Parking This section examines the future demand for automobile parking at Sanford Regional Airport. As indicated in Table 5-15 below, there are 140 paved or gravel automobile parking stalls. The lots are located on both the east and west sides of the airport: one paved parking lot and one gravel parking lot are located adjacent to the east terminal building, two paved parking lots are located adjacent to the west terminal building. Table 5-15: Existing Automobile Parking Facilities Automobile Parking Spaces: Number of Facilities Paved 80 Unpaved/Gravel 60 Total Automobile Parking Spaces 140 The paved lot adjacent to the east terminal building provides approximately 42 marked parking stalls that include: seven marked, or placarded ADA, or disability, parking stalls; one taxicab parking stall; and three designated overnight parking stalls. The remaining 31 parking stalls are considered general use. The gravel automobile parking lot located near the east terminal building is approximately 28,500 square feet. This parking area is used for overflow parking with no marked parking stalls; however, it can accommodate approximately 60 vehicles. The paved lots adjacent to the west terminal building provide approximately 38 unmarked parking stalls and the pavement is in poor condition. Airport Advisory Committee (AAC) members, airport personnel and airport tenants have indicated that due to transient travelers and their meeters and greeters, patrons of the restaurant, airport/fbo employees, and based aircraft operators, there is an inadequate number of automobile parking at Sanford Master Plan Update Report - Final 100
Chapter 5 Demand/Capacity & Facility Requirements Regional Airport on the east side of the airport. The two paved parking lots located adjacent to the west terminal building are currently adequate; however, the pavement is in poor condition. To determine the amount of parking required to meet current and future demand throughout the planning period, the demand for parking caused by each type of activity listed above has been calculated and is outlined in the following section. According to data forecast for transient apron space as depicted in Table 5-14, 39 transient aircraft are typically present during peak daytime hours based on the average length of stay per transient aircraft. To forecast the number of automobile parking spaces needed for transient operations, it is assumed that, on average, half of these 39 transient passengers drive themselves to the airport and the other half are dropped off and picked up by meeters/greeters. This indicates that approximately 20 operations will require a parking stall for the aircraft operator, while the other 19 operators will be dropped off or picked up by meeters/greeters. Of these meeters/greeters, it is assumed that during peak periods there will not be more than 50 percent requiring parking at the same time, creating the need for approximately 10 parking stalls for meeters/greeters. This data and these assumptions result in a calculation that 30 automobile parking stalls are required to meet the average peak period demand for existing transient operations. As indicated in Table 5-13 above, the total number of based aircraft is expected to increase throughout the planning period, increasing the number of parking spaces required to accommodate based aircraft operators. The airport tenants who store their aircraft at Sanford Regional Airport have the option to park their automobiles in the hangar or in a designated automobile parking stall. Although a majority of the time automobile parking for based aircraft tenants is added to the design of any new facilities (such as new hangar developments or new tie-down apron developments), taking care of the automobile parking need for based aircraft tenants, additional automobile parking spaces were determined in the event extra parking stalls are needed because tenants choose not to use their personal parking space or because the tenants have visitors. Therefore, it is assumed that approximately 20 percent, or 13 operators, will require an extra parking stall. There are currently 67-based aircraft operators at Sanford Regional Airport. It is also assumed that approximately 50 percent of those based operators, or 34 operators, will have a passenger/visitor requiring additional parking. Therefore, 47 parking stalls are required to meet the existing demand of based aircraft operators. Table 5-16 outlines the projected demand for automobile parking for transient and based aircraft operators throughout the planning period using the method outlined above. Master Plan Update Report - Final 101
Chapter 5 Demand/Capacity & Facility Requirements Table 5-16: Projected Automobile Parking Demand for Transient and Based Aircraft Operations Existing Demand Change 2006 Change 2011 Change 2021 Transient Operators 20 +1 21 +3 24 +5 29 Meeters/Greeters 10 +0 10 +1 11 +3 14 Required Parking Spaces for Transient Operations Required Parking Spaces for Based Aircraft Operations Total Required Aircraft Automobile Parking 30 +1 31 +4 35 +8 43 47 +2 49 +2 51 +5 56 77 +3 80 +6 86 +13 99 Existing Capacity 140 140 140 140 Additional Requirements +0 - +0 - +0 - +0 According to the forecast presented above, no additional automobile parking would be required to accommodate the automobile parking demand for transient and based aircraft operations. However, airport personnel indicate that parking is required to accommodate the patrons and employees located in the east and west terminal buildings (restaurant and FBO patrons and employees). It is estimated that during peak hours there are approximately 5 employees working at the restaurant. While there are usually a significant number of patrons at the establishment during peak hours, the number of parking spaces being used by patrons is estimated to be 15. Although the number of patrons is expected to increase due to the increase in air traffic, this increase has been accounted for in the increased parking requirements for based and transient aircraft operations; therefore, the number of parking stalls is expected to remain fairly constant for the patrons of the restaurant. The number of employees is also expected to remain the same throughout the planning period. This indicates that 20 automobile parking stalls are required to meet the existing and future needs of the patrons and employees of the Cockpit Café at Sanford Regional Airport. It is also necessary to have automobile parking available to the employees of the two FBO s at Sanford Regional Airport. There is currently an estimated need for 10 parking stalls per FBO. It is assumed that the number of employees at each FBO will remain fairly constant throughout the planning period, indicating that 20 automobile parking stalls are required to meet the current and future demand of the employees of the two FBO s at Sanford Regional Airport. Table 5-17 outlines the projected automobile storage facility demand throughout the planning period. Master Plan Update Report - Final 102
Chapter 5 Demand/Capacity & Facility Requirements Transient Operations Based Aircraft Restaurant Patrons/ Employees FBO Employees Total Automobile Parking Spaces Existing Capacity 1 Table 5-17: Total Projected Demand for Automobile Parking Existing Change 1 Change 2006 Change 2011 Change 2021 Demand Total Change 30 +1 31 +4 35 +8 43 +13 47 +2 49 +2 51 +5 56 +9 20 +0 20 +0 20 +0 20 +0 20 +0 20 +0 20 +0 20 +0 140 +0 117 +3 120 +6 126 +13 139 +0 Note: 1. The current parking capacity is not allotted specifically to separate types of operations On a whole, the above data indicates that no additional automobile parking spaces are required. However, airport personnel indicate that parking facilities surrounding the east terminal are too small to accommodate customers during peak daytime hours (peak periods). Also, recommended facilities may require additional automobile parking so that parking is in close proximity to the new facility; therefore, recommendations regarding additional automobile parking spaces are discussed in Chapter 6 Alternative Development. 2.2.5 Aircraft Fueling Facilities As indicated in Chapter 1 Inventory, and Chapter 2 Aviation Forecast, Sanford Regional Airport has the storage capacity of 52,000-gallons of fuel, 22,000-gallons of Jet-A and 30,000-gallons of 100 LL Avgas, which is stored within two fuel farm facilities. These facilities are adequate for the existing and future demand at Sanford Regional Airport per comments from both FBO s and the ready availability of truckload deliveries. 2.2.6 Airport Security Fencing Although airport security fencing is not required under current FAA regulations for Sanford Regional Airport, it is advised by the FAA that the nation s airports provide security fencing as public protection in order to prevent possible wildlife hazards and inadvertent entry to the airport movement area (runways and taxiways) by unauthorized persons or vehicles. Also, increased security awareness is warranted in the wake of the September 11, 2001 attacks. The Transportation Security Agency (TSA) is currently developing regulations for general aviation airports that will require future capital investments in security protection for the airport. Sanford Regional Airport has security fencing that extends around approximately two-thirds of the airport from the approach end of Runway 25, west of Maine State Route 109; around the east terminal apron/building area, parallel to Runway 14-32; and around to the west side of the airport to the historical Navy control tower. The south and southeast sides of the airport are not fenced. It is recommended that at least the airport operating area (AOA), or movement area, be fenced to improve airport security and control wildlife. Master Plan Update Report - Final 103
