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0 1, M A L

A I I I P O f P L A N P E N S A C O L AR E G I O N A L

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The preparation of th is docum ent was f inanced in partthrough a planning grant f rom the Fede ral Aviat ionAdministration as provided under S ection 13 o f the Airportand Airway D evelopment Act of 19 70 , and from the FloridaD epartment of Transportation, Division of Planning andProgram ming. The c ontents of this report reflect the viewsof Greiner Engineering Sciences, Inc., who is responsible forthe facts and accu racy of the data presented herein. Thecontents do no t necessarily reflect the official views or policy

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A I R P O R T M A S T E R P L A N* P E N S A C O L AR E G I O N A L

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M A S T E R P L A N R E P O R TP E N S A C O L A R E G I O N A L A IR P O R T

Sponsored ByC I TY OF PEN SA C O L A FLO RID A

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A C K N O W L E D G M E N TA I R P O R T A D V I S O R Y C O U N C ILG us Sommermeyer, Chairmanaptain E d Marsh (US N R et .)Lou Brownoger MacDonaldPeter A. DeV ries, Director of Com m. D esign. T. MartinW . H . G r if fi th. TurnerJ. A. Lay. H. F. WiltshireJames Louderm ilk

C O U N C I L O F T H E C IT Y O F P E N S A C O L AR obert Brockett , Jr.i ll iam H . No rthrupLouis L. Brown*lbert Klein, Jr.*D r. V. Paul Bruno*. L. PaulkJohn E . Frenkel, Jr., Mayor P rotemarold E. R ose*C ecil E . Joneso lice T. W illiamsBarney B. Burks, Mayor

C O M M U N I T Y S E R V IC E S C O M M I T T E E O F T H E C I T Y ' C O U N C I L

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T A B L E O F C O N T E N T SP a g e

List of Tables vList of Exhibits v

Sect ion I - In t roduc t ion and P urposePreface 1The Setting 1Purpose and Organization of This StudyGoals of the StudySect ion I I - Summary o f Conc lus ions and Recommendat ionsConclusionsRecommendations 6 Sect ion I I I - S oc ioeconomic Fac to rsIntroductionPopulation TrendsIncome and Employment 1 0Tourism 11Summary 11Sect ion IV - Avia t ion Forecas tsGeneral 12Air Carrier Forecasts 1 3Passenger Enp lanement 1 3Peak H our Passengers 1 7Air Carrier Departures 1 7Cargo and Mail 1 8

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Part 2 - Na vaids and Airspace4 2Navaids 4 2Airspace 4 4Part 3 - B u i ld ing Areas44Terminal Area 4 4Terminal Building 4 4General Aviation Areas 4 7Electrical Requirements 4 8

Sect ion VI I - E nvi ronmenta l Cons idera t ionsPart 1 Existing Conditions 4 9Vegetation and Wildlife 4 9Biotic Communities 4 9Sandhil l Pine ForestH ardwood H am m ockSwamp Fores tMan Domina tedWildlife 5 2Soils and Erosion 5 2Hydrology and Drainage 5 4Water Quality 5 4Air Quality 5 5Factors Affecting Air QualityExisting Ambient ConditionsAcoust ic N o ise5 8MethodologyAirc ra f t Mix and Runwa y U sageE x is ting Noise C ondi t ionsUtilities 6 1Water SupplySanitary SewerageGas and Electr icTelephone

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Se ct ion IX- Stag ing and Financ ingPart 1 - Capital Improvements and Staging 9 3First Stage Improvements 9 3Second Stage Improvements 9 5Ultimate Stage Improvements 9 9Summary of Staging Programs 104Part 2 - Historic and Current Financial Operation 107Operational Policy 107Analysis of Fiscal Operation 107Income Generation 112Par t 3 - Pro jec ted I ncome and Expenses 114Income Projections 114Expense Projections 116Conclusions 117Part 4 - Operational Recommendations 118

The AppendixAis tory of Pensacola AirportB G enera l Av ia t ion S ta t is t icsCnst rument Operat ion ForecastD Busy H our O pe ra ti ons Fo recas t Me thodo logyEx is ting Pavem ent E valuationFurveysG O r igina t ion - D es t ina t ion S tudy and S tage Length Assumpt ionsH Plant and Animals in the Vicinity of the AirportI ir Pollution Wind DataJ Discussion of Aircraft NoiseK C o rre la tio n B e tw ee n L 1 0 an d N E FLerminal ConceptsMAirport Layout Plan SetAirport Layout PlanAirspace /C lear Zone Plan

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L I S T O F T A B L E STable No.a g e

1 Pensacola SMSA Population 92 Payrolls by Type, Pensacola SMSA, 1971 103 Employment by Major Industry Groups 114 Historical Air Carrier Activity 135 Historic and Previous Forecasts of Enplanements 146 History of Enplanernents - Pensacola and Eglin 157 Based Aircraft per 10,000 Population 198 Forecast of Based Aircraft 209 General Aviation Operations and Based Aircraft 2010 General Aviation Operations Forecast 20 11 I nstrument Operations Forecast 2212 Consolidated Operations Forecast 2313 Aircraft Mix Forecast by Percentage 3514 Design Runway Length Requirements 4015 Terminal Area Requirements 4516 Terminal Building Space Requirements (1985) 4617 Terminal Building Space Requirements (1995) 4718 General Aviation Requirements 4819 Selected Soils Characteristics 5320 Emissions Inventory Summary 5521 Major Stationary Sources of Air Pollution 5622 Monitoring Stations in the Pensacola Area 5623 1974 Aircraft Generated Pollutional Loading 5824 Land Uses Adjacent to Airport and Noise Contours 6025 Existing Operations 6026 Runway Usage 6127 Maximum Daily Construction Pollution Loads 6728 No Project Alternative Emissions 6729 Proposed Expansion Project Emissions 68

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L I S T O F E X H IB I T S Numbera g e

1eneral Location2rev ious E nplaned Passenger Forecasts 1 63nplaned Passenger Forecast 1 64argo and Mail Forecast 1 85light Activity Forecast 216ensacola Existing Facility 1974 2 57ir Space and Surrounding Airport 2 68xisting Terminal Area 2 89irection of Travel 2 910oning in the Airport Environs 311 1ccess to the Airport 3 212ind Rose (Air Carrier) 3 713ind Rose (General Aviation) 3 814iotic Communities 5115oise Exposure Forecast (1974) Existing Facilities 6 216SDS (1974) Existing Facilities 6 317oise Exposure Forecast (1980) Existing Facilities 6 918SDS (1980) Existing Facilities 7 019oise Exposure Forecast (1980) Alternate Configuration 712 0SDS (1980) Alternate Configuration 7 221 eneral Aviation Runway Alternatives and ASR Sites 7 52 2 eneral Aviation Runway Separation 7 72 3 erminal Area Locations 7 924 oncept Plan 812 5 eometric/Navaid Layout 8 32 6 erminal Area Concept (Ultimate Development) 8 427 uilding Plan and Section Concept 8 62 8 erspective View Concept 87

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S E C T IO N I - IN T R O D U C T IO N A N D P U R P O S EPreface

Aviation p lays a dy nam ic ro le in local and w or ld developm ent . N ot only has theuse of air transportation vastly increased personal communication and broadened business markets,b ut the technological advanceme nt in the state of the art itself has com pounde d socioecono micdevelopment.O ver the last several decades, the growth of aviat ion use in the Pensacola area hasincreased substant ial ly. S ince 196 0, w hile the populat ion of the Pensacola area increased b y about

40 percent, the numb er of passengers at the C i ty 's a i rport increased by more than 4 00 percent.In order to accom mo date this growth the C ity has undertake n several s tudies to plan for thefuture developm ent of the airport . This current study, the Airport Master Plan R eport, addressesquestions of growth in the area from a socioeconomic standpoint as well as from an airtransportation view, examines the environmental impact of the airport, explores strategies to meetanticipated dem and for air transportat ion services and develops costs and methods of f inancingthe recommended projects.The Sett ing

The Pensa cola R egional A irpor t is located in nor thwest F lorida wi th in the C i ty o fPensacola , Escam bia C ounty , as shown in Exhibi t 1 . The a i rport is owned and operated by theCity of Pensacola and is served by Eastern and National Airl ines, which enplaned a total of 195,725passengers in 19 73 with 5,4 43 air carrier departures. Two f ixed-base operat ions at the airpor tprovide service to general aviat ion, w hich f lew 78 ,64 3 operat ions in 19 73 . Total aircraft operat ions

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C h a r l e s t o n

J a c k s o n v i l l e

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3Currently, the State of Florida is preparing a state aviation systems plan 3which will

forecast aviation growth and identify facilities required to meet this growth. At this time thepreliminary forecasts have been prepared for the Pensacola area and have been analyzed in thisstudy.purpose and O rganizat ion of th is Stu d

In order to plan for the orderly expansion of the airfield areas and passenger terminal,the City of Pensacola obtained a planning grant from the Federal Aviation Administration withadditional assistance from the state. The master plan has been prepared, using Federal AviationAdministration Advisory Circulars and Regulations.Goals of the Study

Prior to the initiation of the study, the City organized an Airport Advisory Councilto provide local input into the planning process. This committee, at monthly meetings, andthe general public, at three public information sessions, have contributed much valuable assistancein the development of the plan.

A major accomplishment of the Council was the development of a list of goals toguide the study as follows:

1 . Develop airport facilities under sole authority, control, and directionof City of Pensacola

2. Develop airport facilities to be self-supporting

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S E C T I O N I I - S U M M A R Y O F C O N C L U S IO N S A N D R E C O M M E N D A T IO N SConclusions

As a result of the studies undertaken for the Pensacola Regional Airport, it has beenconcluded that all eight (8) of the goals set forth by the Airport Advisory Council can be metthroughout the forecast period.

However, in order to do so, timely decisions must be made and certain policiesregarding operations on the airport must be determined and published.

