CAE Chapter 1 - XSUM - FINALCHAPTER 1 EXECUTIVE SUMMARY 1.1 BACKGROUND 1.1.1 Introduction In 2003,...

Chapter 1 Executive Summary

1‐1 Columbia Metropolitan Airport Master Plan Update

Executive Summary

CCHHAAPPTTEERR 11

EEXXEECCUUTTIIVVEE SSUUMMMMAARRYY 1.1 BACKGROUND

1.1.1 Introduction

In 2003, the Richland Lexington Airport District (RLAD) Commission completed an initial well-articulated vision for the long-term future development at Columbia Metropolitan Airport (CAE), which this Master Plan Update builds upon. The Master Plan Update is intended to address the steps over the next twenty years (the “planning period” required by FAA). The primary focus will be on the short and intermediate-term actions to improve air transport access, passenger terminal efficiency and security, air safety, and to maximize development and economic impact to generate resources to support CAE. 1.1.2 Goals and Key Issues

The Master Plan Update is the Commission’s strategy for the development of the Columbia Metropolitan Airport to satisfy demand in a cost effective manner, while minimizing environmental and socioeconomic impacts. The planning process is tailored to the unique conditions at CAE. In particular, the CAE Master Plan Update will address the impacts of the following issues and changing trends upon airport facilities:

Post 9/11 Security Impacts Airline Mergers, Acquisitions, Bankruptcies Broad Global Economic Downturn Fuel Costs / Changes in Airline Fleet Mixes / Operational Efficiencies “Green” Design Momentum Maturing Technologies (i.e. Internet Check-In, Common Use Equipment)

1.1.3 Factors Influencing the Master Plan

Focus Group Meeting Summary

The Columbia Metropolitan Airport is perceived as a beautiful, attractive showcase of the Midlands.


Executive Summary

The airport has not yet reached its greatest use potential because of the high costs of airfare and parking, the limited availability of flight options, and the limited number of direct flights.

The airport should be more involved in marketing its products and services to the local community and marketing the local community to prospective passengers and major employers in an effort to increase volume at the airport.

The airport should assume more of a leadership role in economic development. The Community should engage in ongoing communications and dialogue with the airport

staff and RLAD Commission to continue toward a more competitive model going forward.

1.2 EXISTING FACILITIES

A review of information related to the Columbia Metropolitan Airport and the surrounding communities provided the basis for future analyses. Historic data was obtained from a variety of sources (i.e. FAA approved documentation, site visits, data provided by users, staff and tenants, etc.). 1.2.1 Airfield Area

The airport is owned and operated by the RLAD, and is equipped with two primary runways, Runway 11-29 and Runway 5-23, which each provide 95 percent wind coverage. The two runways are supported by taxiways providing access to commercial, cargo, fixed based operator and general aviation facilities. Existing airfield facilities are illustrated below.

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Executive Summary

1.3.2 Passenger Enplanements

Since 1990, annual growth or decline in CAE’s enplanement levels may be linked to the following events: U.S. economic recessions, low-cost-carrier service by Air South, Independence Air, Allegiant, and Spirit Airlines, terminal renovations, hurricane impacts in the Carolinas and the Gulf Coast, and the terrorist actions on September 11, 2001. Because of these various events, some of which were unpredictable, CAE’s enplanement growth has generally been experienced in short-term spurts of no more than three years.

1.4 AVIATION DEMAND FORECASTS

1.4.1 Long‐Term Demand Forecast Development

Within 10 years activity passenger enplanements at CAE will recover to 2005-2006 previous peaks, then increase another 27% by 2028 (about 2% per year).

AIR CARRIER/REGIONAL ENPLANEMENT SPLIT FORECAST

YEAR PREFERRED

ENPLANEMENTS AIR CARRIER REGIONAL

2008 569,561 66,549 503,012

2009 538,741 54,444 484,297

2013 591,076 54,444 536,632

2018 664,524 54,444 610,080

2023 748,035 54,444 693,591

2028 842,980 54,444 788,536

AAGR 2008‐2028 1.98% ‐1.00% 2.27%

GROWTH 2008‐2028 48.01% ‐18.19% 56.76%

INCREASE 2008‐2028 273,419 ‐12,105 285,524

Source: The LPA Group Incorporated, February 2010.