Chapter 5 Demand/Capacity & Facility Requirements Security fencing, and/or deer fencing, is discussed in Chapter 6 Alternative Development. 3.0 Maintenance and Snow Removal Equipment Requirements This section analyzes snow removal equipment requirements and general maintenance requirements at Sanford Regional Airport. According to AC 150/5220-20, Airport Snow and Ice Control Equipment, the minimum snow removal equipment required for an airport is determined by: 1) the type airport (commercial or non-commercial); 2) the number of annual operations; and 3) the amount of annual snowfall. lxvi Sanford Regional Airport is considered a non-commercial airport with 68,945 reported annual operations for 2001, and 71.2 inches of annual snowfall reported by the National Climatic Data Center (www.ncdc.noaa.gov) for 2001 for Sanford Maine. According to AC 150/5220-20, lxvii and the data provided above, the minimum snow removal equipment requirements for Sanford Regional Airport are as follows: One high-speed rotary plow and supporting, all-wheel drive, carrier vehicle; 11 Two displacement plows of equal capacity, and two, all-wheel drive, carrier vehicles to support the two displacement plows; 11 and Support equipment such as sweepers and wheel loaders to complete the removal of snow from all operational areas including secondary runways, taxiways or aprons As indicated in Chapter 1 Inventory, the airport currently has the following equipment to remove snow at the airport: 1988 Ford F-250 pickup truck with a 9-foot displacement plow; 2000 Chevrolet pickup truck with a 8-foot displacement plow; 1975 SMI 5250 Snow Blower; and 2002 Kodiak NW300 Snow Blower For the most part, the airport has the required snow removal equipment. However, discussions with airport staff indicate that the existing displacement plows and carrier vehicles are too small to effectively remove snow from the runway and taxiway surfaces at Sanford Regional Airport. Also, they indicate that additional support equipment is needed such as a sweeper and a 1-ton dump truck/sander. The airport maintenance garage bay is located on the east side of the airport on the east terminal apron. It cannot accommodate all of the above equipment, forcing maintenance staff to store some of the equipment outdoors. To accommodate its complement of snow equipment and any additional equipment purchased, an equipment storage facility is needed. Recommendations regarding the purchase of additional snow removal equipment and either renovation of the existing, or construction of a new equipment storage facility/maintenance facility, are discussed in Chapter 6 Alternative Development. 11 By FAA definition, a rotary plow, also called a snow blower, is used to cast heavy concentrations of snow away from airport operational areas such as runways and taxiways. A displacement plow is described as a plow with a cutting edge to shear snow from the pavement. Master Plan Update Report - Final 104
Chapter 5 Demand/Capacity & Facility Requirements 4.0 Freight Transportation Requirements As indicated in Chapter 2 Aviation Forecasts, discussions with local airport personnel indicate that attempts are being made to generate interest in Sanford Regional Airport as a base for airfreight operations. The State of Maine has focused a substantial amount of effort on establishing itself as a national and international leader in freight transportation. As stated in Chapter 1 - Inventory, there are several roadways providing vehicular access to Sanford Regional Airport, specifically: U.S. Interstate Route 95, Maine State Route 9, Maine State Route 109, Airport Road, and Maine State Route 4. Because of its convenient location to major roadways, Sanford may be considered a prime location for airfreight operations. Local airport personnel indicated that there have been discussions with one retail freight operator and one major airfreight operator who showed interest in the development of Sanford as a location offering airfreight services. An interest was also indicated in establishing a Free Trade Zone on airport property to enhance Sanford s attraction as a possible location for international airfreight operations. Although there is no empirical data available to support actual projections in terms of the future number of cargo-related flights and tonnage, interviews identified a range of aircraft that would most likely be used in the event of cargo activity at Sanford; Boeing 757 s, for large scale operations, and Cessna Caravans for feeder, or small scale operations. Sufficient interest has been shown in future cargo activity at Sanford Regional Airport to support the recommendation that airport property should be set aside in the event airfreight operations commence at Sanford Regional Airport at a small scale or at a large scale. Recommendations regarding space availability and property acquisition at Sanford Regional Airport are discussed in Chapter 6 Alternative Development. 5.0 Historical Building Disposition Sanford Regional Airport has a historic Navy control tower, located on the west side of the airport. This building was listed as an historic place on the National Register of Historic Places on June 20, 1997 by the United States Department of the Interior, National Park Service. The 1987 airport master plan recommended that this building be relocated. Currently it is an obstruction to the airport s imaginary surfaces for Runway 07-25. Recommendations regarding relocation of the historic Navy control tower are discussed in Chapter 6 Alternative Development. 6.0 Demand/Capacity & Facility Requirements Summary Methods and recommendations regarding the facility requirements are discussed in Chapter 6 Alternative Development. The facility requirements determined for Sanford Regional Airport are based on FAA design criteria, projected activity levels depicted in Chapter 2 Aviation Forecast, and discussions with the AAC members, airport personnel and airport tenants. An analysis of Sanford Regional Airport s operating budget and Capital Improvement Plan (CIP), which includes cost estimates associated with implementing these facility requirements, is discussed in Chapter 7 Capital Improvement Plan & Airport Operations/Finances. Master Plan Update Report - Final 105
Chapter 6 Alternative Development Chapter Six: Alternative Development 1.01.0 General The objective of this chapter is to provide recommendations for development at Sanford Regional Airport in response to the facility requirements depicted in Chapter 5 Demand/Capacity & Facilities Requirements, and to the goals and objectives of the Airport Advisory Committee (AAC) members. Projects identified in this chapter include the following: 1. Projects that enhance safety and are typically recommended for an airport per the advisory circulars (ACs) and the continually updated guidelines of the Federal Aviation Administration (FAA). Such projects are logical additions to the existing airport configuration to facilitate functions that are already occurring at Sanford Regional Airport; 2. Projects that accommodate the activity projected in Chapter 2 Aviation Forecasts; 3. Projects that require additional land acquisition to accommodate future aviation related activities; and 4. Projects that provide potential capacity beyond the forecast demand levels should actual demand exceed those levels Each project is defined indicating the necessity of the required development and any environmental implications of such development. Costs associated with project development will be factored into the analysis; however, cost estimates are not included in this chapter. Through several airport master plan workshop meetings, and discussions with the FAA, the Maine Department of Transportation Office of Passenger Transportation (MDOT-OPT), and the AAC, the preferred methods for future development at Sanford Regional Airport were determined and are included within this chapter and subsequent chapters and are displayed on the ultimate Airport Layout Plan (ALP) in Chapter 8 Airport Plans. An analysis of Sanford Regional Airport s operating budget and Capital Improvement Plan (CIP), which includes cost estimates associated with implementing these facility requirements and recommendations, is discussed in Chapter 7 Capital Improvement Plan & Airport Operations/Finances. The following elements are included in this chapter: Development Considerations Preferred Development Recommendations Table 6-1 outlines the preferred airport development recommended within this chapter for Sanford Regional Airport, while each project is discussed, in turn, below. The facility development is projected to take place within the planning period, 2003 through 2021. Master Plan Update Report - Final 106