Conclusions reached in regard to the eight Advisory Council goals are as follows:1 .evelop airport facilities under the sole authority, control, and direction of the City ofPensacola.

It was determined prior to the commencement of these studies that a new regionalairport was neither practical nor required during the forecast period and that the existing airportsite could adequately be developed to serve the anticipated air traffic throughout the next 20-yearperiod.

On this basis, the airport is now owned, operated, and improved by the City ofPensacola. With a knowledgeable and capable Director of City Community Services, who is wellversed in airport management and assisted by a capable staff, there is no evidence that changes

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55. Deve lop a i rport fa c il it ies to prov ide ma x imum rad io , weather and nav iga t iona l a ids to fl igh t.

This is partially underw ay at this time with the program med relocation of the areaTR AC O N system to Pen sacola Re gional Airport and the instal lat ion of ART S I I radar. I t isconcluded that within the policies of FAA and cu rrent technology, a ll aids to aerial navigationcan b e included on the airport.6. Acquire additional surrounding land to protect against encroachment and to protect the air-

space.I t is concluded that the airport is already b eing encroached upo n and that land

acquisition and co mpa tible surrounding land use zoning mu st receive imm ediate attention if thefuture of the airport is not to b e derogated. How ever, prompt act ion is possible. A land acquisitionplan has b een outl ined as d escribed in Sec tion V II I , Physical Planning.Zevelop airport site for total util ization and benefit of public, including recreational facil ities.

I t is concluded that it is poss ible to plan the aviation facili t ies to expa nd b ey ondthe next 20-year period and incorporate public use and recreational facilities.8 . evelop airport facil ities as promptly as possible but in keeping with proper design, funding and need to meet adopted goals.

It is concluded that this can be d one through the prop er selection of priorities andconcepts of expan sion as set forth in this report.

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65 . B ecause o f growing activity o n the airport and heavy use of existing streetsand roads, access to the airport should b e improved.6 . The terminal and terminal area wil l need much expansion and improvementthroughout the forecast period; and7 . The pa ssenger terminal and associated sup port facilit ies shou ld remain in theexisting general location.8 . The gene ral aviation facili t ies area ne eds to b e relocated, reorganized an d

e x p a n d e d .9 . Throughout the forecast period, expande d facilities and o perations would havel ittle adverse e ffect on the area's en vironmen t.

1 0 . Consideration of the communities of interest between Pensacola and other citiesindicated that expanded aviation services are needed and the possibility of longer non-stop stagelengths from P ensaco la exists in the foreseeab le future.1 1 . N ow that the airport has reached a recognized posit ion in the com munity 'seconomic posture, definite policies and programs are needed for operation of the airport, thegranting of leases and terms, and conditions of leases.1 2 . Through prudent management control, the airport can become self-supporting

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Specif ic ImprovementsSp ecific improveme nts by staging programs are se t forth in S ection IX of this report.

These program s include the following recommend ations:1 .roperty Control

a .and and easem ent acquisit ion - Acquire addit ional property and/oreaseme nts for the airport by three m ethods:(1 ) D irect purchase of fee simple title.(2 ) P u r c h a s e o f e a s e m e n t s .(3 ) Purchase of fee simple title, place restrictions in deeds, resell propertyfor use compatible with airport operations.

b. Zoning - E nact City/C ounty land use and airspace zoning to protect bo ththe airport and exist ing surrounding developed areas. THIS R EC O MMEN DATIO N C ARR IES AHIGH PR IOR ITY.2 .hysica l Improvementsa . Strengthen both runway s and all taxiways. W iden taxiways and designto standards for wide bodied jet aircraft. Provide extended safety overrun areas.

b . Install additional navigational aids, including VASI and REI LS on runways

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S E C T I O N I II - S O C IO E C O N O M I C F A C T O R SI n t r o d u c t i o n

Aviation, as a m eans of transportation and co mm unication is particularly sensitiveto the socioeconom ic environme nt of the area within w hich i t serves. C onversely, a viat ionconsti tutes a resource of the econom ics of the area a nd, therefore, exerts an influence on thesocial structure of the area.Past reports on the airport have defined the area served by Pensacola Regional Airportin several ways. The G reiner 19 68 report iused a classic method of influence areas which takes

into account the distance from Pensacola to the next adjacent air carrier airports, the requiredsurface transp ortation time from point of departure to the airport and freque ncy of flights fromthe surrounding airports as compared to the subject airport.In that same y ear (196 8), R . Dixon Spe as Associates, in a study of the "Upper G ulfCoast Regional Air Transportation," conducted surveys and found that enplanements at PensacolaR egional Airport originated in E scamb ia, O kaloose and S anta R osa C ounties of Florida, plusBaldwin, Escamb ia and Mobile Counties in Alabama. H owever, 79 percent of the enplanementscame from within E scamb ia County, Flor ida; 10 percent came from S anta Rosa C ounty and8 percent came from O kaloose County.D uring the last quarter of 19 57 , air carrier service wa s authorized at E glin Air ForceB ase, in O kaloose County, b ut unt il the ear ly 1 97 0's the numb er of schedules through E glinand the destinations offered from there were quite limited. Consequently, many

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1 0From this tab le it will b e noted tha t the population of the area is growing at a fasterrate than is the total U.S . population. Although the percentage of total U.S . population remained

almost constant during the 19 60 -70 period, the first half of the 197 0's has see n rapid populationgrowth in the area. This is undoubtedly due to an immigration from northern areas as experiencedin other sections of the state. The latest figures from "Sales Management Magazine," Surveyof Buying Power, 19 74, estimates that in 1973 there were 27 6,90 0 people residing in the S MSA.2This is slightly h igher than the foreca sts.Income and Em ployment

The principal source of wage and salary income in the Pensacola area is manufacturing,as shown in the table below:T A B L E 2 P A Y R O L L S B Y T Y P E PENSACOLA SM SA, 197 1

Type of A ctivity P a y r o l l( 000 ) P e r c e n to f T o t a l *Manufacturing 1 2 3 , 3 6 6 31.8Go ve rn me n t 83,872 21.6Trade 7 4 , 1 3 9 1 9 . 1Contract Construction 42,039 10.8Transportation and Other Public Utilities 2 2 , 8 1 8 5.9Services 22,118 5.7Finance, Insurance, and Real E sta te 1 6 , 9 5 0 4.4Miscel laneous 2,252

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1 1T A B L E 3 E M P L O Y M E N T B Y M A J O R I N D U S T R Y G R O U P PENSACOLA SM SA

Number P e r c e nt1970 1960 1950 1970 1960 1 9 5 0

Agriculture, Forestry, Fisheries 1,438 1,546 2,595 1 .9 2.5 7 .0Mining and Construction 6,519 5,698 2,330 8.7 9.2 6 .2Manufacturing 13,626 12,769 4,875 1 8 . 1 20.7 13 . 0Production Sector 21,583 20,013 9,800 28.7 32.4 2 6 . 2Wholesale and Retail Trade 15,874 12,095 8.177 21.1 19.6 2 1 . 8Finance, Insurance, Real Estate 2,900 2,181 989 3.8 3.5 2 .7

Distribution Sector 18,774 14,276 9,166 24.9 23.1 2 4 . 5Trans., Commun., Other Public Util. 4,953 3,692 2,590 6.6 6.0 6 .9Business and Repair Services 2,148 1,480 785 2.9 2.4 2.1Personal Services 5,279 6,015 4,301 7.0 9.8 11 . 5Entertainment & Rec. Services 623 476 430 0.8 0.8 1 . 1Professional & Related Services 12,905 6,201 2,825 1 7 . 1 10 .1 7 .5Public Administration 9,054 7,960 6,613 12.0 12.9 1 7 .7

Service Sector 34,962 25,824 17,544 46.4 42.0 4 6 . 8Industry not Reported -- - 1,544 943 -- - 2.5 2 .5T O T A L 75 ,31 9 61 ,657 37,453 100.0_100.0 100.0Source: U.S. Census, as compi led by Mi lo Smith and Associates, Inc.Tourism

Pensacola has the potential of being a primary tourist center in Florida. Pensacola'slocation on the Gulf Coast provides beautiful beaches and bays, and the entire metropolitan area

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SECTION IV2A V I A T I O N F O R E C A S T SGeneral

The forecasting of air traffic growth is at bes t a tenuous unde rtaking since so man yparameters or variables affect the results. These variables include population and economic b aseof the com mun ity, con dition of the general economy of the country, air line route structure,types of aircraft in use, and frequency of schedules and airline prom otional efforts to nam e afew. The impact of the "energy crisis" is another variable whose long-term implications on aircarrier traffic are not com pletely clear at this time.As noted in Section I o f this report, the Florida State D epartment of Transportat ionhas pub lished the Florida Airport System Plan (FASP ) which contains forecasts for all segmentsand categories of aviation for the state. These forecasts have been co ncurred in by the FederalAviation Administration and since 1 97 3 h ave represented the off icial forecasts to b e used inplanning. Within this study, al l latest socioeconom ic data avai lable w ere to b e reviewed todetermine whether the FASP forecasts should b e m odified or relocated.Therefore, the forecasts for all segments of aviation considered the projected populationand econ om ic growth of Pen sacola and its surrounding air trade area, and: (1 ) the nationalaviation forecasts, as set forth by the Federal Aviation Administration (used as a b asis for enplanedpassenger projections); (2) local forecasts contained in the Florida Aviation Sy stem Plan; and(3) forecasts in other relevant aviation studies. In addition, the results of a series of questionnairessubmitted to the airlines and commercial aviation operators were analyzed and considered in the

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Air Carrier Forecasts 3As a basis for the forecast review, Table 4 records the historical air

for Pensacola Regional Airport. The 1974 figures reflect the prolonged strike bcarrier informationy National Airlines.

