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ASE Improvements: Future Air Service Planning Study
&Environmental Assessment Update
BOCC Regular MeetingSeptember 9, 2015
Agenda Review of historical efforts leading to an environmental
assessment Project priorities and overview FAA directives with Environmental Assessment (EA) and
Airport Layout Plan (ALP) concerning safety Next steps
Why are we here today?
Review new ALP/8a approval by the BOCC Review changes since December 16th BOCC meeting
FAA funding Project priorities Project timing
HISTORICAL REVIEWASE Improvements
Historical Efforts
Environmental Assessment process began in January 2015 Originally two EAs planned, start dates staggered by 9 month
separation The updated process is reflective of safety, FAA funding levels, timing
and community input Decision and changes are guided by: full compliance with FAA Design
Standards and safety Resulting in: one EA encompassing a new terminal building, runway shift
and widening Note: the west side development (parallel taxiway and 2nd FBO) are
beyond the EA planning horizon ALP Update
BOCC approval sought by staff for submission to the FAA on September 9th
Historical Efforts
Airport Master Plan completed in 2012 FAA Master Plan approval and supplemental FAA direction
ASE Master Plan approved by the FAA with two exceptions: Preserve future air service through accommodating next generation of
aircraft Achieve full compliance with Group III Design Standards – separation
between Runway and Taxiway of 400’ Future Air Service Planning Study Phase I, II, III conducted
with heavy community input BOCC approval of option 8a – directed staff to prepare a new ALP
packet with option 8a
Project Priorities Reasonable Foreseeable Project Priorities Have Shifted:
Previous Priorities New Priorities
1. West Side 2nd FBO 1. New Terminal Building
2. West Side Taxiway 2. Surface Parking (Aircraft & Auto)
3. Runway Shift and Widening 3. Runway Shift and Widening
4. New Terminal Building 4. Multimodal Transit Center
5. Parking Structure & Surface Parking 5. West Side Taxiway
6. Multimodal Transit Center 6. West Side 2nd FBO
7. Relocate Existing FBO East Side 7. Relocate Existing FBO East Side
Resulting Outcomes to the Process Moving Forward
Simplified the EA process combining two into one Aligned all projects with safety and FAA airfield design
standards Incremental growth balanced with funding and the
community
Timeline Comparison
PROJECT Project Completion – Then* Project Completion - Now
Runway Shift and Widening Mid 2022 2027
New Terminal Late 2021 2022
West Side 2nd FBO Mid 2021 Not within current planning horizon
West Side Taxiway Mid 2022 Not within current planning horizon
*December 16, 2014 BOCC Work Session - Future Air Service Planning Study Phase III presentation
FUTURE AIR SERVICE PLANNING STUDY
ASE Improvements
2012 Master Plan Recommendations
Premised on the continuation of the 95 foot wingspan restriction and the Modification to Standards (MOD) for airfield development granted by the FAA MOD allowed ASE to operate with a 320 ft. runway taxiway
separation 2012 Master Plan recommended development projects for both the east
side and the west side Capital Improvement Plan (CIP) developed for the Master Plan
recommended projects were feasible and fundable In August 2013 the FAA approved the Airport Layout Plan (ALP), for east
side and west side development with the exception of the proposed future runway/taxiway separation of 320 feet on the west side due to the fact that it did not meet FAA separation standards
2012 Master Plan – Continued
The ALP approval does not apply to the proposed runway/taxiway separation distance of 320 feet on the west side of Runway 15/33
FAA determined that the MOD allowing the 320 foot separation on the west side was not acceptable and any development had to meet separation standards (400 feet)
BOCC undertook a Future Air Service Study to determine the feasibility, consequences and costs to comply with the 400 foot runway to taxiway separation
Master Plan Recommendations
Future Air Service Study (2014) ASE currently has a 95 ft. wingspan restriction in place based
on runway to taxiway separation distance Aircraft trends indicated that the Regional Jets with wingspans
less than 95 ft. will be phased out, with half of the U.S. fleet retired by 2021 and substantial retirement estimated by 2025 With wingspan restriction still in place, current air carriers
would not be able to operate at ASE with future fleet FAA will not allow another MOD to allow larger wingspan
without ASE meeting FAA standards of 400 feet separation In order to have future air service at ASE, the FAA is requiring
the airfield to be brought into FAA compliance
Future Air Service Planning Study Overview
As a result of changing regional fleet design and FAA safety standards, the Study was undertaken to evaluate: What is the changing technology of future commercial
aircraft serving ASE? What can ASE do to best sustain future commercial air
service? How would ASE accommodate these operations? What are the impacts and benefits to the airport and
community? What is best for the future health of the community?