Chapter 6 Alternative Development Table 6-1: Preferred Development - Sanford Regional Airport Runway 07-25 Improvements: Rehabilitate/groove Runway 07-25 Install a parallel taxiway (Phase I) to Runway 07-25 from Taxiway C to the approach end of Runway 07 and install a holding bay at the approach end of Runway 07 Reduce the width of Runway 07-25 from 150 feet to 100 feet Redesign drainage along the edges of Runway 07-25 due to the reduction in runway width Remove high intensity runway lights (HIRLs) installed in 1974 and replace with new HIRLs Upgrade Runway 07-25 pavement markings Replace visual approach slope indicators (VASIs) with precision approach path indicators (PAPIs) on Runway 25 Shift the entire runway to the west, extending the runway pavement on the Runway 07 end by 100 feet and relocating the threshold on both runway ends providing a 6,000-foot runway for all operations and providing for a standard RSA and OFA. Obtain land easements for off-airport property located beyond the future approach lighting system for Runway 07 Install a MALSR approach lighting system for an approach to Runway 07 Upgrade lighting on Taxiways C and D: Provide power to the existing directional signs for Taxiways C and D Install medium intensity taxiway lights (MITLs) for Taxiways C and D Install a parallel taxiway (Phase II) to Runway 07-25 from Taxiway C to Taxiway E to access the approach end of Runway 25 Rehabilitate/groove Runway 14-32 Install a holding bay at the approach end of Runway 32 Rehabilitate the airport beacon and purchase a one-acre parcel of land surrounding the beacon, which will place the beacon on airport property Upgrade taxiway pavement paint markings Construct additional transient and based aircraft apron spaces as demand dictates in the following locations: Rehabilitate the east terminal apron pavement, upgrade/modify airport drainage, relocate existing based aircraft tie-downs, and remove stand alone t-hangars on the existing east terminal apron to accommodate 3 transient apron spaces for small multi-engine and small jet aircraft Construct an additional transient apron between the existing east terminal apron and Runway 14-32 to accommodate 6 transient apron spaces for large multi-engine and large jet aircraft and reorganize the location of the existing transient spaces Remove Aerofab hangar and convert area to apron providing an additional 2 transient parking spaces for small multi-engine and small jet aircraft Acquire private property owned by Joseph P. Sullivan, Map - R18, Block 0032, Lot 0000, Book 10206 and Page 191, (according to the town of Sanford s Assessor s Office as of July 23, 2002), which would provide the airport with an additional 5 parking spaces for transient aircraft for small multi-engine and small jet aircraft. Construct 2 additional based turf or paved apron spaces on the east side of the airport, south of the fire station Rehabilitate the town apron on the west side of airport in front of the Modern Continental hangar to accommodate future aviation related development Construct an additional apron and provide 7 transient apron spaces for small multi-engine or small jet transient aircraft, 7 transient apron spaces for large multi-engine or large jet aircraft, and 8 based apron spaces for based aircraft Construct additional based aircraft t-hangars and conventional hangars, necessary taxilanes, access roads, and automobile parking on the east side of the airport (note must avoid drainage ditch in that area). Construct a total of 2 t-hangars, which can accommodate approximately 10 aircraft in each hangar, for a total of 20 units Construct 2 conventional hangars, which are made with larger doors and can accommodate approximately 5 aircraft in each hangar, for a total of 10 units Construct 5 stand-alone conventional hangars, which can accommodate approximately 5 aircraft Master Plan Update Report - Final 107
Chapter 6 Alternative Development Remove 3 t-hangars from the east terminal apron and replace with 4 new conventional units Construct additional based aircraft t-hangars and conventional hangars, necessary taxilanes, access roads, and automobile parking on the west side of the airport. Construct one additional conventional hangar, as a stand-alone conventional hangar, to be located northwest of the west terminal building to accommodate 1 to 2 based aircraft Construct 3 additional conventional hangars south of the town hangar, and east of the town apron, as future conventional hangar developments for larger jet aircraft Construct an additional t-hangar, north of the town hangar, and south of the west terminal building as a future t-hangar development for 6 based aircraft Construct additional automobile parking on the east side of the airport by paving the grass area east of existing east terminal parking lot to provide for 10 additional automobile parking stalls. Add automobile parking lot lighting to the existing and new east terminal parking lot. Upgrade facilities in east terminal building by adding an addition or renovating the existing building for increased office, waiting room and pilot work space Relocate historical Navy control tower Construct a snow removal equipment/maintenance/airport staff building Purchase snow removal equipment Install airport security fencing around the airport operations area (AOA) in four phases Purchase an emergency generator to supply power to the runways and taxiways Purchase additional property surrounding the airport boundaries to secure for future aviation use: A total of 6 parcels - 5 parcels on the west side of the airport, 1 parcel on the east Implement a GPS approach to Runway 32 and install REILs Remove obstructions within the Airport s imaginary surfaces Master Plan Update Report - Final 108
Chapter 6 Alternative Development 2.02.0 Development Considerations As indicated in Chapter 5 Demand/Capacity & Facilities Requirements, Sanford Regional Airport does not meet all of the design criteria for an Airport Reference Code (ARC) of D-II. The majority of the proposed development pertains to runway, taxiway, and visual and navigational aid deficiencies as depicted in Table 6-1. The methods to meet projects that accommodate the activity projected in Chapter 2 Aviation Forecasts, are fairly straightforward and easily implemented; however, the presence of wetlands within the vicinity of Runway 07-25 may cause projects that enhance safety, such as the runway improvements, parallel taxiway development, installation of the MALSR approach lighting system for an approach to Runway 07, and security fence installation to be challenging. Wetland Considerations Wetlands are lands where water covers the soil, or is present either at, or very near, the surface of the soil, either year-round, or for periods of time during the year. Water saturation is the principal factor shaping the nature of soil development and the kind of plant and animal communities living in the wetland. Federally, wetlands are regulated by the Army Corps of Engineers under Section 404 of the Clean Water Act, which requires consideration of the impacts of dredge and fill activities on wetland acreage and wetland functions and values. The premise of this program is that no discharge of dredged or fill material will be allowed if a practicable alternative exists that is less damaging to the environment, or if the action would significantly degrade the nation s waters. Any construction must first take steps to avoid wetland impacts whenever practical. Second, construction must minimize any potential impacts to wetlands, and lastly provide compensation for any remaining, unavoidable impacts through activities to restore or create wetlands. Activities that will result in significant wetland impacts generally require an individual permit from the Army Corps of Engineers. Activities that will have only minimal adverse impacts are often granted general permits up-front by the Army Corps of Engineers. The Smart Associates, Environmental Consultants, Inc. (TSA) have been retained by Hoyle, Tanner & Associates, Inc. (HTA) to delineate, describe, and evaluate wetlands in association with the Airport Master Plan (AMP) Update, for Sanford Regional Airport. According to the scope of work, the wetland delineation and assessment study area pertains to wetlands surrounding Runway 07-25. The study area is as follows: 1,500 feet wide, extending 750 feet in each direction from the centerline of Runway 07-25. This area extends to the security fence on the east side of the airport at the approach end of Runway 25, and 3,000 feet from the west end of the runway, at Runway 07 s approach end. Further analysis of the environmental conditions and wetlands surrounding Runway 07-25 are outlined in Chapter 3 Environmental Conditions Wetland Delineation and Functional Assessment, of this AMP Update; however, a brief overview is available below. Federal and state jurisdictional wetland s boundaries were identified by TSA and then flagged using methods described in the Corps of Engineers Wetland Delineation Manual (ACOE, 1987). xli Jurisdictionalboundaries were based upon observations of the predominance of hydrophytic plant species, the presence of hydric soils and indications of wetland hydrology. Many of the wetlands identified in the project study area are similar in nature, occurring adjacent to the runway and within areas mowed as part of the airport s ongoing airfield maintenance program. The existing vegetation is in the form of grasses, sedges and low-growing forbs, which are different classifications of plants. Wetland classifications for the communities identified are predominately Master Plan Update Report - Final 109
Chapter 6 Alternative Development palustrine emergent, or fresh water wetlands, made up of grasses, sedges and flowering herbs that are typically defined as wetlands that take up an area less than 20 acres and are generally less than 2-meters deep at lower water levels. They are wetlands with persistent vegetation and seasonally flooded conditions. A few wetlands, such as wetlands located to the south of Runway 07-25 and at the approach end of Runway 07, also have forested portions at the outer edges of the study area and some shrub species in areas mowed less frequently. The seasonally flooded hydrologic condition refers to the presence of surface water for extended periods, especially in the early part of the growing season, but is absent by the end of the season in most years. The wetlands, surrounding Runway 07-25 may constrain full development of the parallel taxiway, runway improvements, the MALSR approach lighting system, and installation of security fencing. However, methods for development consider wetland impacts, wetland avoidance, and project cost when providing alternatives for improvement. 3.03.0 Preferred Development Recommendations Table 6-1 provides a review of the projects identified within this chapter that will allow Sanford Regional Airport to meet current FAA airport design criteria; accommodate the activity projected in Chapter 2 Aviation Forecasts; and accommodate future aviation related activities and potential activity beyond the forecast levels should demand exceed those levels. The following sections outline the preferred airport development for Sanford Regional Airport for both airside and landside facility requirements. Some of the development projects should be completed in conjunction with other projects as a logical sequence of development and to reduce the cost for such development. Where that is the case, it is indicated in the following recommendations. 3.1 Runway 07-25 Improvements This section identifies several projects to be completed in conjunction with improvements to Runway 07-25. In order to meet current FAA airport design criteria, the following development projects are recommended: Rehabilitation/grooving Runway 07-25; Installation of a run-up/holding bay and parallel taxiway for Runway 07-25 from Taxiway C to the approach end of Runway 07; Reduce the width of Runway 07-25 from 150 feet to 100 feet, the design width; Redesign drainage along the edges of Runway 07-25 due to the reduction in the runway width; Remove high intensity runway lights (HIRLs) and replace with new HIRLs; Upgrade Runway 07-25 pavement markings; Replace visual approach slope indicators (VASIs) with precision approach path indicators (PAPIs) on Runway 25; Install an approach lighting system to Runway 07; Obtain a standard runway safety area (RSA) and object free area (OFA) for Runway 25 according to FAA design criteria for a D-II airport; and Upgrade lighting on Taxiways C and D Master Plan Update Report - Final 110