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Executive Summary

1.5.1 Airfield Requirements

The airfield facility requirements analysis compares the existing airfield and landside components of CAE to Federal Aviation Administration (FAA) planning guidelines and to the FAA-approved 20-year forecast of aviation demand. The goal is to establish the framework for resolving the issues identified at the beginning of this Master Plan Update, including the identification of long-term requirements for runway length, aircraft hangar storage, support facilities, and vehicular ground access. A summary of long-term facility requirements is identified below.

Summary of Facility Requirements

Runway

Runway 11‐29 Extend runway to 11,000’

Runway 5‐23 Extend runway to 8,800’

Runway Width No recommendations

Pavement Strength No recommendations

Runway Safety Areas

Runway Safety Areas (RSA) Adjust declared distances to provide additional RSA at runway ends 23, and 11. Re‐grade RSA near end of Runway 5 to achieve additional RSA

Runway Object Free Areas (ROFA) Apply for modification of design standards for nonstandard ROFA areas

Taxiways / Connectors

Taxiway A Recommend addition of paved shoulders to meet ADG‐V criteria

Taxiway F Recommend addition of paved shoulders to meet ADG‐V criteria

Taxiway U Widen existing taxiway to 75’ to meet ADG‐IV standards

Taxiway Y Recommend addition of paved shoulders to meet ADG‐V criteria

Connectors Recommend addition of paved shoulders to meet ADG‐V criteria. Recommend widening of connectors GG and S in conjunction with widening of Taxiway U.

Approach Facilities

Non‐Precision Approach Install approach lighting system, ODALS etc. and clear 30:1 GQS to achieve lower approach minimums to Runway 23

Visual Landing Aids Upgrade existing VASI at Runway 23 to PAPI

Airfield Lighting No recommendations

Airfield Signage No recommendations

Pavement Markings No recommendations

Weather Instrumentation No recommendations

Fuel Storage Install or relocate existing 100LL tanks to midfield general aviation area

Landside Facilities

T‐Hangar Facilities 12 T‐hangar Bays

Corporate Hangar Facilities 23 Corporate Hangars with a minimum of 5,000 s.f. each


Executive Summary

Summary of Facility Requirements

Aircraft Parking Apron

Transient Aircraft Apron No additional Apron required – replicate existing apron areas to new midfield development area.

Based Aircraft Apron (Tie‐downs) No additional Apron required – replicate existing apron areas to new midfield development area.

Auto Parking

Parking Lot New midfield development area should provide ample parking for proposed facilities

ARFF Facility Identify site for future relocation of ARFF facility

ATCT Facility Relocate ATCT to a new location within the midfield area

Fuel Storage Requirements Relocate or purchase additional 100LL fuel tanks to support midfield development area.

Air Cargo Requirements Identify and reserve area for 40,000 SY apron expansion

Property Acquisition

Property Acquire additional 10.2 acres of property via easement or acquisition within existing and ultimate RPZ areas.

Source: The LPA Group Incorporated, 2010.

1.5.2 Terminal Requirements

Columbia Metropolitan Airport (CAE) is a small hub airport and expected to remain in that category until 2028. Use has consistently been over 1.1 million total passengers with a high point of 1.45 million in 2005. As terminal use rebuilds from the current (CY 2010) level of approximately 1.0 million total passengers to a projected 1.65 million in 2028, expect further changes to be required. These will be generated by ongoing changes in the airline industry and in the security process such as:

Passenger check-in processes and airline offices (more off-site and automated transactions, smaller staffs, continued airline merger / consolidations).

Baggage screening for security and more technology to do it (replacing the manual systems currently located in the lobby).

Passenger screening process and more technology to do it (as well as increased space needs to accommodate it, with adequate space to queue, direct, and observe the passengers to maintain or improve processing time).