T A B L E 4H I S T O R I C A L A I R C A R R I E R A C T I V IT Y P E N S A C O L A R E G IO N A L A I R P O R T

Y e a rAir C arrier a D e p a r t u r e s

E n p l a n e d bP a s s e n g e r s

E n p l .C a r g o( T o n s )

E n p l .M a i l(Tons)

% U . S .E n p l .

E n p l .P e rF l i g h t

1 9 5 0 5 , 2 3 6 1 4 , 7 7 9 N.A. N .A . .0 9 2.81 9 5 5 4 , 8 1 7 39,146 1 1 5 . 0 99.0 .1 0 8 . 11 9 5 9 5 , 7 6 3 5 0 , 4 5 2 2 3 2 . 7 1 4 6 .7 .1 0 8.819601 96 1 5 ,3044,932 47,26343,978 165.7197 .7 1 4 7 . 4 2 5. . 4 0 .0 8 8.98.91 9 6 2 4,172 4 3 ,1 4 1 1 7 2 .0 1 2 6 .0 .0 7 10.31 9 6 3 5 ,247 60,884 1 6 3 .0 1 5 3 .0 .0 9 11.61 9 6 4 c 5 , 1 2 7 67,624 1 4 2 . 4 1 6 1 .2 .0 9 13.21 9 6 5 5 , 3 5 5 8 6 ,6 7 1 1 4 3 .2 1 8 3 .6 .0 9 16.21 9 6 6 5 , 1 2 3 93,502 260 . 1 3 0 5 . 9 .0 9 18.31 9 6 7 6,498 1 3 3 , 9 2 9 395.9 408.4 .1 0 20.61 9 6 8 6 , 3 9 3 1 5 9 , 4 6 4 5 7 7 . 5 607.9 .1 1 24 .91 9 6 9 6 , 5 1 7 1 8 0 , 4 7 7 715.9 7 0 6 . 7 .1 2 27.71 9 7 0 c 5 , 2 0 9 1 6 2 , 9 3 6 6 4 6 . 2 6 9 5 . 6 .1 0 31.31 971 c 5 , 4 7 9 1 6 8 , 2 2 5 722.8 753.10 .11 30 .71 9 7 2 5 , 4 4 8 1 8 7 , 7 9 1 656.9 7 8 1 . 2 9 .1 2 34 .5

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1 4T A B L E 5 H IS T O R I C A L A N D P R E V I O U S F O R E C A S T S O F E N P L A N E M E N T S P E N S A C O L A R E G I O N A L A I R P O R T

Historica1 9 6 8 M a s t e r P l a n b

1 9 7 0 S p e a s S t u d y bF A S P d

FAAeow High H igh M edian1950 14,779 - - - - - - 1955 39,146 -- - - - - - - - 1960 47,263 -- - - - - - - - 1965 86,671 - - - - - - 1970 162,936 175,000 180,000 198,000 . . . . - - -1973 195,775 -- - - - - - - - - - - . . . . . . . . . . .1975 -- - 290,000 310,000 279,000 342,200 314,800 195,0001980 -- - 400,000 450,000 444,000 585,400 518,100 1985 - - - -- - - -- 670,000 1,011,400 784,700 445,0001990 -- - 1,000,000 1,554,800 1,116,800 - - -1995 -- - - -- - - - 1,350,000 . . . - - - - - -a Federa l Aviation Ad ministration - Airport Activity Sta tistics a nd Airport Mana gement Records.b The Master Pla n for Pensacola Municipal Airport, J. E. G reiner Company, June 1968 .C Upper G ulf Coast Air Transporta tion Study Vol. I, R. Dixon Speas Assoc., April 19 70.d Florida Aviation System P lan, Vol. 2, Quinton-Budlong, February 1973.e Federal Aviation Administration, Terminal Area Forecast, 1975-19 85, July 1973 (Fiscal Year Data ).

Of the four forecasts shown, the FAA forecast reflects a better correlation with actualhappenings to date than the others.

Table 1 illustrated the changes in the population of Pensacola in relation to the United

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1 5Eglin AFB airport has accounted for approximately 25 percent of the commercial trafficin Region I over the eight-year time span, and in the latter years (1966 to 1969) thepercentage has been steadily near the 25 percent mark. For the purpose of allocatingthe forecast of Region I commercial enplanements to the two airports, it will be assumedthat this 25 percent share of enplanements by Eglin AFB shall be maintained through1990 .

However, as can be seen from Table 6, Eglin's share of the market has increased fromthe 25 percent average used in the FASP to over 31 percent in 1973. In addition, due to therecent completion of a new terminal at Eglin, and the route structure and type of service offeredby Southern Airlines (the only air carrier serving Eglin), it appears the share of the market willincrease to about 33 percent by 1990. This would reduce the 1990 Pensacola forecast (medianprojections) from the 1,116,800 contained in the FASP to about 993,000 enplaned passengers.

T A B L E 6 H IS T O R Y O F E N P L A N E M E N T S P E N S A C O L A A N D E G L IN

Y e a r P e n s a c o l a Eglin AFB E g l in A F Bo f T o t a l1 9 6 2 4 3 , 1 4 1 1 5 , 3 7 4 26 .271 9 6 3 60,884 15 , 27 1 2 0 . 051 9 6 4 7 2 , 4 5 3 21,652 23 .001 9 6 5 8 6 , 6 7 1 2 6 , 1 0 2 23 .141 9 6 6 93,502 33,750 26 .521 9 6 7 1 3 3 , 9 2 9 45,892 25 .521 9 6 8 1 5 9 , 4 6 4 5 4 , 6 8 7 25 .53

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HISTORIC FORECA ' T

_ (FASP 19 2) h igh (F AS 1972) med um

_ Eir - 1 1 1 1.4111elli 12% of U. S. pr1OIIP-.;

10% o fu . S . E historicp laneme.. ( S P E A Ss. 1 970 )N.4140 1 ally

1 5 0 0

1 0 0 0

5 0 0

1 9 5 09609709 8 09 9 00 0 0PREVIOUS ENPLANEDPASSENGER FORECASTS

PENSACOLA REGIONAL AIRPORTEXHIBIT 2

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1 7From these comparisons, it has been concluded that all forecasts, with the exception

of the FAA Terminal Area Forecast of 1973, have overstated the potential enplaned traffic forthe airport and further the 1973 FAA forecast was overly conservative.

After thorough review of this analysis with FAA, Florida State Department ofTransportation and the Citizens Advisory Committee, it was agreed that for planning purposes,a design forecast as shown in Exhibit 3, should be used.

This design forecast was based in part on the reduced FASP forecast and a percentageof U.S. enplanements, as well as slight reduction to reflect the developmental potential of theairport and the area. This design forecast anticipates 650,000 by 1985, and 1,200,000 by 1995as a long-range projection.

Also shown on Exhibit 3 is a "Minimum Growth" forecast. This forecast was basedon the assumption that the Pensacola area would catch up with the U.S. average ratio of populationto enplanements by 1985. From this point on, the ratio was assumed to remain constant andenplanements would only increase as population increased to about 800,000 in 1995. Otherminimum growth forecasts could be developed (for example, a forecast based on catastrophicconsequences of the energy crises) which could indicate even less growth - in fact, even a decline.

However, for long-range planning purposes, the design forecast represents a reasonableupper limit of potential growth in the Pensacola area. Basing planning on this forecast will insurethat the facilities needed to provide service to the people of Pensacola can be developed on atimely basis.

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lamirmiu mNaM I

mrril

111111

920084007800

1 8Air carrier departures are forecasted to increase from a level of 5,488 departures in

1972 to 8,000 in 1980, 10,000 in 1985, 12,000 in 1990 and 15,500 in 1995. See Exhibit 5for a plot of the total air carrier operations which are assumed to be twice the number of departures.4

The forecast is very closely in line with the 1970 Upper Gulf Coast Regional AirTransportation Study, by R. Dixon Speas.Cargo and Mail

Forecasting the cargo activity at Pensacola is a very difficult operation at best, dueto two factors. One, the historical cargo enplanement at Pensacola has been very erratic, andtwo, the true potential for air cargo is not known since air cargo represents only a minute portionof all cargo moved by all sources.

Exhibit 4 presents the cargo and mail forecast.

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M E E M E II i ll 1 1EMM M . .A mM T P T I1 1 1 : 1 1 1 1MAIM 1 . I AA l92008400

7600

1 8Air carrier departures are forecasted to increase from a level of 5,488 departures in

1972 to 8,000 in 1980, 10,000 in 1985, 12,000 in 1990 and 15,500 in 1995. See Exhibit 5for a plot of the total air carrier operations which are assumed to be twice the number of departures.4

The forecast is very closely in line with the 1970 Upper Gulf Coast Regional AirTransportation Study, by R. Dixon Speas.Cargo and Mail

Forecasting the cargo activity at Pensacola is a very difficult operation at best, dueto two factors. One, the historical cargo enplanement at Pensacola has been very erratic, andtwo, the true potential for air cargo is not known since air cargo represents only a minute portionof all cargo moved by all sources.

Exhibit 4 presents the cargo and mail forecast.

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1 9The relatively high percentage of manufacturing in Pensacola as discussed in Section

III indicates that this future cargo demand could be realized especially if wide body jet aircraftservice were inaugurated and special container rates or other pricing incentives were available toshippers and manufacturers.

A study of the historical mail tons enplanement shows that, on the average, mail tonshave increased five percent per year. This trend is expected to continue to a 1995 level ofapproximately 2,500 enplaned tons. This is a large deviation from the FASP forecast but mailvolumes are closely related to population and the amount of business conducted in an area. 5 Thishas not been found to occur on an exponential basis and it is believed that the FASP has overstatedmail forecasts.G eneral Aviation

General aviation includes all civil aviation other than certificated air carrier service. Itincludes business, pleasure, instructional, aerial application, patrol, surveying and miscellaneousflying.