Chapter 6 Alternative Development 3.1.1 Rehabilitation/Grooving Runway 07-25 As identified in Chapter 5 Demand/Capacity & Facility Requirements, Runway 07-25 s pavement is in very good condition. The MDOT-OPT completed an airside pavement condition survey for Sanford Regional Airport in November 2002. The pavement condition index (PCI), which indicates the runway s relative condition, was 73 for Runway 07-25, which is classified as very good. Although the airport provides basic pavement maintenance such as crack sealing when needed, inevitable deterioration in the pavement will occur within this planning period. The FAA indicates that the typical life of runway pavement is 15 to 20 years. Runway 07-25 will approach its estimated life of 20 years in 2005. Therefore, Runway 07-25 is recommended for rehabilitation. It is also recommended that the runway pavement be grooved. According to studies completed by the National Aeronautics and Space Administration (NASA), cutting grooves in runway pavement increases braking action on runways by draining rainwater away. Grooving makes surface pavements safer during wet weather operations. Besides providing a better coefficient of friction, grooving helps remove oil, molten rubber and other materials from the tire footprint and facilitates the dispersion of thin ice from the tire path. Thus, it is recommended that the runway be grooved in conjunction with Runway 07-25 s rehabilitation project to provide these benefits to aircraft operating at Sanford Regional Airport. 3.1.2 Parallel Taxiway, Reduction of Runway 07-25 s Width, and Holding Bays As indicated in Chapter 5 Demand/Capacity & Facility Requirements, a minimum runway pavement width of 100 feet is required for Sanford Regional Airport s runways. Currently, Runway 07-25 is 150 feet wide. According to the 1987 AMP, and through past discussions with the FAA, the extra 50-foot width is marked for removal. Presently, there is no parallel taxiway, or access taxiway, to enter the approach end of Runway 07, thus, requiring aircraft to back-taxi approximately 1,950 feet on the runway, from Taxiway C, to get to the approach end of the runway. A 180-degree turn is necessary for takeoff. Discussions with airport personnel, the AAC, and airport tenants indicate that the additional 50 feet should be maintained, and is necessary for, larger aircraft making that turn. The FAA states that because of the design criteria, they will no longer provide funding for the maintenance of the additional 50 feet, which runs the full length of the 6,000-foot runway (300,000 square feet) and if the airport wishes to maintain the current width, future funding would have to be provided by the town of Sanford or the State. In order to alleviate future maintenance cost for the Town and the State, and to meet the goals of airport personnel, the AAC, and airport tenants, it is recommended that the runway width be reduced, the 50 feet of former paved area be converted to turf, and a partial parallel taxiway be constructed from Taxiway C to the approach end of Runway 07. The remaining length of the parallel taxiway, from Taxiway C to Taxiway E to access the approach end of Runway 25, should be installed as necessary (i.e. based on the actual demand for the additional portion of the taxiway). The construction of a parallel taxiway, from Taxiway C to the approach end of Runway 07, would alleviate the need for aircraft to back taxi on the runway, thus, eliminating the need for aircraft to make a 180-degree turn at the approach end for takeoff; therefore, eliminating the necessity for the additional width. Secondly, if the additional 50-foot paved width were removed and replaced with turf, the amount of impervious surface on the airport would be reduced, providing an environmental improvement. Lastly, according to the FAA and AC 150/5300-13, Airport Design, Appendix 16, parallel taxiways are required on precision instrument approach runways, such as Runway 07. lxii As indicated in Chapter 5 Demand/Capacity & Facility Requirements, there are no holding bays at Sanford Regional Airport, which are required according to AC 150/5300-13, Airport Design, during peak period operations. lxiii Airport personnel report that during inclement weather, Runway 07, the Master Plan Update Report - Final 111
Chapter 6 Alternative Development dedicated instrument runway, is used a majority of the time for airport operations. If a holding bay were constructed at the approach end of Runway 07, it would provide space for aircraft doing pretakeoff engine checks or awaiting air traffic control clearances for departure. Holding areas also provide a place for aircraft to wait their turn for entrance onto the runway when other traffic is using the runway. Therefore, a run-up/holding bay is recommended at the approach end of Runway 07 and should be constructed during installation of the partial parallel taxiway. The holding bay should be appropriately sized to accommodate the most critical aircraft. The bay should remain outside of the runway obstacle free zone and maintain standard runway and taxiway separation standards. 3.1.3 Redesign Drainage and Upgrade Runway 07-25 Visual Aids As indicated in Chapter 1 Inventory, Sanford Regional Airport has catch basins located along either side of Runway 07-25, located in pavement, on the edges of the runway and four drainage pipes that pass beneath Runway 07-25. Surface water runoff from Runway 07-25 moves into drainage swales located around and beneath the runway, to a detention pond, located south of Runway 07-25, then into Branch Brook. Due to recommendations to reduce the runway width for Runway 07-25, the existing catch basins will have to be removed and redesigned. Therefore, it is recommended that the drainage redesign be completed in conjunction with Runway 07-25 width improvements. It is recommended that the HIRLs be replaced with new HIRLs and moved closer to the proposed new runway edge in conjunction with Runway 07-25 width improvements. As indicated in Chapter 5 Demand/Capacity & Facility Requirements, the high intensity runway edge lights (HIRLs) on Runway 07-25 are in good condition; however, they were installed in 1974 with the electrical wiring directly buried in the ground rather than encased in conduit. Such an installation, over time, allows the entrance of moisture into the cables, causing the edge lights to malfunction. Also, due to recommendations to reduce the runway width for Runway 07-25, the HIRLs would also have to be moved. Currently, the edge lights are located 75 feet either side of the runway centerline, which is adequate for the existing 150-foot runway. However, according to AC 150/5340-24, Runway and Taxiway Edge Lighting Systems, lights should be located at a maximum distance of 10 feet from the established runway edge. lxviii Due to the reduction in runway width, the runway lights would have to be moved at least 15 feet closer to the new runway edge. Since the lights will need to be moved due to the width, it is also recommended that new HIRLs be installed in conduit to replace the lights installed in 1974. Due to the rehabilitation of Runway 07-25 as recommended above, the runway pavement markings will have to be repainted. Thus, upgrades of the runway pavement markings are recommended during Runway 07-25 s proposed development/improvements. The markings for Runway 07 should include those required for a precision instrument runway as indicated in AC 150/5340-1H, Standards for Airport Markings, which include: runway end identification numbers, centerline markings, threshold markings, aiming point markings, touchdown zone markings and side stripes. lxix The markings for Runway 25 should include those required for a non-precision instrument runway as indicated in AC 150/5340-1H, Standards for Airport Markings, which include: runway end identification numbers, centerline markings, threshold markings, aiming point markings and side stripes. lxix As indicated in Chapter 5 Demand/Capacity & Facility Requirements, the visual approach slope indicator (VASI), which provides visual approach slope guidance to the runway touch down area, similar to a precision approach path indicator (PAPI) system, is no longer maintainable because system parts are no longer manufactured. Therefore, it is recommended that this system be replaced with an updated approach slope guidance system, such as a (PAPI) system. Pilots use Medium Intensity Approach Lighting Systems with Runway Alignment Indicator Lights (MALSR) during an instrument landing approach to align the aircraft with the centerline of the runway. Master Plan Update Report - Final 112