Continued efforts to increase airport revenues from non-airline uses and concessions. Larger aircraft (70-100 seats) to replace the current predominant use of 50 seat regional

jets. Improvements over time in the relationship of parked aircraft to the terminal, including

the use of more passenger loading bridges to maximize passenger comfort, as well as apron security.

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Executive Summary

1.6 RECOMMENDED DEVELOPMENT

The recommended plan is the primary output of the master plan process providing a strategic vision to address future demand, infrastructure requirements and the long-term goals of the airport as a whole. The recommended development plan further identifies resources to address potential opportunities related to commercial passenger service and industrial/commercial growth through the 20-year planning period. CAE’s current location near major transportation corridors, available land, and associated infrastructure combined with recommended development allows the airport to capitalize on several opportunities including its effort to be an impetus for future business and urban development. The illustrated recommended development plan consists of airfield, ground transportation, terminal, and various aviation support and land acquisition projects. 1.6.1 Airfield Improvements

Several airport and terminal development options were presented to the public, stakeholders and the RLAD during several meetings and workshops. Airfield development alternatives evaluated included recommendations outlined in previous reports especially the FAA approved 2003 Master Plan Update and the FAA approved 2005 FAR Part 150 Study. The preferred development includes a comprehensive plan that balances future development with existing usable infrastructure, the surrounding environment, long-term vision of the RLAD Commission and the airport’s continuing role as a commercial service airport. Recommended airfield development projects shown in the figure below include the extensions of Runways 11 and 5, various pavement rehabilitation, taxiway and apron expansion projects, hangar and facility development, ARFF station relocation, installation of additional NAVAIDS, etc. In conjunction with proposed development of Runway 5-23, some parcels of property were also identified for future avigation easement or land acquisition allowing for continued expansion/development while limiting potential impacts to surrounding communities. Based upon preliminary environmental impacts and rough design requirements, preliminary order of magnitude cost estimates were developed. In addition, cost estimates, phasing, and funding options for the projects shown on the preferred alternative are included as part of an Implementation Plan.

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Executive Summary

Adequate automobile parking for the planning period exists, though uses may need to shift to better balance use of existing facilities.

The terminal apron capacity can be easily expanded when future demand requires it by “squaring off” the existing apron, which will also improve the useable parking areas, compared to the aircraft circulation areas.

Initial changes to the gates and holdroom area are limited to expansion of the lower level

holding area and addition of a weather concourse at apron level to improve the level of service and capacity for ground loading.


Executive Summary

In the long term as additional gate capacity is needed, the concourse is expanded at the lower level parallel with the existing concourse. The floor level will be ramped up to approximately 4 feet above grade, allowing for loading bridges. The central atrium of the existing concourse will be reoriented for direct access to the lower level.

1.6.3 Terminal Building Interior

The current terminal building size is nearly adequate for the 20-year planning period, however changes are needed to add space where uses increase (for instance baggage claim) or to repurpose existing areas for better utilization. The more immediate needs for the terminal address maintaining and improving the existing building to address changes in security and technology and to improve energy use and sustainability as it ages and systems need replacement.

Improvements to checked baggage inspection screening include construction of a remote building for explosive detection systems. Over time, this will include consolidation of airline operations to the west side of the terminal. Minimizing bag travel distances and centralizing equipment are key components of a functional and lowest cost system. The east side ticket lobby will be repurposed for other airport uses.


Executive Summary

The passenger security screening checkpoint (SSCP) area initial needs include addition of Advanced Image Technology equipment and more and better queing areas. At the outer years of the planning period, a fourth screening lane will be required to keep wait times within acceptable limits (10 minutes or less, 95% of the time) .

With changes to the SSCP, changes to the atrium area are needed. The ambiance of the

area will be enhanced and retained, while improving facilities for passenger queuing, meeter-greeter waiting area, food and beverage concessions, and relocating the information desk.


Executive Summary

In the later years of the planning period, replacements of the baggage claim devices and

expansion to add a fourth carousel are envisioned. Space should be reserved at the east end of the building to allow for this expansion.

The majority of terminal systems date back to the major renovation in the 1995-97 time period. As systems near the end of their useful life, they need to be replaced. In addition, there are more efficient lighting types, lighting controls, mechanical systems and controls that should be implemented. Recommendations for these system replacements and improvements are included as a part of the capital improvement program. This will also have the effect of lowering operating costs for the building.