In order to analyze the potential growth for general aviation for Pensacola RegionalAirport and determine future requirements, it is first necessary to establish a framework of thearea served. To insure that adequate consideration was made of the impact of general aviation,information was collected and analyzed for both the Pensacola SMSA and Okaloosa County. Thisinformation is contained in Appendix B .G eneral Av iat ion Based Aircraft Forecast

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T A B L E 80F O R E C A S T O F B A S E D A IR C R A F TYear B a s e d Aircrafta t P N S P o p u l a t i o nP N S SMSA Based A/C p e r 1 0 , 0 0 0P o p u l a t i o n1 9 7 5 90 295,172 3 . 0 51 9 8 0 1 2 3 327,401 3 . 7 61 9 8 5 1 6 3 385,902 4 . 2 21 9 9 0 20 9 422,723 4 . 9 41 9 9 5 240 452,146 5 . 3 1Source: Greiner Estimate and FASP

G eneral Av iation O perations ForecastsTable 9 presents the historical ratio of total general aviation operations to number ofb ased aircraft. As can b e seen, the ratio has b een quite consistent.

T A B L E 9 GE NER AL AV IAT ION OPE RAT ION S AND BASED A IRCRAFTRatio of G.A.

Based Aircraft

eneral Aviationperations toYeart P N Sperationsased Aircraft1 9 6 5 52 58,874 1 , 1 3 21 9 6 7 66 72,680 1 , 1 0 11 9 7 2 79 79,979 1 , 0 1 2

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EXHIBIT 5

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2 2How ever, over the last several years this practice has been greatly reduced. There fore,projections have accordingly been based upon a more normal relationship of military traffic onthe average civil airports. Accordingly, the projections set forth in E xhibit 5 call for a p hasing

down of th is act ivi ty from the 19 67 high to a leveling off at about 9 ,00 0 annual operations.This is considerably b elow the 54,0 00 annual operations as set forth in the FASP.

Instrum ent O perationsThe instrument operations forecast is presented in Table 11 and is b ased on statisticalinformation contained in Appendix C.

T A B L E 1 1I N S T R U M E N T O P E R A T I O N S F O R E C A S TO p e r a t i o n sYearir Ca rriereneral Aviationilitaryo t a l

1 9 7 2 11,133 (100) 11,517 ( 1 3 ) 9,437 ( 3 3 ) 3 2 , 0 8 71 9 7 3 1 0 , 9 3 1 (100) 11,276 ( 1 4 ) 6,535 (35) 2 8 , 7 4 21 9 7 5 11,600 (100) 18,500 (17) 4,300 ( 3 6 ) 3 4 , 4 0 01 9 8 0 16 ,000 (100) 30,000 ( 2 1 ) 3,400 (38) 4 9 , 4 0 01 9 8 5 20,000 (100) 42,000 (24) 3,600 (40) 6 5 , 6 0 01 9 9 0 24,000 (100) 50,000 ( 2 5 ) 3,600 ( 4 0 ) 7 7 , 6 0 01 9 9 5 31,000 (100) 59,000 (26) 3,600 ( 4 0 ) 93,600Note: Figures in parenthesis .0 a re percentages of instrument opera tionsfor each class of total annual operations.

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2 3Therefore, busy hour operations were forecast for both VFR (Visual Flight Rules) and

IF R (Instrument Flight Rules), by category of major users as detailed in Appendix D. Total VF Rbusy hour operations can be expected to increase from 76 in 1973 to 155 by 1995, and IF Rfrom 23 in 1973 to 44 in 1995.Consolidated Forecast

Presented in Table 12 are the major findings of this section. Additional detailed statisticsare contained in several of the Appendices.

These forecasts serve as an overall framework or context in which planning for theairport can be accomplished, and they establish the magnitude of future aviation activity at theairport. When related to capacity of various facilities needed to meet this forecasted demand foraviation services a realistic program of facility requirements can be established.

TABLE 12CONSOLIDATED OPERATIONS FORECAST

PENSACOLA REGIONAL AIRPORTANNUAL ACTIVITY

BY CATEGORY 1973 1980 1985 1990 1995Enplaned Passengers 195,725 400,000 650,000 1,000,000 1,200,000Air Carrier Operations 10,897 16,000 20,000 24,000 31,000

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SEC T I ON VIN V E N T O R Y O F T H E A IR P O R T4The pu rpose of this sec tion is to inventory the existing facilities on the airport (a irfield,termina l area an d general aviation facil it ies) and surroun ding area. In conjun ction with theenvironmental inventory reported in S ection VI, this section will serve as a measu re of the existinglevel of facilities on the airport and , when compared with the forecasted requirements, will illustratepotential deficiencies in these facilities.

Existing AirfieldThe existing airfield of 1,20 0 acres and surrounding area are shown on E xhibit 6.There are presently two act ive runways on the airport, R unway 16 -34 which is 7 ,00 0 feet by15 0 feet, and Runwa y 7 -25 which is 6,00 0 feet by 1 50 feet. A full paral le l taxiway sy stemis also present. N avigational and landing aids on the airport include high intensity l ights (H IR L)on Ru nway 1 6-3 4, medium intensity lights (MIR L ) on Runw ay 7-2 5 approach l ighting system(ALS -F1), localizer and glide slope facility for Ru nway 16 , FAA air traffic control tower, rotatingbeacon, l ighted wind sock , segmented circle, runway visual range (R VR ), and an anemom eter.Additionally, there is a VO R approximately 8 -3/4 miles to the west of the f ield andair traffic in the area have the use of the radar approach control facil ity (R APC O N N ) now locatedon the N aval Air S tation.1In March, 19 75 , a visual approach slope indicator (VAS I) was installed by the Federal

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PENSACOLA EXISTING FPENSACOLA REGIONAL

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2 7Alert Area 4A-292 has nearly reached the saturation point. This area contains 23

Navy and 10 civilian fields, including Pensacola Regional within its 2,100 square-mile area, foran average of 64 square miles per airport available for flight operations. This contrasts with CraigTraining Airspace, to the north of A-292, which has 675 square miles per airport. From theNavy's standpoint, any new airports within A-292 would be suspect as a hazard to flight safetv.6

The restricted airspace (R-2915A and B, R-2914, and R-2909) is vital to the U.S.Air Force's mission at Eglin, and there is little likelihood of any of this airspace being madeavailable for civilian use. Presently, however, there is no major conflict between Air Forceoperations and civilian air carrier operations at Pensacola.

The main approach into the Pensacola Area for 1FR (Instrument Flight Rules) flightsis via V-198, 6 This airway passes through A-292. Navy pilots in the early stages of training(using T-34 and T-28 aircraft) are prohibited from operations on V-198. Later stages of flighttraining may transit the airway in a wings-level attitude, if necessary, but pilots are discouragedfrom such activity. Military/civilian air traffic conflicts have been worked out through FederalAviation Administration coordination.

At the present time, from an overall view of the airspace structure in the region,there does not appear to be any "surplus" airspace. That is, nearly all of the airspace in theregion is already committed to one form of activity or another, i.e., student training, airways,restricted airspace, transition areas, 7 and control zones 8 for existing airports.9Air Carr ier Terminal

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29To assess the feelings of the air passengers using the terminal at Pensacola, a survey

of enplaning passengers was conducted from April 17 to May 13, 1974. The purpose of thissurvey was twofold: First, to determine characteristics of the passengers using the airport terminal,and second, to solicit comments from passengers relative to operations and conditions at theairport. In addition, automobile traffic counts were made in front of the terminal to relate groundtraffic movements to air traffic.

It was found from the survey that about 70 percent of the air passengers arrivedby private car and 21 percent by rental car. Almost 44 percent of these people left their carsin the parking lot and carried 1.9 pieces of luggage on the average. Sixty percent of the passengersused the restaurant, 27 percent, the telephone, and 4 percent insurance. Passengers would liketo see a newsstand added (48%), a gift shop (19%), and a motel at the airport (8%). Completedetails and findings of the survey are contained in Appendix F.Air Ca rr ie r Se rv ice

Pensacola is served by two air carriers - Eastern Air Lines and National Airlines. 10Non-stop service is provided by National Airlines to Panama City, Florida, and Mobile, Alabama,with same plane services (B-727) to 12 other cities via six flights daily. Eastern Air Lines providesnon-stop service (DC-9, B-727) to Atlanta, Georgia, and Birmingham, Alabama, and same planeservices to six other cities via eight flights daily.

Direction of .travel based on ultimate origination/destination information provided bythe Civil Aeronautics Board is shown in Exhibit 9 and indicates the desires to reach citiesindependent of the air route taken. Additional information is contained in Appendix G,

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30G e n e r a l A v i a t i o n F a c i l i ti e s

The existing general aviation facilities as shown on Exhibit 8 are split between twoFixed-Base Operators (FBO). Facilities include paved aprons, several large hangars and shops,tie-down areas and automobile parking lots. There are also three 10-unit "T" hangars.

A survey of pilots using the two Fixed-Base Operators was accomplished during thesame time as the passenger survey (April 17 to May 13, 1974). The purpose of this surveywas to identify the needs of the general aviation users at the airport so that these needs couldbe programmed for future planning. Detailed findings of this survey are contained in AppendixF .Surrounding Land Uses and Zoning.