Phase I Future Fleet Mix Findings – 11/19/13
CRJ700 Provides 95% of ASE
commercial service today Replacing retired 50 seat RJ
fleet is placing the CRJ 700 in high demand
US deliveries were from 2001 to 2011
Estimated operational lifespan 15-17 years
First retirements estimated to begin 2018
Over half of US fleet anticipated to be retired by 2021 with remainder retired by 2025*
Future regional jets will be entering into airline service beginning 2014-2018
Next generation, although physically larger, offer Reduced environmental
impacts (noise, fuel burn/CO2, NOx)
Improved travel experience
Existing wingspan restriction precludes future regional aircraft from serving ASE
* Substantial retirement anticipated by 2025
Phase I Future Fleet Mix FindingsTABLE 3.2 AIRCRAFT TECHNICAL SPECIFICATIONS
AIRCRAFT TYPE
WINGSPANFEET/
INCHESMAX LW
(LBS)ASE PERFORMANCE
CAPABLE
MEETS/DOES NOT MEET CURRENT OPERATIONAL
RESTRICTIONSCurrent Regional Aircraft
CRJ-700 76' 3" 67,000 Yes MeetsQ-400 93' 3" 62,000 Yes Meets
CRJ-900 81' 7" 73,500 No MeetsCRJ-1000 85' 11" 81,500 No Meets
E-170 85' 4" 72,312 No MeetsE-175 85' 4" 74,957 No MeetsE-190 94' 3" 94,799 No MeetsE-195 94' 3" 99,208 No Meets
Future Regional AircraftE175-E2 101’ 8” 86,201 Yes* Does Not MeetE190-E2 110’ 7” 107,431 Yes* Does Not MeetE195-E2 110’ 7” 116,911 TBD* Does Not Meet
MRJ-70 Standard 95' 9" 79,807 TBD Does Not MeetMRJ-90 Standard 95' 9" 83,776 TBD Does Not Meet
CS100 Base 115’ 1” 110,000 Yes Does Not MeetCS300 Base 115’ 1” 121,500 Yes Does Not Meet
Source: Manufacturers; *E-Jets E2 data are preliminary
Airspace Analysis The 80’ runway shift to the west
(meets FAA 400’ RW/TW separation standard) had minimal impact to approach and departure procedures
Separation Standard The remaining alternatives meet the
FAA standards (excluding RW/TW separation on west side at the Airport Operations Center to the south)
Modification of Standards The FAA is requiring ASE to meet
standards and will not grant a Modification of Standards unless the standard cannot be met and an equivalent level of safety can be achieved
Wingspan Restriction The remaining alternatives allow next
generation regional commercial aircraft to operate with reasonable operating restrictions
Second Fixed Base Operator The remaining alternatives can
accommodate the development of a second FBO on the west side
Phase II Airfield/Airspace Configuration Findings – 6/24/14
Runway shifts 80’ west and 150’
wide
2nd FBO
No impact to east
side
320’ Separation and Operational
Restriction
25’ of usable ramp
“Pinch point”
Owl Creek Road Relocation
(2,500’)
Alternative 8a - Layout
400’ Separation
Phase III Public Outreach Findings – 12/16/14 Outreach efforts were consistently offered
throughout Phase III including: Produced Press Releases, informational
video and display ads, developed social media messaging, and utilized Pitkin County Connect to share project information
Created an easily identifiable project logo for the public recognition along with an revised project website for easier access to information
Conducted Coffee Chats and made numerous community presentations
Held 2 community open house events
What We Heard… There is a cursory understanding of the issue with some
confusion and misinformation Over the course of educational conversations, the public was
generally supportive of proposed airfield improvements Citizens support continued viable commercial air service
operations Citizens recognize the economic value to the community of
continued commercial operations at ASE Meeting FAA safety standards was understood and generally
supported Concerns focused on potential for increased air traffic, noise
& air quality impacts, cost, and timing
Things have changed… FAA funding availability was analyzed and determined that not all projects are fundable within
reasonably foreseeable timeframe Based on financial constraints, priorities of the FAA and the Airport were based on:
Safety Meeting FAA required safety standards Preservation of commercial service Passenger experience and operational efficiency
Reasonable Foreseeable Project Priorities Have Shifted:
Based on estimated funding short-falls: The timeline for the runway relocation project has been extended to 2027 The west side taxiway and the 2nd FBO are not within the current planning horizon
The proposed ALP has been revised to reflect future and ultimate improvements phases
Previous Priorities New Priorities
1. West Side 2nd FBO 1. New Terminal Building
2. West Side Taxiway 2. Surface Parking (Aircraft & Auto)
3. Runway Shift and Widening 3. Runway Shift and Widening
4. New Terminal Building 4. Multi-modal Transit Center
5. Parking Structure & Surface Parking 5. West Side Taxiway
6. Multi-modal Transit Center 6. West Side 2nd FBO
7. Relocate Existing FBO East Side 7. Relocate Existing FBO East Side
Capital Cost ComparisonPROJECT DESCRIPTION 2012 Master
PlanCosts
2014 Future Air Service Planning
Study Costs