Executive Summary

1.7 IMPLEMENTATION PLAN

The CAE Master Plan Update sets forth a strategic financial plan (Implementation Plan) which provides for the financial implementation of the recommended improvements identified over a 20-year planning period. 1.7.1 Capital Improvement Program and Phasing

The Airport Capital Improvement Program (ACIP) includes cost estimates and development phasing for the various projects identified within the Airport Layout Plan (ALP) drawing. The cost projections presented should be used for planning purposes only and do not imply that funding will necessarily be available. Each year indicates the initiation of design and/or environmental efforts and it is assumed that construction would be undertaken either in that same year or the following year. The following provides an overview of the capital improvements proposed for Columbia Metropolitan Airport (Proposed Projects) over a 20-year planning period (Development Period). 1.7.2 Funding Sources

A detailed funding plan for the Proposed Projects was prepared with an emphasis on the Short-Term Development Period (0 to 5 years). Recommended projects were evaluated to determine eligibility for funding by the Federal Aviation Administration (FAA) Airport Improvement Program, Passenger Facility Charge Program, other funding sources, and Third Party/Tenant Financing. The local funding requirement and potential opportunities for satisfying the local share requirement were identified, including airport debt funding, cash flows, and airport reserves. Cost estimates were developed to determine the District’s ability to fund and implement the recommended development plan. An analysis assessing the financial implications of the District undertaking the Proposed Projects and the District’s ability to generate future revenues sufficient to exceed projected operating and capital expenses during the Short-Term Development Period were examined. Based upon forecast revenue and expenses and anticipated project costs, the airport has the financial capacity to undertake and complete the recommended development during the Short-Term Development Period. The proposed development, including public and private development, over the 20-year planning period is shown in the tables below.