Land uses in the environs of the Pensacola Regional Airport are shown on Exhibit6 and consist of a typical developing suburban area with a mixture of uses which includesingle-family residential subdivisions, large commercial concentrations Cordova Mall), stripcommercial (along 9th Street), large institutional uses (Sacred Heart Hospital and Pensacola JuniorCollege), apartment developments, schools, churches, and open and wooded land. The City ofPensacola has zoned land around the airport to be compatible (commercial and industrial) withaircraft operations; however, much of the land has continued to be developed residential (permittedin the commercial and industrial districts). In addition, much of the land impacted by the airportis not in the City and is not zoned. 11 Existing zoning around the airport is shown in Exhibit10 (not necessarily actual uses).12

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L E G E N DA C C E S S R O A D S

I I-I02 I-1103 B A Y O U B O U L E V A R D4 A I R P O R T B O U L E V A R D ( K I L B E E A V E N U E )5 M c A L L I S T E R B O U L E V A R D6 O L D S P A N I S H T R A I L7 S C E N I C H IG H W A Y8 S U M M I T B O U L E V A R D9 9 t h A V E N U E10 12th A V E N U EI I T I P P E N A V E N U E

ACCESS TO THE AIRPOPENSACOLA REGIONAL AIR

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3 3

4 .cAllister Boulevard: S om e r ight-of-way is dedicated. N o f irm date forcomp letion of this project.Another road project which has b een considered by the Florida Depa rtment ofTransportation is the construction of an interchange at 9th an d Interstate 10 north of the Airport.There are considerab le design and right-of-way problems associated with the construction; however,an interchange at this location would provide ideal access from 1 -10 to the Airport and surroundinga r e a .

Dra inage , a n d Utility SystemsThe drainage system on the airport was visually inspected and observations were madeduring and after periods of heavy rain. In addition, plans of the drainage system on the airportwere reviewed.As a result, it was determined that there are several areas wherein the drainage sy stemwill need im proveme nt in the future, as the airport and surroun ding area expand. H owe ver,at the present time all surfaces on the airport are adequately drained, a lthough piping system sunder the runway s and taxiways a re reaching capacity. R ecently the Sco tt Field clay pit hasbeen improved as a drainage retention area for the airport.In general the electrical system and all other uti li ty system s on the airf ield and inthe terminal area are adequate for present deman ds. The airfield electr ical Vau lt has reachedcapacity and it does not appear that it can be expanded in its present location. The high intensity

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SECT ION VI4DEM AND/CAPACIT Y ANAL YSIS AND F ACILITY REQ UIREME NT SThe forecasts, as described in Section" IV , indicate a sub stantial increase in all segmentsof activity for the Airport. In order to accom moda te such increases, a considerable expansionin facilities will obviously be required.The methodology utilized herein to judge the extent of improvements required includedthe following:1 . From the forecasts, determine a long-range facil i t ies requirementsp r o g r a m .2 . From the inventory and analysis of the existing facil it ies, determinewh ether these exist ing faci li t ies cou ld mee t the pro jected futurerequirem ents. If not, determine wh at additional facil it ies would ber e q u i r e d .3 . C ons ider a series of al ternat ives availab le to mee t the projectedr e q u i r e m e n t s .4 . Se lect the alternative that most nearly satisfies the technical, managerial,financial and environmental conditions associated with the projectedairport operations.

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35Each of these elements must be considered in order to establish valid requirements

for the future.Families of Aircraft

Because of the variety of sizes, weights and performance of aircraft now being operatedand those anticipated in the future, the Federal Aviation Administration has classified aircraftinto five groups as follows:

Class A - All large turbojet commercial aircraft. Class B - All medium and small turbojet, all propjet and all reciprocating enginecommercial aircraft except the F-27 and DC-3. C l a s s Cll executive jet aircraft, all executive propjet, and all larger multi-engineexecutive aircraft. Class D - Light twin-engine and large single-engine general aviation aircraft. Class E - All light single-engine aircraft.

These classifications take into account runway lengths and strengths required. Whetherall classes of aircraft can operate from the same airport is, to a great extent, dependent uponthe total amount of traffic on the airport and the percentage of each class to use the airport

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W i n d a n d W e at h er6C urrent 24-ho ur wind roses for Pen sacola R egional Airport are set forth in E xhibits

12 and 1 3. Th e Federal Aviation Administration has set forth a policy w hich states that airportsshould provide runways to cover at least 95% of all winds with crosswind com ponents of 15miles per hour (13 knots) or less. As shown on E xhibit 12 , this coverage is provided by runway16 -34 at the airport . With the addit ion of existing runway 7 -25 , coverage is some 99 .6%.For lighter and sm aller aircraft, 15 m iles pe r hour crossw ind taxes the limits of thepi lot , and i t is suggested that 10 miles per hour is a more real ist ic f igure to use. E xhib i t 13shows that over 95 % coverage is also provided by the orientation of the existing runway s at

the airport for 10 miles per hour.Future consideration will, therefore, be b ased up on retention of the existing runwaydirections.C urrent weather minimum s at Pensaco la Regional Airport are 20 0-foot ceiling andone-half-mile visibility for landings using the I LS system and 300-foot ceiling and one-mile visibilityfor take-off.Weather information available from the N ational Weather R ecords C enter, Asheville,N orth Carol ina, for C orry Field, Pensac ola, shows that ceilings are below 35 0 feet 1.5 percentof the time. C ei lings are b elow 15 0 feet 0.6 percent of the t ime.

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W I N D R O S EAIR CARR IER

Pensacola R egional Airport

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W I N D R O S EG E N E R A L A V IA TI O N

Pensacola Regional Airport

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3 9Wind also affects airfield capacity. A study of the wind rose for Pen sacola R egionalAirport shows that the present airf ield configuration will allow op erations with 15 MPH wind9 9.6 percent of the time. There fore, the capacity calculations must reflect the fact that no

operations can o ccur at Pensacola 0.0 4 pe rcent of the t ime due to adverse crosswinds.In addition to aircraft mix and wind direction, the configuration of the runway systemof the airport also has a crit ical bea ring on the capacity. Again, app lying Federal AviationAdministration criteria for capacity ana lysis, it is estab lished that the configuration of Pe nsacolaRegional presently fits the description for two runways intersecting at or near the center of each,known as "Layout L2. "1By thus restructuring the demand capacity formulas to reflect specific data forPensacola Regional Airport, a realistic measure of annual 2 and hourly peak capacity can b e derivedthat indicates that 215 ,00 0 ope rations represent the practical annual capacity (P AN C AP). ThePAN C AP indicates a theoretical level at which aircraft using the airport could begin to encountersub stant ial delays. Th e pract ical hourly capacity for VFR operat ions is calculated to be 95operations per hour, and the practical hourly capacity for IFR operations to b e 6 0 operationsper hour.I t is generally assumed that, when 80 percent of this capacity is reached (2 15 ,000 x.80 = 17 2,00 0 operations), serious consideration should b e given to the construction of additionalfacili t ies. B ased o n the forecasts o f total aircraft operations at P ensaco la, this shou ld occursometime in the 198 0-1 98 5 t ime period using the PAN C AP as a cr iteria. Using practical hourlycapacity (PH O C AP) as a m easure, there appears to be adequate VFR capacity on the existingairport through 199 5 and a de f iciency in I FR capacity in the 19 80 -19 85 t ime pe riod.

40

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additional general aviation facilit ies wou ld again be need ed. (O nce again, the runway would b eprimarily to serve sm aller general aviation aircraft; the existing site at Pensacola ap pears capab leof handling the demand for air carrier and larger general aviation aircraft for the foreseeablefuture.)

D etailed planning requirements for the additional runway at the R egional Airport arecovered below and in S ection VIII, P hysical Planning. This section address the need to maintainthe existing runway sy stem as well as location requirements for the proposed runway.Runway Length and Strength Requirements

In addit ion to the nu mb er of runway s required to provide cap acity a t an airport ,the length and strength of these runways is also important. Length and strength are normallyba sed upo n a cr i t ical aircraft or that aircraft which can b e expected to u se the airport on aregular basis and which requires the longest runway or the greatest strength of runway or bo th.From the analysis of capacity requirements it was determined that a new generalaviat ion runw ay would b e required in addit ion to the e xisting runways. T herefore, two setsof "critical" runway requirements were examined for air carrier and general aviation.

Air Carrier Ru nway LengthThe cri t ical a ircraft for the next f ive to ten y ears w ill most l ikely b e the B oeing72 7-2 00 for length. (Introduction of wide-b ody aircraft would probab ly not require greater lengththan the 727 -20 0, and i t is ant ic ipated that the 7 27 -30 0 w ould have requirements similar to

4 1

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From consideration of these various runway lengths, type of equipment likely to beused, stage lengths, and from discussions with the airlines serving Pensacola, it appears that arunway length of 8,000 feet would serve the long-range need of the area with a crosswind runwayof about 90% this length (say 7,000 to 7,500 feet). Any runway extension should occur whenthe need can be more accurately demonstrated by the airlines serving the airport. However,3the Master Plan should preserve the capability to extend the runways.G eneral Aviat ion R unway Length

The runway length requirements to serve general aviation can vary substantially since"general aviation" is not limited to any specific type of aircraft but refers to the use of anaircraft in other than military or commercial transportation (air carriers, commuters and air taxis)service. In fact, general aviation aircraft can vary from the smallest single-engine aircraft to largemulti-engine jets normally used by the airlines.

Based on the forecasts the main concern should be to serve on the additional runwaythe D and E type aircraft which constitute the vast majority of all operations. The larger generalaviation aircraft can operate off the same runways as the air carriers. Therefore, the runwayshould be planned as a general utility runway which will accommodate substantially all propelleraircraft of less than 12,500 pounds, such as the Beech Twin Bonanza, Cessna 421, de HavillandDoves, and Piper Twin Comanche. According to Federal Aviation Administration Advisory Circular150/5300-4A, the runway would have to be approximately 3,600 feet in length given the altitudeand temperature (120 msl and 87F) to serve these aircraft. Other design features would include75-foot-wide runway, 40-foot-wide taxiways and 200-foot runway-taxiway separation.

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Much of the existing parallel taxiway system is only 50 feet wide and current FederalAviation Administration criteria establish 75-foot-wide taxiways as a minimum for the 727-200and larger aircraft such as the DC-10. It is, therefore, recommended that, at the same timethe taxiways are strengthened, they should also be widened.