Chapter 6 Alternative Development Up to sixty-three steady-burning lights are used to create a reference plane, and up to eight lights create a sequential strobing flash pattern that rolls toward the runway threshold. According to the 1987 AMP, to improve visibility minima, a MALSR for an approach to Runway 07 was recommended but not installed. As indicated in Chapter 2 Aviation Forecasts, there has been a rapid increase in the business jet aircraft fleet over the past few years. Many new models and several new manufacturers have been introduced into the marketplace. The aircraft fleet mix forecasted by the FAA in FAA Aerospace Forecasts, Fiscal Years 2002-2013 indicates that there will be a strong growth in active general aviation jet aircraft. xxxiv This indicates that the general aviation fleet mix is moving toward more sophisticated, corporate type aircraft. Such aircraft generally desire more sophisticated airport equipment such as visual and navigational aids to assist in an approach to the airport. Also, the FAA requires an approach lighting system for precision instrument runways, such as Runway 07, as indicated in AC 150/5300-13, Airport Design, Appendix 16. lxii Therefore, the installation of a MALSR approach lighting system is recommended within this planning period. If a MALSR approach light system were installed, as recommended above, land and clearance requirements would have to be met according to AC 150/5300-13, Airport Design. lxx Thus, due to the current location of the airport property line, the airport would be required to acquire additional property or obtain land easements for property within Runway 07 s inner-approach obstacle free zone (OFZ), which is 200 feet beyond the outer most light of the approach light system, and 200 feet beyond the existing airport property line. Obtaining land easements is recommended because it is the least expensive way to address the FAA s requirement that the airport control the height of objects and provide a clear line of sight within the OFZ. The purchase of land would be more costly and therefore is not recommended. Taxiways C and D, do not have power to light their existing directional signs, nor do they have taxiway lights, which is standard on all other taxiways at the airport. According to AC 150/5340-24, Runway and Taxiway Edge Lighting Systems, it is recommended that medium intensity taxiway lights (MITLs) be installed on taxiways and aprons on airports using either medium intensity runway lights (MIRLs), such as on Runway 14-32, or high intensity runway lights (HIRLs), such as on Runway 07-25. lxxi Therefore, taxiway lighting for Taxiways C and D is recommended. During taxiway light installation, it is also recommended that the existing directional signs be connected to the same power source. It is recommended that the installation of these lights coincide with construction of the partial parallel taxiway from Taxiway C to the approach end of Runway 07. 3.1.4 Runway 25: Runway Safety Area/Object Free Area Development Alternative Analysis As indicated in Chapter 5 Demand/Capacity & Facilities Requirements, Runway 25 does not meet the standard runway safety area (RSA) or the standard object free area (OFA) requirements for length beyond runway end (standard 1,000 feet, current 900 feet). We analyzed four possible methods of development to address the required RSA and OFA design criteria. A description of each alternative is summarized below. 1. Maintain Runway 07-25 in its existing location and apply for Modification of FAA standards; 2. Relocate Runway 25 s threshold to the west by 100 feet. Providing a 5,900-foot runway for all operations and provide for a standard RSA and OFA; 3. Shift the entire runway to the west, extending the runway pavement on the Runway 07 end by 100 feet and relocating the thresholds on both runway ends. Provide a 6,000-foot runway for all operations and provide for a standard RSA and OFA. 4. Extend the runway pavement by 100 feet on the Runway 07 end, maintaining Runway 07 s existing threshold location by showing a displaced threshold and implementing Master Plan Update Report - Final 113
Chapter 6 Alternative Development declared distances. Displace Runway 25 s threshold by 100 feet to the west and implement declared distances. Provide a 6,000-foot runway for all operations and provide for a standard RSA and OFA on Runway 25. Alternative One: Maintain Runway 07-25 in its existing location and apply for a Modification of FAA standards. Every airport project developed using federal funds must be completed in accordance with FAA design and construction standards. These standards are established in FAA Advisory Circulars and provide for safe operations, quality products and uniformity at all airports. When unique local conditions prevent meeting FAA standards, the airport owner/operator must get approval from the FAA prior to the implementation of a non-standard alternative. The FAA s responsibility is to evaluate the proposed non-standard alternative and determine if it provides acceptable safety and adequate quality compared with the published standards. Although the RSA and OFA misses the design criteria by only 100 feet, which seems fairly insignificant, alternative one is not recommended due to the following: 1. Alternative one does not develop an alternative to meet RSA and OFA standards. Federal Aviation Administration regulations require airports to provide a safety area for each runway. Runway safety areas enhance the safety of aircraft operations by reducing the hazard of structural damage for aircraft that deviate from runway surfaces. Over the years, RSA dimensional standards have increased to maintain an adequate level of safety for newer, larger and faster aircraft. The FAA changed its regulations in 1988, placing a greater emphasis on upgrading safety areas. Nationwide, maintaining or establishing standard RSAs is one of the highest priorities for the FAA; 2. The FAA is analyzing practical improvements at airports within the nation requiring airports to improve safety areas if that airport has safety areas that have the potential to meet FAA standards. The RSA for Runway 25 at Sanford Regional Airport has the potential to meet FAA standards within existing property boundaries; and 3. The need for uniform safety at the nation s public use airports outweighs the cost of RSA development. Alternative Two: Relocate Runway 25 s threshold to the west by 100 feet. Providing a 5,900- foot runway for all operations, and provide for a standard RSA and OFA. Alternative number two would meet RSA/OFA criteria; however, alternative two would reduce the runway length from 6,000 feet to 5,900 feet for all operations. Runway length analysis outlined in Chapter 5 Demand/Capacity & Facilities Requirements, indicates that additional runway length is not warranted for Sanford Regional Airport; however, discussions with airport personnel, members of the AAC, and airport tenants indicate that a reduction in the existing runway length is not warranted either. Chapter 2 Aviation Forecasts, identified the current and future Airport Reference Code (ARC) for Sanford Regional Airport as D-II for the entire airport. The most demanding aircraft using Runway 07-25 is the Gulfstream IV (G-IV), with an approach speed of 145 knots and a wingspan of 77.8 feet. The G-IV has a maximum gross takeoff weight (MTOW) of 71,780 pounds and a maximum certified landing weight of 58,500 pounds. The G-IV is a popular mid-sized corporate jet manufactured by Gulfstream Aerospace, one of the premier makers of corporate aircraft in the world. The G-IV is generally configured for 12 passengers and three-crew and has a normal cruising speed of Mach 0.80 and a maximum range of approximately 4,100 nautical miles, or approximately 4,718 miles. This aircraft is fully capable of flying nonstop coastto-coast. Master Plan Update Report - Final 114
Chapter 6 Alternative Development Corporate jets are now flying longer distances and therefore require more fuel to reach those distances, thus operating at heavier takeoff weights. The longer distance flown is a common phenomenon that is on the rise within the corporate aviation industry. The ranges of today s corporate jets are amazing, placing literally the entire US available to Corporate America. The Global Express aircraft has a maximum range of just less than 7,000 miles, making a transcontinental flight AND ITS RETURN a possibility in this aircraft. The G-V has a range of 7,820 miles, approximately 12 percent greater than that of the Global Express. The G-III has a range of 4,142 miles. Some of the small and mid-size corporate jets are capable of long stage lengths as well. The Challenger 601 (43,250 pounds) has a listed range of 3,900 miles; the Falcon 2000 (36,000 pounds), 3,975 miles; the Hawker 800XP (28,120 pounds), 3,000 miles; and the Learjet 45 (20,500 pounds), 2,617 miles, to name several. The additional allowable aircraft takeoff weight can be calculated in the aircraft safety manuals, which are produced by the aircraft manufacturers for each of their aircraft models. These calculations indicate that the allowable aircraft takeoff weights increase on a longer runway. As indicated in Chapter 2 Aviation Forecasts, the aircraft fleet mix forecasted by the FAA in FAA Aerospace Forecasts, Fiscal Years 2002-2013 indicates a strong growth in the active general aviation jet aircraft fleet. xxxiv This indicates that the general aviation fleet mix is moving toward more sophisticated, corporate type aircraft. Thus, it is anticipated that Sanford Regional Airport will also experience strong growth in active general aviation jet aircraft. Due to the projected increase in jet aircraft, the longer distances flown by jet aircraft, and heavier weights to fly those distances, it is recommended that Runway 07-25 maintain the existing runway length to permit full utilization of the performance capabilities of many of the based and transient corporate jets frequenting Sanford Regional Airport. Therefore, alternative number two is not recommended. Alternative Three: Shift the entire runway to the west, extending the runway pavement on the Runway 07 end by 100 feet and relocating the thresholds on both runway ends. Provide a 6,000- foot runway for all operations and provide for a standard RSA and OFA. Alternative number three would meet RSA/OFA criteria and maintain runway length. Shifting the runway to the west and extending the runway pavement on the Runway 07 end by 100 feet would also require the movement (100-foot move to the west) of several visual and navigational aids such as the location of the runway edges lights, the distance remaining signs and the glide slope antenna for the instrument landing system (ILS). Although, these visual and navigational aids would have to be moved in this alternative, keep in mind that the runway edge lights already have to be moved due to the reduction in runway width. Therefore, there would be an additional cost associated with the relocation of the distance remaining signs and the glide slope antenna, and the additional 100-foot pavement. Although alternative number three would be an appropriate alternative, alternative four should also be explored. Master Plan Update Report - Final 115