Executive Summary

SHORT‐TERM FUNDING PLAN

YEAR PROJECT DESCRIPTION PROJECT COST

FAA ENTITLEMENT

FAA DISCRETIONARY

STATE/ OTHER

LOCAL TOTAL

CASH LOAN

2011 Airport Pavement Management System $250,000 $237,500 $0 $12,500 $250,000

2011 Pitts Lake Stormwater Detention Pond Dam Reconstruction

$557,948 $530,051 $0 $27,897 $557,948

2011 Terminal Improvements ‐ Restroom / Elevators Renovation

$1,163,500 $1,105,325 $0 $58,175 $1,163,500

2011 Public Use Circulation Roads Rehabilitation – Design (Phase 1 of 2)

$174,738 $166,001 $0 $8,737 $174,738

2011 Airfield Signage and SMGCS Implementation – Design (Phase 1 of 2)

$147,237 $139,875 $0 $7,362 $147,237

2011 Runway 5 Safety Area Improvement – Design (Phase 1 of 2)

$200,000 $190,000 $0 $10,000 $200,000

2011 Runway 11‐29 AIP #38 Funds Transfer $733,867 $697,174 $0 $36,693 $733,867

Total 2011 $3,227,290 $3,065,926 $0 $0 $161,365 $0 $3,227,290

2012 East Air Freight Apron Joint Sealing and Rehabilitation ‐ Design & Construction

$510,340 $484,823 $0 $25,517 $510,340

2012 Taxiway Rehabilitation ‐ Design & Construction $1,700,000 $1,615,000 $0 $85,000 $1,700,000

2012 Terminal Improvements Roof Rehabilitation $500,000 $475,000 $0 $25,000 $500,000

2012 Airport Perimeter Fence Upgrade $575,000 $546,250 $0 $28,750 $575,000

2012 1500 Gallon ARFF Truck Replacement $600,000 $570,000 $0 $30,000 $600,000

2012 Runway 5 Safety Area Improvement ‐ Construction

$500,000 $475,000 $0 $25,000 $500,000

2012 Airfield Signage and SMGCS Implementation ‐ Construction (Phase 2 of 2)

$1,337,250 $570,388 $

700,000 $66,863 $1,337,250

Total 2012 $5,722,590 $4,736,461 $700,000 $0 $286,130 $0 $5,722,590


Executive Summary

SHORT‐TERM FUNDING PLAN

YEAR PROJECT DESCRIPTION PROJECT COST FAA

ENTITLEMENT FAA

DISCRETIONARY STATE/ OTHER

LOCAL TOTAL

CASH LOAN

2013 Public Use Circulation Roads Rehabilitation ‐ Construction (Phase 2 of 2)

$1,800,000 $1,710,000 $0 $90,000 $1,800,000

2013 Terminal Building‐ EDS (design reimbursement from work begun 2012)

$300,000 $285,000 $0 $15,000 $300,000

2013 Mechanical (items B,D,N Table 8‐4) and Security (items 5,6 Table 8‐3) Renovations

$1,062,000 $1,008,900 $0 $53,100 $1,062,000

2013 ARFF Station ‐ Design $350,000 $332,500 $0 $17,500 $350,000

Total 2013 $3,512,000 $3,336,400 $0 $0 $175,600 $0 $3,512,000

2014 Terminal Building Upgrades Mech / Electrical) $550,000 $522,500 $0 $27,500 $550,000

2014 Remote EDS ‐ Phase 1 (AIP / PFC) Construction $2,650,000 $2,517,500 $0 $132,500 $2,650,000

2014 Remote EDS‐ Phase 1 (TSA funded) Construction $3,300,000 $0 $3,135,000 $165,000 $3,300,000

2014 Taxiway U Widening and Lighting ‐ Design & Construction

$3,100,000 $2,945,000 $0 $155,000 $3,100,000

2014 ARFF Station ‐ Construction $4,000,000 $3,800,000 $200,000 $4,000,000

Total 2014 $13,600,000 $5,985,000 $3,800,000 $3,135,000 $680,000 $0 $13,600,000

2015 West Cargo and Terminal Apron Joint Sealing/Rehabilitation

$750,000 $712,500 $0 $37,500 $750,000

2015 Taxiway "S" Rehabilitation ‐ Design $750,000 $712,500 $0 $37,500 $750,000

2015 Airfield Drainage Rehabilitation ‐ Design & Construction

$1,075,000 $1,021,250 $0 $53,750 $1,075,000

2015 Runway 5‐23 Centerline Lighting Project

$ 1,000,000

$950,000 $0 $50,000 $1,000,000

Total 2015 $3,575,000 $3,396,250 $0 $0 $178,750 $0 $3,575,000

Total Short‐Term Projects $29,636,880 $20,520,036 $4,500,000 $3,135,000 $1,481,844 $0 $29,636,880

Percent of Total 69.2% 15.2% 10.6% 5.0%

*TSA eligible portion of project includes Baggage handling and upfit of the screening room and support facility

Source: ADCI and THE LPA GROUP INCORPORATED, 2011. Note: These are order‐of‐magnitude cost estimates for planning purposes only.


Executive Summary

INTERMEDIATE‐TERM PROJECTS FUNDING PLAN


FAA ENTITLEMENT

FAA DISCRETIONARY

STATE/ OTHER

LOCAL TOTAL

CASH LOAN

Intermediate‐Term Development

I‐1 T/W Shoulders Construction Project $3,500,000 $1,662,500 $1,662,500 $175,000 $3,500,000

I‐2 Loop Road Rehabilitation Project $100,000 $95,000 $5,000 $100,000

I‐3 Mechanical (Items P,R Table 8‐4) and Security (Items 4 Table 8‐3) Renovations

$430,000 $408,500 Non‐eligible $21,500 $430,000

I‐4 SSCP and Atrium Concessions Renovations $1,530,000 $1,147,500 Non‐eligible $382,500 $1,530,000

I‐5 Mechanical (Items I and L, Table 1‐4) $900,000 $855,000 Non‐eligible $45,000 $900,000

I‐6 Airfield Pavement Rehabilitation Projects $5,000,000 $497,250 $4,252,750 $250,000 $5,000,000