Staging of the overlays for the existing runways and taxiways are discussed in SectionIX.New Air Carrier Pavement

New air carrier runways (extensions) and air carrier taxiways should be designed forthe aircraft as listed above (14-inch full-depth asphalt). Air carrier aprons should be 13-inchportland cement concrete with a 6-inch soil cement base.General Aviation Facilities

The proposed new general aviation runway is planned for use by light general aviationof 12,500 lbs. or less. However, it is recommended that the pavement be designed to support30,000 lbs. (two inches of surface, 8-inch shell base). This design will insure adequate pavementstrength and simple construction procedures.

The general aviation taxiways and aprons should be designed for 60,000 lbs. aircraft(3-inch surface, 8-inch shell base). Although this heavy an aircraft (Grumman Gulfstream II) wouldnot use the general aviation runway, it would use the taxiways between the longer runways andthe fixed-base operations area.

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Because Runway 7 is often used by air carriers for landings (about 30 percent ofthe time), a CAT 1 7 instrument landing system (1LS) appears justified for this runway. Runway16 should remain as the preferred landing runway, and Runway 7 as the preferred take-off runway;however, the provision of an I LS on Runway 7 would increase the flexibility of the airportduring poor weather conditions. As the number of instrument approaches increases (especiallyair carrier), the need for this I LS can be justified in the 1980-1985 time period. As part ofthis I LS system would be a localizer facility, glide slope facility and an outer marker and amiddle marker. As an additional aid, a medium intensity approach lighting system (MALSR)with runway alignment indicator lights (RAIL) should be installed with the I LS on Runway 7to supplement the VASI and replace the REIL. The MALSR is a medium intensity approachlanding system (ALS) which is the standard for I LS operations during CAT I visibility minima.The existing medium intensity runway centerline light would have to be upgraded to high intensityrunway centerline light.

As a long-range improvement to increase the use of the airport during very poorweather, the existing CAT I installation on Runway 16 could be ultimately upgraded to CAT1 1 . 8As an adjunct to this improvement in the I LS for Runway 16, the approach lighting systemwould have to be upgraded to a suitable CAT II system (high intensity approach system suchas an ALSF-2 installation and touchdown zone lights on the runway). 9 Based on the numberof forecasted operations, it does not appear that this upgrading could be justified until the latterstages of the planning period. (In conjunction with the second pavement overlay of Runway16-34, it would be economical to install the basic in pavement components of the touchdownand centerline lights required for CAT II operations. This should be done only if the futureinstallation of the CAT II system has been justified and programmed at that time.)

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Airspace4The airspace and pattern of airports in the Pensacola-Eglin area present a very complexstructure. This is due to the very large number of Navy airfields used for training, civilian airports,Air Force fields and the restricted areas used for aerial ordnance testing. Military and civilianair traffic conflicts have been worked out through Federal Aviation Administration coordination.

With the closing of the Navy's Air Station at Ellyson as an active flying field, themajor airspace conflict at the Regional Airport has been removed for the approach to Runway16 (the existing instrument runway).

The instrumentation of Runway 7-25 as recommended for CAT I operations in the1980-1985 time period will require additional airspace for Pensacola Regional. It appears thatan instrument procedure could be established for this runway based on information from thePensacola Tower Chief. In any case, the recommended program of instrumentation of Runway7, the addition of a new general aviation runway and the extension of Runway 25 and Runway34 would have to be approved for their airspace requirements by the Federal AviationAdministration in a formal airspace review.10PART 3 - BUILDING AREAST e r m i n a l A r e a

As well as requirements for airfield facilities, the need for u landside n facilities mustalso be established. Table 15 lists a breakdown of acreages required to support various functions

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T A B L E 1 55T E R M I N A L A R E A R E Q U IR E M E N T SP E N S A C O L A R E G I O N A L A I R P O R T1985 A c r e a g e 1 9 9 5

T e r m i n a l A r e aBuilding Site 6 1 0Apron 1 2 2 0R o a d s 5 6Public Parking: Spaces R equired (800 ) 6-1/2 (1 ,100) 9Employee Parking: Spaces Required (100) 0-1 /2 (200) 1Stack for Taxi, Limousine, Bus 0-1/2 0 - 1 / 2Ready Rental Cars: Spaces Required (45) 0-1/2 ( 6 0 ) 0 - 3 / 4Rental Car Storage 3 4 - 1 / 2ii 5 1 - 3 / 4

F A A F a c i l i ti e sBuilding Site 0-1 /2 0 - 1 / 2Apron 1 1P a r k i n g 0-1/2 0 - 1 / 22 2O t h e r F a c i l it ie s i n T e r m i n a l A r e aFuel Storage 1 1 - 1 / 2Service Station 1 1Motel . 5 5R o a d s 1 0 1 0Airport Maintenance 2 2

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4 6Airline gate requireme nts were estab lished b y assum ing a schedule to a reasonab lechoice o f destinations, an average load factor, an a ircraft turn around time and a n airline fleetmix based on the forecast. The re are presently five gate positions available on the apron (although

they are seldom needed at the sam e time), and it is anticipated that six positions will be n eededby 19 85 and ten by 1 99 5. G ate position size was set at 180 -foot diameter circle (suffic ientfor a power in-out for a 727-200). If larger aircraft (DC-10) serve Pensacola, two of these positionswould be required for one aircraft. Smaller aircraft would obviously require less space. Therefore,any terminal concep t should include enou gh flexibil ity to serve a variety of aircraft sizes.TABLE 16

TERMINAL BUILDING SPACE REQUIREMENTSPENSACOLA REGIONAL AIRPORT - 1985S qu a re Fe e t

AIRLINETicket Counter (100 LF)Ticket Lobby

1 ,000. 5 , 000Operat ions 25 , 0 0 0De parture Lounges (6 gates) 6 , 0 0 0Baggage Claim 5,000Terminal Waiting Rooms 1 0 , 000S u b T o t a l 5 2 , 0 0 0C O N C E S S I O N SDining Facilities 5 , 000

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4 7TABLE 17T E R M I N A L B U I LD I N G S P A C E R E Q U I R E M E N T S P E N S A C O L A R E G I O N A L A I R P O R T 1 9 9 5S q u a r e F e e t

AIRLINETicket Counter (200 L.F.) 2 , 0 0 0Ticket Lobb y 1 0 , 0 0 0Operations 3 5 , 0 0 0Departure Lounges (10 gates) 1 2 , 0 0 0B a g g a g e C l a i m 1 0 , 0 0 0Terminal Waiting R ooms 2 0 , 0 0 0S u b T o t a l 8 9 , 0 0 0

C O N C E S S I O N SDining Facilities 8 , 0 0 0Kitchen and S torage 5 , 0 0 0Cocktail Lounge 2 , 0 0 0New s, N ovelties,-Gifts 5 , 4 0 0Auto Rental 1 , 5 0 0Insurance Counter 2 0 0S n a c k B a r 6 0 0Bag Lockers 2 0 0Telephones 3 0 0Game Room 6 0 0Display Advertising2 0 0S u b T o t a l 2 4 , 0 0 0

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4 8

TABLE 18G E N E R A L A V I A T I O N A R E A R E Q U I R E M E N T SA c r e a g e1985 1 9 9 5

Fixed-Base Operators' Lease Plots 30 45T-Hangars and Tie-Down 6 8Itinerant Apron 8 10Executive Hangars 2 4Source: Greiner Engineering Sciences, Inc.

Electr ical RequirementsThe exist ing airport pr imary distr ibut ion system is 240 0 Volt , 3 phase, 60 H ertz.Service is provided by G ulf Power C ompany from a radial 13.2 K V, 3 phase, 60 Hertz aer ial

feeder along the south side of College Boulevard. The 13.2-2.4 KV transformers are pole mountedin the vicinity of the Airport Maintenance Fa cili t ies. From this transform er b ank the airportdistribution circuit is aerial, 3 no. 4 A.W .G . on woo d poles, to a point just west of the existingairfield l ighting vault where it transitions to underground . The underground portion consistsof 3 1/c No. 4 A.W.G., 3 KV cables in a series of manholes and concrete encased ducts running

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S E C T I O N V II9E N V I R O N M E N T A L C O N S I D E R A T I O N SThis section pro vides a general evaluation of the environm ental implications resultingf rom improvem ents proposed for the Pe nsacola R egional Airport. The purpose of Thisoverview environmental assessm ent is two-fold.First, information contained in this section is intended to as sist in the determinationof the final developm ent plan. In this sense, the report represe nts environmen tal planning asi t is related to and integrated w ith all other aspe cts of airport ma ster planning, i .e. , physicaland tech nical planning; financial planning - including socioecon omic p lanning, forecasting, andmanagement planning.S econd, this section has b een prepared so that i t may b e eff iciently extended intoa comp lete environmental impact statement in compliance with Section 102 (2)(c) of the N ationalE nvironmental Policy Act of 196 9 and S ection 1 6(c)(4 ) of the Airport and Airways D evelopmentAct of 19 70 . Howe ver, i t is emphasized that the following assessment is not intended and cannotbe construed as a formal environmental impact statement; the assessment does represent a planninginstrument and preliminary environmental analysis. N onetheless, all investigations and informationin the assessment will be of value and expedite preparation of the prerequisite environmental

statement. A com plete E nvironmental Impact Assessment R eport (EIAR ) is currently beingprepared and will be p ublished as a separate report. Information in this overview a ssessmen twill serve as the basis for the E IAR .E very effort has b een m ade to achieve a thorough and b alanced report which wil l

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Communities were named and defined on the basis of dominant plant constituents,as these are the most readily visible indicators of plant growing conditions, animal constituentsand major limiting factors (See Exhibit 14). Lists of the plants reported from each communityand animals reported from the vicinity are given in Appendix H.

SandhiII P i n e F o r e s tThe sandhill pine forest is the most common natural vegetation type in northwest

Florida, and it is the predominant vegetational type near the Pensacola Regional Airport. Thesepine forests are adapted to well drained, sandy loam hills and ridges that were originally partof the ocean bottom and dune system of the Gulf of Mexico.