Chapter 6 Alternative Development 1.Alternative Four: Extend the runway pavement by 100 feet on the Runway 07 end, maintaining Runway 07 s existing threshold location by showing a displaced threshold and implementing declared distances. Displace Runway 25 s threshold by 100 feet to the west and implement declared distances. Provide a 6,000-foot runway for all operations and provide for a standard RSA and OFA on Runway 25. Alternative number four would also meet RSA/OFA criteria and maintain runway length. Extending the runway pavement by 100 feet on the Runway 07 end, maintaining Runway 07 s existing threshold location, and implementing declared distances would alleviate the need to move several of the visual and navigational aids such as the distance remaining signs and the glide slope antenna. Although, the cost associated with moving these visual and navigational aids would not be included in this alternative, there would still be the additional cost associated with the 100-foot pavement extension, similar to alternative three. Although alternative number four would be an appropriate alternative, alternative three and four should be further analyzed. 3.2 Runway 07-25 Improvements - Alternative Analysis As identified above in Section 3.1 - Runway 07-25 Improvements, several projects are recommended to coincide with improvements to Runway 07-25. Of those projects, installation of a parallel taxiway and a MALSR approach lighting system for an approach to Runway 07, will impact wetlands. In order to select the preferred alternative, wetland impacts and cost associated with such development recommendations were evaluated. As indicated in previous sections, four possible methods of development to address the required RSA and OFA design criteria were analyzed, in which alternatives one and two were not recommended. However, it was recommended that alternative three and four be further analyzed to determine the appropriate method of development to address RSA and OFA design criteria. In order to select the preferred alternative, wetland impacts were analyzed and are depicted in Table 6-2. Master Plan Update Report - Final 116
Chapter 6 Alternative Development Alternative Paved Runway Length (feet) Table 6-2: Runway/Parallel Taxiway/MALSR Development Alternatives Wetland Impacts Operational Lengths (feet) Runway 07 Runway 25 RSA Length (feet) Wetland Impact (Acres) MALSR Takeoff Landing Takeoff Landing Impacts 2 3 6,200 6,000 6,000 6,000 6,000 1,000 (turf) 4 1 6,200 6,000 6,000 6,000 6,000 1,000 (turf) Runway 07 Runway 25 Runway Impacts 1,000 (paved/turf) 1,000 (paved/turf) Taxiway Impacts 0.0 0.023 0.0 0.023 0.43 for road 0.105 for 7 single light poles for a total of 0.54 acres of impact 0.43 for road 0.105 for 7 single light poles for a total of 0.54 acres of impact Total Impacts 3 Notes: 3.1. Implementation of declared distances for alternative 4, only 4.2. MALSR wetland impacts also include impacts due to the construction of a 20 foot wide dirt access road to maintain the MALSR system. The 0.105 acres is an estimate of the impacted acres of wetlands due to the installation of the light poles required for the MALSR approach lights 3. According to the wetland analysis detailed in Chapter 3 Environmental Conditions Wetland Delineation & Functional Assessment of this report, the proposed taxiway impacts Ditch number 12, while the MALSR impacts Wetland number 11. Both are identified as low value wetlands providing ground water recharge/discharge; sediment retention; and wildlife habitat and high value wetlands providing flood storage. 0.56 0.56 Master Plan Update Report - Final 117
Chapter 6 Alternative Development As depicted in Table 6-2, the wetland impacts are identical within each RSA/OFA alternative. The impacts are associated with the implementation of the partial parallel taxiway and MALSR approach lighting system. Therefore, the preferred alternative to meet RSA and OFA criteria should be based on the relative cost differences associated with each alternative and/or the preferred alternatives selected by the AAC. 1.As indicated in Section 3.1 Runway 07-25 Improvements, of this chapter, alternative number three would meet RSA/OFA criteria by shifting the runway by 100 feet to the west, which would also require moving several visual and navigational aids. Therefore, when compared to alternative number four, there would be more cost associated with this alternative. Alternative number four would meet RSA/OFA criteria by extending the runway pavement by 100 feet on the Runway 07 end, maintaining Runway 07 s existing threshold location by displacing the threshold and implementing declared distances. The approach end of Runway 25 would also be displaced by 100 feet and declared distances implemented. Maintaining Runway 07 s existing threshold location would alleviate the need to move several of the visual and navigational aids, thus reducing the cost of this alternative when compared to alternative number three. However, through the AAC workshop meeting process, it was determined that the cost associated with implementing alternative number three is minimal when compared to alternative number four. Also, the airport would rather not have to implement additional declared distances. Therefore, alternative number three is recommended as the preferred alternative. We recommend also that wetland mitigation be included as part of the permitting process during implementation of the partial parallel taxiway and MALSR. 3.3 Runway 14-32 Improvements As indicated in Chapter 5 Demand/Capacity & Facility Requirements, discussions with airport personnel, the AAC, and airport tenants indicate that the installation of a navigational system for Runway 14-32 would enhance operational capabilities for Sanford Regional Airport. They indicate that an approach to Runway 32, which is used 50 percent of the time as indicated in Chapter 1 Inventory, would be beneficial under instrument flight conditions at Sanford Regional Airport, providing airport users with another runway approach option in inclement weather. Currently, the following instrument approaches are provided for an approach to Runway 07-25: A very high frequency (VHF) omni-directional range (VOR) approach to Runway 25 using the Kennebunk VORTAC, located approximately 4.2 miles southeast from the end of the runway; and An instrument landing system (ILS) approach; a non-directional radio beacon (NDB) approach; and a global positioning system (GPS) approach or VOR approach to Runway 07, using the Kennebunk and Pease VORTAC Although the current instrument approaches seem adequate for Sanford Regional Airport, the goals and objectives of airport personnel, the AAC, and airport tenants is to implement a non-precision GPS approach to Runway 32. A GPS approach to Runway 32 would provide the following at Sanford Regional Airport: 1. It would provide instrumental guidance for aircraft landing where currently this capability does not exist on the visual runway; 2. It would provide airport users with another runway approach option during inclement weather; 3. It would enhance flight safety at Sanford Regional Airport by improving position awareness for an approach to Runway 32 permitting accurate aircraft location; and Master Plan Update Report - Final 118
Chapter 6 Alternative Development 4. A GPS approach to Runway 32 would enhance the systems available at the airport for all active general aviation aircraft, especially active general aviation jet aircraft, which are moving toward significant growth according to the FAA in FAA Aerospace Forecasts, Fiscal Years 2002-2013. Therefore, with approval from the FAA, it is recommended that the airport implement a GPS approach to Runway 32. Please note that the addition of a GPS approach at Sanford Regional Airport is determined by the FAA through an airport aerospace analysis, in which the FAA must prioritize the airport s need for future approach systems according to DOT/FAA Order 7031.2C, Airway Planning Standard Number One Terminal Air Navigation Facilities and Air Traffic Control Services. lxxii Such analysis quantifies annual operations conducted on the study runway and a benefit/cost analysis for additional navigational aids is conducted. 3.3.1 Rehabilitation/Grooving Runway 14-32 As identified in Chapter 5 Demand/Capacity & Facility Requirements, Runway 14-32 s pavement is in excellent condition. The MDOT-OPT completed an airside pavement condition survey for Sanford Regional Airport in November 2002. The pavement condition index (PCI), which indicates the runway s relative condition, was 96 for Runway 14-32, which is classified as excellent. Although the airport provides basic pavement maintenance such as crack sealing when needed, inevitable deterioration in the pavement will occur within this planning period. The FAA indicates that the typical life of runway pavement is 15 to 20 years. Runway 14-32 will approach its estimated life of 20 years in 2015. Therefore, Runway 14-32 is recommended for rehabilitation. It is also recommended that the runway pavement be grooved similar to the recommendation made for Runway 07-25. 