2015 Capital Improvement
Program
Cost Difference from 2012
Master Plan
Terminal Building and Associated Facilities
$41.2M $41.2M No difference
Aircraft Apron Reconstruction and Expansion
$10.7M $16.6M $5.9M
Auto Parking (Subsurface Transit Center) **
$32.8M $0 – Outside of Planning Period
Auto Parking (Surface) and Roadways
$12.7M $21.6M $8.9M
West Side Parallel Taxiway ** $10.2M $43.6M $0 – Outside of Planning Period
$33.4M
West Side FBO Apron and Infrastructure (No Buildings) **
$13.9M $23.3M $0 – Outside of Planning Period
$9.4M
Runway Shift and Widening $66.5M $66.5M $66.5M
Totals $121.5M $133.4M $145.9M $124.1M
Note: All costs are reflected without assumed inflation rate
** Projects Outside of the Planning Period for the 2015 Capital Improvement Program
Airport Layout Plan – Existing, Future & Ultimate
Terminal Area Plan – Existing, Future & Ultimate
Airport Layout Plan – Existing & Future
ENVIRONMENTAL ASSESSMENTASE Improvements
Purpose of this Environmental Assessment (EA) The National Environmental Policy Act (NEPA) requires
consideration of the environmental consequences of a federal action before the action is taken
An Environmental Assessment is prepared to determine if a significant environmental impact may occur
Provides an in-depth review of the environmental impacts for the proposed action and alternatives to those actions
Provides disclosure of the alternatives, impacts and mitigation to the public and decision makers
What this means for the EA Process
Both the runway shift and the terminal replacement will be considered in one EA Separate purpose and needs, but in one document EA will rely on Future Air Service Study Alternatives
analysis Benefits to the project include:
Greater ability to analyze updated existing and future conditions based on new information
Analysis of future fleet mix with runway shift that meets FAA standards
Take advantage of combined public outreach process Minimizes confusion concerning link of terminal
redevelopment to airfield redevelopment
What this means for the EA (cont.) The west side taxiway and 2nd FBO (west side) will not be part
of the EA The west side taxiway and second FBO are not within the
current planning horizon, but still considered on the ALP for future development when feasible and demand dictates
Parking options will be analyzed to meet parking needs and will include on-site, off-site and multi-modal transit center alternatives
What additional elements will be analyzed? The runway shift to meet FAA standards will allow for aircraft with a
greater wingspan Future fleet mix will be examined and used for the air quality, noise,
terminal sizing and other analyses for the EA While many newer aircraft are larger, they also offer improved
efficiencies Winglets or blended wings improve fuel efficiency and climb gradient Reduced carbon footprint Quieter Improved range/comfort
Analysis will also examine “pillow count” Removal of transit center will result development of single level parking
options Will examine cumulative impacts related to both projects, as well as
other past, present and reasonably foreseeable actions
Updated EA Projects
Environmental Assessment Content The Environmental Assessment will
consist of the following key chapters: Purpose and Need Alternatives—Including the
Proposed Action Affected Environment –
Environment as it exists today Environmental Consequences of
the Proposed Action and the Feasible and Prudent Alternatives
Mitigation Measures Over 19 environmental categories will
be evaluated per FAA Order 1050.1E
NEXT STEPSASE Improvements
Proposed Project Schedule
Note: Substantial CRJ retirement anticipated by 2025
Next Steps
Community Input Committee Meeting - September 10th
EA Public Meeting - September 10th
4:30-6:30 pm at the Limelight Hotel Coffee Chats over the next several weeks Stakeholder meetings over the next several weeks Submission of Airport Layout Plan to the FAA pending formal
approval by the Board
Capital Cost ComparisonPROJECT DESCRIPTION 2012 Master
PlanCosts
2014 Future Air Service Planning
Study Costs
2015 Capital Improvement
Program
Cost Difference from 2012
Master Plan
Terminal Building and Associated Facilities
$41.2M $41.2M No difference
Aircraft Apron Reconstruction and Expansion
$10.7M $16.6M $5.9M
Auto Parking (Subsurface Transit Center) **
$32.8M $0 – Outside of Planning Period
Auto Parking (Surface) and Roadways
$12.7M $21.6M $8.9M
West Side Parallel Taxiway ** $10.2M $43.6M $0 – Outside of Planning Period
$33.4M
West Side FBO Apron and Infrastructure (No Buildings) **
$13.9M $23.3M $0 – Outside of Planning Period
$9.4M
Runway Shift and Widening $66.5M $66.5M $66.5M
Totals $121.5M $133.4M $145.9M $124.1M
Note: All costs are reflected without assumed inflation rate
** Projects Outside of the Planning Period for the 2015 Capital Improvement Program
Thank youJohn Kinney, Airport Director
JD Ingram, [email protected]
Ryk Dunkelberg, Mead & [email protected]