The forest is usually an almost pure, dense stand of longleaf pine (Pinus palustris),but in areas of disturbance the pines are more scattered and an understory of shrubby oaks(primarily turkey oak (Quercus laevis) and blue-jack oak (Q. incana)) is present. Other understoryplants include gopher apple (Geobalanus oblongifolius); broomsedge (Andropogon virginicus); wiregrass (Aristide strica); and other assorted herbs, briers, and vines.

The sandhi l pine forest is a community that is adapted to naturally occurring, periodicfires. In areas protected from fire by either natural means or man's intervention, the pine forestwill gradually change into a hardwood hammock forest unless the vegetation is periodicallyinundated by water.

H a r d w o o d H a m m o c k

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EXH

PSANDHI... P D C14 - fiAROW000

BIOTIC COMMUNITIESPENSACOLAREGIONALAIRPOR

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M a n D o m i n at ed2Much of the vegetation in the vicinity of the PNS Airport is man dominated, generally

to accommodated residential development. Plant species present in this fourth vegetational typeoften are remnants of the former natural community left as a border around homes and alongstreets. In addition, some species indigenous to the study area are used for ornamental purposes,e.g. dogwood (Cornus florida), southern magnolia (Magnolia grandiflora), and yaupon holly (Hexvomitoria). Other domestic plants have been introduced into areas which were previously coveredby one of the naturally occurring vegetation types. Included are palm trees (Sabal sp.), cedar(Juniperus sp.), Camellia (Camellia sp.) and azalea (Rhododendron sp.). Introduced plants mayrequire an artificial water source or improved drainage to permit them to utilize some areas.

An ecologically interesting area occurs in a small block just southeast of the airportalong and on each side of the proposed Spanish Trail (Exhibit 14). In this area are severalsmall ponded swamps that are surrounded by a forest that is a mixture of an old sandhill pineforest and a hardwood hammock dominated by large live oak trees. Also present are severalhomes with their associated man dominated tracts that give evidence for the aesthetic appealof this area.W ildli fe

Most animals that utilize the study area range freely between the different communitytypes, except for the restrictions imposed by ponded areas and areas of extensive urbandevelopment. Commonly occurring animals include the robin (Turdis migratorius), mourning dove(Zenaidura macroura), mockingbird (Mimus polyglottos), cardinal (Ricehmondina cardinalis), gray

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The Lakeland-Eustis soils which dominate the area, have a sandy or sandy loam surfacelayer and a friable loamy fine sand or loamy sand subsoil. These soils are usually rapidly drained;however, in some areas surface drainage may . become slow due to low relief.

These associations have severe agricultural restrictions because of their limitedabsorptive capacities, acidic character, and the low level of plant available nutrients due tooxidation and leeching.

A minor soil found in the area was the Klej series.Table 19 presents selected soil characteristics of the various series encountered in the

project area. These characteristics summarize the primary engineering features of the soils - theirmoisture holding capacity, natural drainage, depth of water table, permeability, and theirshrink-swell potential.

T A B L E 1 9 S E L E C T E D S O I L S E R I E S C H A R A C T E R I S T I C SAvailable Moisture Depth toS e a s o n a l l yN a t u r a l S h r i n k / S w e l l H o l d i n g Capacity In Permeability H i g h W a t e rD r a i n a g e P o t e n t i a l Water/Foot of Soil In /Hr. Table p H

Eust is S o m e w h a t low 0.8 1 0 + 10 + 5.0 -6 .0ExcessiveLakeland S o m e w h a t low 0 .7 1 0 + 1 0 + 5 .0 -6 .0Excessive

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Hy drology and D rainage4The existing 1200-acre Pensacola Regional Airport is located on a small plateau

bordered by Carpenter Creek and Bayou Texar on the west and Escambia Bay on the east.Carpenter Creek flows southeastward, of the airport it terminates in Bayou Texar, an estuaryof Escambia Bay.

Rainfall statistics for the area show that the mean annual rainfall is 59.69 inches.However, annual rainfall has varied from 28.68 inches to 90.41 inches during the past 40 years.The maximum 24-hour rainfall was 17.07 inches in October 1934.

Existing storm runoff facilities at the airport consists of network of inlets and concretepipe which outlet through 42 and 84-inch pipes into the Scott Field Storage Basin. This retentionbasin has recently been enlarged to hold 57 acre-feet of water and is designed to contain allstorm runoff from a 50-year storm. Water is released from the retention basin directly intoBayou Texar through a 30-inch pipe.Water Q uality

Water courses and bodies in the vicinity of the existing Pensacola Regional Airportinclude Carpenter Creek and Bayou Texar to the west and Escambia Bay (a northern reach ofPensacola Bay) to the east. The quality of water in these three distinct systems is significantlyaffected by the volume and quality of surface stormwater runoff. Of particular importance tothis study is the stormwater runoff from the Pensacola Regional Airport facility.

5 5"Nutrient concentrations in the stormwater runoff are higher than background conditionsin Bayou Texar and Carpenter's Creek. Nutrient levels of Bayou Texar are quite high

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and reflect a buildup of nutrients."Bacteriological data indicate many extremely high total coliform counts (MPN),consideringphere are no conventional point discharges of domestic wastes intoCarpenter s Creek or Bayou Texar. These are most likely the result of accidental sewagespills from the Pensacola sewer system and from septic tank discharges within the basin.These recorded bacteriological values are generally the highest during dry weather,indicating that there is a diluting factor during the stormwater runoff. Bayou Texaris classified by the Florida Department of Pollution Control as a Class Ill water. Thisclassification calls for MPN of less than 1,000 per 100 ml on an average basis andless than 2,400 per 100 ml on an individual sample basis. Because these values havebeen exceeded so frequently, Bayou Texar is presently regarded as unsuitable forwater-related recreation activities.' 4

I t must b e noted that, although the runoff from the PN S Airport contributes to thewater quality of B ayou T exar, the above con clusions abou t the status were not formulated withdata collected after the S cott Field Storage B asin was redesigned and enlarged. Therefore, it isnot possible to assess the probab le enhancement produced through retention of this contributings e g m e n t .Air Quality

The principal air pollutants resulting from airport and aircraft operations are: Carbon Monoxide (CO ) Hydrocarbons (HC) N itrogen O xides (N0 x) Photochemical O xidants (O zone)

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T A B L E 2 1M A J O R S T A T I O N A R Y S O U R C E S O F A IR P O L L U T I O N56

A n n u a l E m i s s io n s ( T o n s )S t a t io n a r y S o u r c e A d d r e s sOC N O x S O 2 P a r t i c u l a t eArgo Chemical Division 118 E. Fairfield Dr. 64 .2Amer ican Creoso te Works , Inc . South J Street 37 .5Armstrong Cork Company 300 S. Myrick 64 .2E . M . C h a d bo u rn e , I nc . 4375 McCoy Drive 1 5 4 . 0 41 .6D i xi e G rad ing and P av ing 1825 Hollywood Drive 67 .5Gulf Power Company N or th , a long Gover -nor ' s Bay ou 1 6 , 8 6 1 . 5 47 0 . 6St . Reg i s Pape r Com pany Cantonment 12 .25Tenneco Chemica l , Inc . 407 S . Pa c e B lvd . 539 . 50Source: State of Florida Air Implementation Plan. Florida Department of Pollution Control, Tallahassee, Florida,1972.

T A B L E 2 2 M O N I T O R I N G S T A T I O N S IN T H E P E N S A C O L A A R E A M a j o r P o l lu t a n t s M o n i t o r e d

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The Northwest Florida Interstate AQCR consists of ten counties in Florida, the regionis primarily agricultural, except for Pensacola and the surrounding military installations. TheNorthwest Florida Interstate AQCR is classified as priority III for CO, and NOx pollutants andpriority I for S02, hydrocarbons, photochemical oxidants and particulate pollutants. The reasonfor priority I classification for S02, hydrocarbons, photochemical oxidants and particulatepollutants is because of the Alabama portion of the Region.

Priority I classification indicates the pollutant levels exceeding the air quality standardswhile priority III indicates pollution levels well within the standards.

Transportation is one major source of air pollutants in Escambia County. The Stateof Florida Air Implementation Plan, published in January 1972, indicated that in 1970approximately 73 percent of total air pollution in Escambia County was generated bytransportation sources. In the same report it was indicated that only 0.67 percent of the totalpollution in Escambia County was generated by aircraft.

Aircraft emissions, particularly jet exhausts, are highly visible against the lightbackground of the sky. This leads to the assumption that aircraft operations contributed heavilyto the air pollution. However, aviation operations contribute comparatively little pollution--only3.3 percent, of total emissions in the United States. Further, pollution from jet engines hasbeen steadily reduced over the past twelve years due to advances in technology. A program5to reduce smoke was developed to retrofit engines already in use. The engine selected for thisprogram was the Pratt and Whitney JT-8D, which powers the tri-engine Boeing 727 and thetwin-engine Douglas DC-9.

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The temp erature structure determines the stabi l ity of the atmosphere. In E scamb iaC ounty m onthly average temp eratures range from the lower 60 's in winter to the lower 80 'sduring summ er m onths.In add ition to the transport and d ilution of pollutants, precipitation also h as an effecton am bient concentrations. The average m onthly rainfall in the area ranges from 1.5 to 9 inchesmaximum precipitat ion occu rr ing during the summ er mo nths.The S tate of Florida Air Implementation Plan, dated January 19 72 , stated that dueto the general pattern of terrain and trade w ind circulation, m eteorological conditions thataggravate air po llution do not often oc cur in Florida. The air over the state is u sually sufficientlyunstable, a condition conducive to the development of cumulus clouds and thunderstorms, to

disperse pollutants to higher levels in mos t locations.Exis t ing Ambient C o n d i t i o n sAmb ient pollutional loadings originating in the airport area re sult from five sou rces.These are:

Ambient emissions Heating plant emissions Service vehicles emissions Passenger and employee traffic on-site Through-traffic on major roads off-site

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59 Methodologies employed in the evaluations; Documentation of criteria established; Present and future aircraft mix and runway distribution; Description of existing and predicted future noise within the airport's influence area.