I‐7 Special Systems Renovations (Items 1,2,3,7‐Table 8‐3) $1,875,000 $1,781,250 Non‐eligible $93,750 $1,875,000

I‐8 Apron Expansions and Taxiway Shoulder Improvements

$3,000,000 $1,425,000 $1,425,000 $150,000 $1,575,000

I‐9 Mechanical Renovations (Items L,M‐ Table 8‐4) $2,195,000 $2,085,250 Non‐eligible $109,750 $2,195,000

I‐10 Mechanical & Electrical Renovations (Items A,C,E,F,G,H,J,K,Q, and S Table 8‐4)

$1,785,000 $1,695,750 Non‐eligible $89,250 $1,785,000

I‐11 Electrical Renovations (Item O‐ Table 8‐4) $1,610,000 $1,529,500 Non‐eligible $80,500 $1,610,000

I‐12 Lower Level Holdroom Expansion $4,350,000 $4,132,500 Non‐eligible $217,500 $4,350,000

I‐13 Roof Replacement and Skylight Renovations $2,000,000 $1,900,000 $100,000 $2,000,000

I‐14 EA for Runway 11 Extension $300,000 $285,000 $15,000 $300,000

Total Intermediate‐Term Development $28,575,000 $19,500,000 $7,340,250 $0 $1,719,750 $0 $28,575,000



Executive Summary

LONG‐TERM PROJECTS FUNDING PLAN


FAA ENTITLEMENT

FAA DISCRETIONARY

STATE/ OTHER

LOCAL TOTAL

CASH LOAN

Long‐Term Development

L‐1 Baggage Claim ‐ Replace Existing Claim Conveyors $1,230,000 $1,168,500 Non‐eligible $61,500 $1,230,000

L‐2 Runway 11 Extension (with Tunnel) $77,500,000 $

73,625,000 $3,875,000 $77,500,000

L‐3 Remote EDS, Phase 2 and Curbfront Renovations $4,650,000 $4,417,500 Non‐eligible $232,500 $4,650,000

L‐4 CUPPS / CUSS Implementation $1,100,000 $1,045,000 Non‐eligible $55,000 $1,100,000

L‐5 Runway 5 Extension $18,500,000 $

17,575,000 $925,000 $18,500,000

L‐6 Taxiway U Extension and Compass Calibration Pad $7,100,000 $

6,745,000 $355,000 $7,100,000

L‐7 General Aviation Development $43,400,000 $43.4M $43,400,000

L‐8 Taxiway U Construction and Cargo Apron Expansion $36,600,000 $

34,770,000 $1,830,000 $36,600,000

L‐9 Long Term Holding Expansion ‐ Gates and Apron ‐ Alternate 3

$20,070,000 $19,066,500 Non‐eligible $1,003,500 $20,070,000

L‐10 Baggage Claim expansion ‐ Alternate 1 $4,800,000 $4,560,000 Non‐eligible $240,000 $4,800,000

L‐11 Taxiway L Construction $24,300,000 $3,000,000 $

20,085,000 $1,215,000 $24,300,000

L‐12 Taxiway L Extension $14,600,000 $8,742,500 $

5,127,500 $730,000 $14,600,000

Total Long‐Term Development $253,850,000 $42,000,000 $157,927,500 $43.4M $10,522,500 $0 $253,850,000

Total Intermediate and Long‐Term Development $282,425,000 $61,500,000 $165,267,750 $43.4M $12,242,250 $0 $282,425,000

Percent of Total 21.8% 58.5% 15.4% 4.3%



Executive Summary

1.8 SUMMARY

The FAA recognizes the long term potential of CAE to be a major asset in the national aviation transportation system. This Master Plan Update balances needed airport improvements with the goals of the RLAD and the community thus providing a consensus on how to best meet future demand and build upon the potential that has been revealed over the years. The planning process using extensive coordination, technical evaluations and community participation creates a framework for responsible, exciting and effective development of Columbia Metropolitan Airport as a regional and national asset.


Executive Summary

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CAE Chapter 1 - XSUM - FINALCHAPTER 1 EXECUTIVE SUMMARY 1.1 BACKGROUND 1.1.1 Introduction In 2003,...

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