3.3.2 Holding Bays As indicated in Section 3.1 - Runway 07-25 Improvements, of this chapter, and in Chapter 5 Demand/Capacity & Facility Requirements, there are no holding bays at Sanford Regional Airport, which are required according to AC 150/5300-13, Airport Design, during peak period operations. lxiii A formal run-up/holding bay is recommended at the approach end of Runway 07. It is reported by airport personnel that Runway 32 would also benefit from a holding bay i.e. providing space for aircraft doing pre-takeoff engine checks or awaiting air traffic control clearances for departure. Therefore, a formal run-up/holding bay is also recommended at the approach end of Runway 32. The holding bay should be appropriately sized to accommodate the most critical aircraft. The bay should remain outside of the runway obstacle free zone and maintain standard runway and taxiway separation standards. 3.4 Visual and Navigational Aids Chapter 5 Demand/Capacity & Facilities Requirements, indicates that over the course of the planning period the airport should upgrade the existing or acquire the future visual aids as depicted below. Runway 07-25: install new High Intensity Runway Lights (HIRL) Runway 25: replace Visual Approach Slope Indicator (VASI) with a precision approach path indicator (PAPI) Runway 07-25: upgrade runway markings Runway 07: Install an approach lighting system Runway 14-32: install runway end identification lights (REILs) Master Plan Update Report - Final 119
Chapter 6 Alternative Development Upgrade power supply to the signs for Taxiways C and D Install lights on Taxiways C and D Upgrade taxiway markings Upgrade rotating beacon In Section 3.1 - Runway 07-25 Improvements of this chapter, the following visual aids were recommended for an upgrade during improvements for Runway 07-25: Runway 07-25: install new High Intensity Runway Lights (HIRL) Runway 25: replace Visual Approach Slope Indicator (VASI) with a precision approach path indicator (PAPI) Runway 07-25: upgrade runway markings Runway 07: Install an approach lighting system Upgrade power supply to the signs for Taxiways C and D Install lights on Taxiways C and D It is recommended that the remaining visual and navigational aids also be upgraded or acquired as depicted in the following sections. 3.4.1 Runway 14-32: Runway End Identification Lights (REILs) To enhance instrument approach procedures, the FAA recommends that runway end identification lights (REILs) be installed for circling and straight-in non-precision approaches. The REILs aid pilots in locating the approach end of a runway. If a GPS approach were implemented for an approach to Runway 32, low cost visual guidance aids such as REILS would enhance the pilot s visibility of the runway environment and enhance the safety of the instrument approach to Runway 32. The installation of these systems would not reduce visibility minimums for that runway; however, installation of such systems would address the FAA s recommendation to provide low cost visual guidance aids to airports/runways without approach lighting systems. lxxiii Therefore, it is recommended that REILS be installed for an approach to Runway 32 during implementation of a GPS approach to that runway. 3.4.2 Taxiway Markings As indicated in Chapter 1 Inventory, taxiway markings for all taxiways include centerline markings and runway hold position markings, as well as edge markings on Taxiway C, only. They are in good condition but hard to see on the light colored pavement. According to AC 150/5340-1H, Standards for Airport Markings, for better visibility, taxiway paint markings could be repainted on a black background when the paint appears on dull or light colored pavement. lxxiv Therefore, it is recommended that taxiway paint markings be repainted either on a black background or in such a way that allows for greater visibility on light colored pavement. 3.4.3 Rotating Beacon An airport rotating beacon is located on the west side of the airport, west of Gatehouse Road, on private property. The beacon was installed in 1984 and is in good condition; however, the FAA estimates a 15 to 20 year life for airport beacons. Therefore, this beacon should be rehabilitated within this planning period (2004). Rehabilitation normally includes, although not always requires, new electrical connections, a new motor for light rotation, a new light beacon, and new light structure. Master Plan Update Report - Final 120
Chapter 6 Alternative Development Discussions with the airport manager indicate that a one-acre parcel of land surrounding the airport beacon may become available for purchase. Although the airport has deeded rights to access this property to maintain the airport beacon, ownership of the property is desirable; therefore, it is recommended that the airport purchase the one-acre parcel of land. 3.5 Aircraft Storage Facilities/Aprons As indicated in Chapter 5 Demand/Capacity & Facilities Requirements, Sanford Regional Airport currently has the following aircraft storage facilities: Three asphalt aircraft aprons with a total of 22 transient and 21 based aircraft tiedown spaces. The aprons are known as the town apron in front of the hangar currently owned by Modern Continental, the west terminal apron, and the east terminal apron. Note that not all aprons are used to store aircraft due to their poor condition or other non-aviation uses; and Twenty-eight t-hangars and 18 conventional stand-alone hangars In that same chapter, we analyzed the existing facilities and projected future aircraft storage facility needs for both transient and based aircraft. Recommendations made within the following sections include updating existing poor/deteriorating facilities and creating new facilities on both the east and west sides of the airport to accommodate both existing and future facility needs. It also incorporates constructing necessary aprons, taxilanes, access roads, and automobile parking to accommodate those future facilities. Airport personnel, members of the AAC, and airport tenants indicate that the airport layout plan should be designed to show both projects that accommodate the needs of future aircraft storage facilities within this planning period and projects that accommodate potential activity beyond the forecast levels should demand exceed those levels, i.e. a total build-out approach. Although we show a total build-out approach, the upgrade and/or construction of future facilities and components should be incorporated into the planning process as necessary (i.e. based on the actual activity levels). Note that all transient apron spaces have been designed for power-in and power-out operations (i.e. no tugging of aircraft required), which is more desirable for transient aprons and transient operations. In order to assess locations on the airport that would accommodate transient aircraft, the dimensions from a mix of aircraft frequenting Sanford Regional Airport were used, i.e. small and large multi-engine aircraft and small and large jet aircraft. Recommended aircraft storage facilities are identified in Chapter 8 Airport Plans. 3.5.1 Aircraft Storage Facilities - East Side of the Airport The following sections identify the ability of the airport s facilities to accommodate projected aviation activities on the east side of the airport, or east of Runway 14-32. These facilities include upgrades of existing facilities and/or construction of future facilities such as aprons and hangars to accommodate projected needs. 3.5.1.1 East Terminal Apron The east terminal apron is located on the east side of the airport and is split into two areas. The first area is located parallel to Runway 14-32, between Taxiways A and B. The second area is located further to the east, between the existing t-hangars. This apron is used for both transient and based aircraft Master Plan Update Report - Final 121
Chapter 6 Alternative Development parking. The asphalt in both areas is deteriorating, as indicated in Figure 6-1, creating the possibility that loose pieces of asphalt and rock could appear on the apron and runway surface and be ingested into an aircraft engine, which may cause considerable and costly damage to an aircraft. Due to the poor/deteriorating pavement condition, it is recommended that the entire apron be rehabilitated within this planning period. Figure 6-1: East Terminal Apron As indicated in Chapter 1 Inventory, there are drainage issues on the airport near the maintenance facility, located on the eastern edge of the east apron, to the east of the existing t-hangars. During heavy rain and snowstorms, there is flooding to nearby on-airport and off-airport properties. Therefore, it is recommended that the drainage be upgraded/modified during rehabilitation of the apron. 3.5.1.2 East Side Transient Aircraft Apron Space According to AC 150/5300-13, Airport Design, transient aircraft parking should be accommodated in close proximity to other aviation related services such as the airport terminal facilities, fueling facilities, and surface transportation. lxxv The needs for transient apron spaces are required to accommodate both existing and future demand. Projected demand indicates that 35 additional transient aircraft parking stalls are needed by the end of this planning period. To meet existing demand, it is indicated that 17 additional transient aircraft parking stalls are needed. The transient aircraft parking needs will be depicted on both the east and west sides of the airport to accommodate the needs of both fixed based operators (FBO); however, this section indicates what can be accommodated on the east terminal apron. During the east terminal apron rehabilitation and due to the tremendous need for transient apron space at Sanford Regional Airport, it is recommended that the existing 16-based aircraft tie-downs and the existing stand-alone t-hangars be removed and accommodated at other locations within airport property. The aircraft to be displaced from the stand-alone t-hangars have been included in the projected hangar needs; however, the 16-based tie-downs were not and will need to be accommodated at Master Plan Update Report - Final 122