MethodologyThe evaluation of existing aircraft-generated noise exposure was based on two

methodologies: The Noise Exposure Forecast (NE F), and the Aircraft Sound Description System(ASDS).

The Noise Exposure Forecast was developed by the U.S. Department of Transportation,Transportation System Center, and published in revised form in June 1972. This aircraft noiseevaluation model combines the quantitative and qualitative effects of various impact parametersand represents the results in the form of noise exposure contours. The parameters involved includeaircraft mix, runway configurations, flight path descriptions, number of operations per day, andtime of day (that is, daytime or nighttime). The noise contours which result from this analysisare expressed in NEF values. Due to the relationship to established criteria, two NEF contoursare generally plotted: NEF 40 and 30. Table 24 provides a narrative description of the acousticnoise impact for the relatively quiet NEF values below 30, for the transition from NEF 30 to40 and the high influence of noise exposure resulting from NEF levels greater than 40.

Although using basically the same parameters as the NEF, the Aircraft Sound

TAAL E 240

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L A N D U S E S A D J A C E N T T O A I R P O R T S A N D N O I S E C O N T O U R SN o i s e E x p o s u r eF o r e c a s t(NEF) Valuese m a r k s30

ew activities will be affected by aircraft sounds, although building designs forespecially sound sensitive activities such as auditoriums, churches, schools, hospitals,and theatres should consider sound control in areas close to the airport. Detailedstudies by qualified personnel are recommended for outdoor amphitheatres and likeplaces of public assembly in the general vicinity of the airport.3040ctivities where uninterrupted communication is essential should consider soundexposure in design. Generally, residential development is not considered a suitableuse although multi-family developments where sound control features have beenincorporated in building design might be considered. Open-air activities and outdoorliving will be affected by aircraft sound. The construction of auditoriums, schools,churches, hospitals, and theatres and like activities should be avoided within thiszone whe re poss ib le .40and should be reserved for activities that can tolerate a high level of sound exposuresuch as so me agr icu ltura l, i ndust r ia l , and comm erc ia l uses. No res ident ia l developmentsof any type are recommended. Sound sensitive activities such as schools, offices,hospitals, churches, and like activities should not be constructed in this area unlessno alternative location is possible. All regularly occupied structures should considersound control in design.

Source: e d e r a l AVa t i o n Ad m i n i s t r a t io n , A i r p o r t M a s t e r P l a n s , AC 150/5070-6 (W a s h i n g t o n , D . C . : G o ve r n m e n tPrinting Office, 1971), Table 3, p.47)

T A B L E 2 5

61T A B L E 2 6

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R U N W A Y U S A G E aRunwayandingsake-Offs16793 400762 550 %0 %Source: Greiner estimates based on ATC Records.a P ercent of tota l da i ly opera tions.Ex isting N oise Condit ions

Exhibits 15 and 16 visually provide NEF and ASDS contours for present conditionsat the Pensacola Regional Airport. The NEF 30 contour lies approximately two miles beyondthe end of Runways 16 and 34 and two and one-half miles beyond the end of Runways 7 and26. The slightly shorter distance of exposure on Runways 16 and 34 results from turningmovements on those runways. These turning movements create wider exposure bands along 16/34than along 7/25.

Exhibit 16 provides contours indicating areas exposed to zero, one, five and ten minutesof an 85 dBA noise level daily. The predominance of landings on Runway 16 is indicated bythe distance that the one minute contour extends beyond Runway 16 (approximately 3 miles).The one minute contour extends approximately 1-1/2 to 1-3/4 miles from the other runway

SCALE IN MILES0

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.a -4,

'.4011110 SCALE IN MILES0

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ours

64Sanitary Sewerage

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The Pensacola Regional Airport is connected to the municipal sewage system. Thesewage is treated at the Northeast Sewage Treatment Plant, and the effluent is discharged intoEscambia Bay. Currently, this plant is overloaded, and no more connections will be alloweduntil the system is upgraded. In total, Pensacola treatment facilities have a design capacity of18.5 mgd and a current flow of 13.6 mgd.

Gas and ElectricGas service to the airport is provided by the city via direct pipeline from United

Gas Company. The gas is used in the terminal for heating, cooling and food preparation. A6-inch main serves the airport with 2-inch connections to the main terminal building and to thehangars .

The electrical requirements of the airport are presently met by the Gulf PowerCorporation of Pensacola through connections to the Eastgate Substation located approximatelyone mile north of the airport. This substation is designed so that it can be enlarged as electricalconsumption increases. Currently, the airport uses about 130,000 kwh of electricity per month.

T e l e p h o n eTelephone service is provided to the airport by the Southern Bell Telephone Company.

Special circuits are provided for the FAA and the airlines, and car rental agencies are connecteddirectly to their rental- offices in downtown Pensacola. In addition, local business lines are

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P A R T 2 - P R O B A B L E I M P A C T S O F A I R P O R T E X P A N S IO N5Although detailed, quantified estimations of the effects of airport expansion have not

been made, a general assessment of the probable effects has been made. Throughout SectionVIII, Physical Planning, the environmental consequences of alternative development strategies wereconsidered. These included location of the proposed general aviation runway, runway extensionand terminal area. In addition, the development of the Concept Plan in Section VIII reflectsenvironmental input developed below. Facilities, such as buffer zones and storm water retentionareas, are included in the plan. Other factors, such as siting of the general aviation area to avoidthe valuable swamp forest areas reflect the inclusion of environmental input into the airportplanning process.

The probable impacts described below are limited to the proposed plan described inSection VIII for sake of clarity.Vegetation and W ildlife

Expansion of the PNS Airport may result in the loss of some sandhill pine foresthabitat along the southeastern edge of the airport if the general aviation runway is built as presentlyplanned (See Section VIII). However, the forests in the vicinity of the airport are the focusof strong pressures for residential or industrial development and may be cleared or altered regardlessof any expansion plans for the airport. It could be expected that the pressures for industrialdevelopment would increase with expansion of the airport. It has been proposed that areas adjacentto the airport property that may experience high noise exposure be purchased to restrict residential

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W ater Qu ality 6The water quality of B ayou Texar and E scamb ia Bay should be affected very l i tt le

by the airport expansion. H owever, it is important that the Scott Field S torage Basin b e m anagedto allow the maximum settling of suspended solids. Retention basins and seepage ponds willbe constructed on the airport as part of the expansion program to control the volume of runoffbe fore it reaches the Scott Field Basin and eventually the B ayou .Air Q uality

Both short-term construction and operation of the expanded facility will affect ambientair conditions. How ever, existing 197 4 po llution levels in the airport and its vicinity will b ereduced by 19 80 , 19 85 , and 19 90 as Federal emission standards on aircraft are fully effective.Pollutant concentrations reaching adjacent commercial and residential areas are estimated to bewith and b elow Federal, state, and county standards for health and safety.Air pollution during the construction period may be generated by the followings o u r c e s :

O pen burning C onstruction equipment operations Private vehicles used by co nstruction workersO pen b urning operations are subject to state and county law and regulations. Burning

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B ased on com parable projects, an estimate of pollution loads from construction wasdeveloped as shown in Table 27. It can be seen that private vehicles used by construction workersonly represen t 5.6 percent of the project 's total dai ly pol lut ional construction load. Totalpollutional load generated from all construction sources will be 0.3 tons per day. This representsan increase of less than one p ercent in total regional pollution. Further, this impa ct is of shortduration and will terminate with the completion of the project.

TABLE 27M A X I M U M TOTAL D A I L Y C O N S T R U C T I O N P O L L U T IO N A L L O A D SI b s / d a yP o l l u t a n t s C o n s t r u c t i o nM a c h i n e s V e h i c u l a rT r a f f i cC O 1 7 6 2 1H C 2 9 3NOx 2 9 0 5S O 2 21 0.20Part iculates 1 1 0.30T o t a l s 527 2 9 . 5Source: Greiner EstimateThe results of the air pollution inventory indicated that expansion of the PensacolaR egional Airport will not adversely affect the air quality in its vicinity, w ith the assum ptionthat Aircraft Em ission C ontrol standards announced b y the E PA in the Federal R egister J u l y17 , 19 73 wi ll be met on schedule.

TABLE 29P R O P O S E D E X P A N S I O N P R O J E C T E M I S S IO N S

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I bsiclayY e a r C O H C N O S O 2 Particulates Total1 9 8 0 1 , 1 0 0 1 7 0 5 3 0 15 4 1 22 2 , 0761 9 8 5 1 , 0 7 0 1 6 7 5 2 4 2 0 0 1 56 2 ,1171 9 9 0 1 , 2 6 9 1 9 8 6 2 3 2 3 0 17 7 2 , 4 9 7Source: Greiner Estimates

A c o u s t i c N o i s eR unway usage in 198 0 wa s considered the same as present; however, total air trafficwas increased. Total jet operations were anticipated to increase by 57 percent from 3 8 to 6 3operations daily. N ight jet traff ic was expected to increase from 9 to 14 operations daily. Tab le30 provides projections of all aircraft operations in 1 98 0.

TABLE 301980 AIRCRAFT OPERATIONSA i r c r a f t T y p eayt ime Operat ionsighttimeperationsD C - 9 77 2 7 7General Aviation Jet 5C o m me rc ial P ro p 4General Aviation Prop 9 5 2

1SCALE IN MILES

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01 UM

/Went '

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y 0M. 0SCALE IN MILES

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Land Use Compatibility3

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The combination of increased airport size and residential encroachment will cause someresidences and the Grace Lutheran Church to be exposed to high sound exposures by 1985.The planned airport expansion is not expected to disrupt establishe