Chapter 6 Alternative Development another location on airport property (see Section 3.5.1.3 - East Side Based Aircraft Apron Space of this chapter for location). Therefore, it is recommended that the existing 16-based aircraft tie-downs be relocated and the stand-alone t-hangars be removed to provide for approximately 3 transient apron spaces for small multi-engine and smaller jet aircraft. If these facilities where relocated, transient aircraft parking could be better accommodated and serviced if located in close proximity to other aviation related services. Typically, based aircraft are further removed from such facilities. It is also recommended that the airport expand the apron to the west and construct a new apron between the existing apron and Runway 14-32, between Taxiways A and B. An additional 6 transient apron spaces for larger jet aircraft could be accommodated in this location. Reorganization of the existing transient spaces further to the northeast is required to allow for power-in and power-out operations for transient aircraft. The property containing the Aerofab hangar and apron was purchased by the town of Sanford in 2000, (Map - R18, Block 0032, Lot 0000, Book 10206 and Page 191), and the buildings are scheduled for removal during the summer of 2003 due to the age and poor condition. 12 Therefore, the area is available for future apron space. It is recommended that the town proceed with the removal of the buildings and reconstruct the apron to accommodate approximately 2 transient apron spaces for small multi-engine and smaller jet aircraft. There is an existing piece of property located adjacent, and north of, the recently purchased Aerofab property, which is privately owned by Joseph P. Sullivan (Map - R18, Block 0032, Lot 0000, Book 10206 and Page 191). 12 If purchased, this property would provide the airport with additional transient parking facilities. Although this property is not listed for sale, past airport master plan reports have recommended that this parcel be purchased if ever on the market. We recommend the same in this master plan report to accommodate an additional 5 transient apron spaces for small multi-engine and small jet aircraft. Although the creation of the transient apron spaces on the east terminal apron may accommodate approximately 16 additional transient aircraft, almost meeting the existing need of 17 transient apron spaces, they do not accommodate all of the transient spaces projected within this planning period. Therefore, additional apron spaces are recommended for development on the west side of the airport. 3.5.1.3 East Side Based Aircraft Apron Space As indicated in Chapter 5 Demand/Capacity & Facilities Requirements, 10-based aircraft tie-downs are projected for Sanford Regional Airport to meet future demand within this planning period. According to AC 150/5300-13, Airport Design, the location of based aircraft tie-down apron space should be separate from transient aircraft apron space; however, this does not mean that based aircraft tie-down apron space should not be located in close proximity to other aviation related services such as the airport terminal facilities, fueling facilities, and surface transportation. lxxv However, they normally are located further removed from these facilities allowing transient aircraft closer proximity. Due to the needed apron space for based aircraft, it is recommended that either a turf or paved apron be constructed to accommodate approximately 2 based aircraft apron spaces to the east of the existing t-hangars, south of the fire department s South Sanford station. Also, to replace the 16- based aircraft that were relocated to accommodate transient apron spaces, on the east terminal apron, it is recommended that a new apron be constructed east of Taxiway E, south of the 12 Book and page numbers pertain to the numbers recognized through the town of Sanford s Assessor s Office as of July 23, 2002. The actual location of the lot is available graphically in Chapter 8 Airport Plans Master Plan Update Report - Final 123
Chapter 6 Alternative Development existing t-hangars (see Chapter 8 Airport Plans, for location). Additional based aircraft apron spaces are also recommended for development on the west side of the airport. 3.5.1.4 East Side - Hangars As indicated in Chapter 5 Demand/Capacity & Facilities Requirements, 23 t-hangars and 16 conventional hangars (a total of 39) are projected for Sanford Regional Airport by the end of the planning period. During previous airport advisory committee meetings/workshops, the AAC discussed the appropriate development methods for hangars due to problems with ice and snow build-up experienced along the doors of the hangars during the winter months. Members of the AAC indicate that during the winter months some of the t-hangars, with their doors facing to the east, cannot be used due to snow and ice build-up. The hangars facing east do not get adequate warming from the sun to melt the snow and ice, typically blocking t-hangar doors. Therefore, alternative hangar development options were reviewed. Based on data in the Architectural Graphic Standards Book, 8th Edition, the highest winter (Dec 21) solar heat gain at 48 degrees latitude, which is close to Sanford, occurs directly from the south. Thus, it was determined that orienting the ends of the hangars north/south will provide both sides of the hangar with the maximum heat gain and facilitate snow and ice control. This was the same approach taken at the Pease International Tradeport in Portsmouth, New Hampshire and has proven to be successful. Correct positioning of the hangars will allow hangars to be constructed with access to both sides of the hangar such as nested t-hangars, depicted in Figure 6-2, which is developed to provide access to both sides of the hangar also providing for less apron space needed to construct the hangar. Therefore, nested t-hangars are recommended for Sanford Regional Airport if the hangar can be correctly position to facilitate in the melting of ice and snow during the winter months. Conventional hangars are recommended in all other instances. Figure 6-2: Nested T-Hangar Design Available development space on the east side of the airport, east of Runway 14-32 and Taxiway E, could accommodate the majority of projected based aircraft. It is recommended that 2 t-hangars, which can accommodate approximately 10 aircraft in each hangar, for a total of 20 units; 2 conventional type hangars, which are made with larger doors and can accommodate approximately 5 aircraft in each hangar, for a total of 10 units; and 5 stand-alone conventional hangars, which can accommodate approximately 5 aircraft, be constructed on the east side of Taxiway E to accommodate 35 of the 39 based aircraft hangars projected within this planning period. It should be noted that in the area recommended above for the construction of additional t-hangars and conventional hangars, there is a drainage ditch, which may require a bridge to be constructed to provide vehicular access (see Chapter 8 Airport Plans for drainage ditch location). Also, the actual mix between Master Plan Update Report - Final 124
Chapter 6 Alternative Development t-hangar and conventional hangar development should be constructed as necessary (i.e. based on the actual demand). The mix used here is for planning purposes and should not be taken as a proposal in place of an actual request to develop facilities in some other mix. According to airport personnel and the current minimum standards, the future establishment of facilities on the airport is to be completed in such a way as to provide a sound economic base, so that the airport can experience a stable growth pattern. In an effort to provide a sound economic base, to fully utilize existing leased land and to better utilize future land leases, it is recommended that the 3 standalone t-hangars, located south of the east terminal apron, which require more land due to the style of the hangar doors, be removed and replaced with 4 stand-alone conventional hangars or one large, shed type conventional hangar that will accommodate 4 aircraft. This will provide the airport with an additional land lease and increased revenue potential. 3.5.2 Aircraft Storage Facilities - West Side of the Airport The following sections identify the ability of the airport s facilities to accommodate projected aviation activities on the west side of the airport, or west of Runway 14-32. These facilities include upgrading existing facilities and/or constructing future facilities such as aprons or hangars to accommodate projected needs. 3.5.2.1 West Side - Town Apron Although Modern Continental was leasing the town apron for non-aviation related storage, it is now empty as of January 2003 and in poor condition as indicated in Figure 6-3. This apron is located on the west side of the airport, parallel to Taxiway C and is approximately 162,870 square feet. It is recommended that the apron be rehabilitated and made available for future aviation related development. This will provide the airport with additional land for future land leases and, thus, future revenue potential. Figure 6-3: Town Apron 3.5.2.2 West Side Transient Aircraft Apron Space As indicated in Section 3.5.1.2 - East Side Transient Aircraft Apron Space, transient aircraft parking should be accommodated in close proximity to other aviation related services such as the airport Master Plan Update Report - Final 125