Chapter 4.0 Airfield and Landside Alternatives Analysis

4.0 AIRFIELD AND LANDSIDE ALTERNATIVES ANALYSIS

AIRPORT MASTER PLAN UPDATE (DRAFT) PB Aviation October 1, 2004 CINCINNATI MUNICIPAL AIRPORT-LUNKEN FIELD PAGE 4-1


The objective of the airfield and landside alternatives analysis is to identify a set

of possible development options that will accommodate Lunken Airport’s

projected airside operational requirements and landside hangar, apron and

roadway access requirements.

The following analysis examines the three long-range development options that

are based on the findings in Chapter 3.0 Demand/Capacity and Facility

Requirements analysis. Preferred elements from the various alternatives can be

combined to form a fourth hybrid Alternative.

The evaluation of the three selected airport development alternatives is detailed

in the following five sections:

• Summary of Initial Study Findings • Evaluation Criteria • Identification of Airfield and Landside Alternatives • Evaluation of Alternatives • Conclusions • Recommended Airfield and Landside Layout Plan

4.1 Summary of Initial Study Findings

The following is a summary of Lunken Airport’s physical characteristics and long-

range airport planning factors that form the foundation for the airfield and

landside development alternatives analysis:

• The total existing Lunken Airport land area is approximately 1,024 acres (including approximately 36 acres of avigation easement).

• Twenty two land lease contracts totaling approximately 80 acres are

currently in effect at Lunken Airport. These contracts are managed by the City’s Department of Transportation and Engineering.



• Eight corporate lease areas located along Wilmer Avenue total approximately 26 acres. No additional corporate aviation lease areas are available along Wilmer Avenue.

• Two full service Fixed Base Operators (FBO’s) lease approximately 19

acres of land. Midwest Jet Center is located on Wilmer Avenue and Million Air is located on Airport Road. The two FBO lease areas cannot be expanded without affecting the adjacent tenant lease areas.

• Eleven Specialized Aviation Service Operators (SASO’s) lease

approximately 40 acres of property along Airport Road. No additional SASO lease areas are available along Airport Road.

• The primary Runway 3R-21L has a Category I precision approach and the

crosswind Runway 7-25 has a non-precision Global Positioning System (GPS) approach. The secondary Runway 3L-21R, which is located 2,100 feet to the west of Runway 3R-21L, is used primarily for pilot training and is equipped for visual approach procedures.

• The 11 existing corporate hangars located along Wilmer Avenue support

approximately 85 based aircraft and the 20 hangars along Airport Road support approximately 177 based aircraft.

• The critical FAA runway safety requirement for Lunken Airport is to

remove the structures that are located in the Runway 7 extended Runway Safety Area (RSA) (600 feet by 300 feet). This requires that Hangar 3 and a 300 foot section of Airport Road be relocated outside the RSA. It has been proposed that Hangar 3 be dismantled and relocated to a site on the Lunken golf course and be utilized as an Aviation Museum.

• Other major airspace and aircraft safety issues to be addressed in the Alternatives Analysis include a new Air Traffic Control Tower (ATCT) to provide complete visibility of the six runway approach zones and all existing and future runway and taxiway aircraft operating areas. Currently a portion of the approach area of Runway 21R is obstructed from the ATCT line of sight.

• Other aviation facilities included in the evaluation of the airfield and

landside alternatives are the Lunken Airport terminal building, the joint-use fire station, airport maintenance facilities, and the airfield drainage water pumping station.

• Lunken Airport currently has approximately 262 based aircraft. The

projected annual growth rate of 1.0 percent for piston engine aircraft, and



an approximate growth rate of 5.0 percent for corporate jet aircraft, results in the design year 2022 projection of 352 based aircraft.

• A primary runway length of 7,000 feet is required to accommodate the

projected design year corporate aircraft (Gulfstream G-550) during a hot day (96 degrees F) and maximum takeoff weight conditions. The G-550 will also require Runway 3R-21L pavement strength of approximately 91,400 pounds for its dual landing gear loading. For anticipated manufacturer changes to the G-550, it is recommended that the pavement strength be designed for 100,000 pound dual wheel loading.

• The annual and peak hour capacity of the existing system of three

runways is sufficient to accommodate the projected aviation demand for the year 2022.

• Due to the fully developed corporate lease areas along Wilmer Avenue,

three additional 4.0 acre corporate lease areas would be required to be developed on other areas of the Airport by the year 2022. Each of the proposed corporate lease areas is intended to support five corporate jet aircraft.

• Each of the two FBO lease areas would require an expansion of

approximately 6.0 acres by the design year 2022. Each FBO expansion area will support five future corporate jet aircraft.

• The fully developed SASO lease areas along Airport Road would require

three additional 4.0 acre lease areas that would each support 13 future corporate jet aircraft.

• The year 2022 requirement for 26 additional single and twin engine aircraft

can be accommodated in the recently developed south airfield T-Hangar development area.

4.2 Evaluation Criteria

Four evaluation criteria were considered in evaluating the three preliminary

airfield development alternatives:

• Airfield Operational Efficiency • On-Airport Land Use Flexibility • Capital Development Costs • Land Use Compatibility with Area Communities



4.2.1 Airfield Operational Efficiency

FAA Design Group III aircraft (wing span 79 - 118 feet) and approach

Category ‘C’ aircraft (121 - 141 knots) transport aircraft design criteria

were used to determine the optimum landing requirements of each airfield

and landside alternative. The primary airfield operational issues to be

addressed in the alternatives analysis include the following factors:

• Decrease runway crossings by providing by-pass aprons, additional taxiways, and alternate taxiway routes between the Wilmer Avenue hangar area and the Airport Road hangar area.

• Provide the Air Traffic Control Tower (ATCT) unobstructed visibility of

all runway approach zones, all runways and all taxiways. • Provide a plan for removing all obstructions from the extended Runway

Safety Areas (RSA’s) and Runway Protection Zones (RPZ’s) for each of the six runway ends.

• Provide runway capacity improvements that will accommodate the

design aircraft (G-550). The primary runway capacity improvement project to be evaluated is the extension of Runway 3R-21L to a length of 7,000 feet, and a parallel taxiway for Runway 3R-21L.

• Other operational efficiency factors will include the relationship of the

proximity of the design year Corporate, FBO, and SASO development areas in relation to the aircraft taxi routes to the six runway ends.

4.2.2 On-Airport Land Use Flexibility The On-Airport Land Use Flexibility evaluation criterion is used to gauge

each alternative’s ability to adequately meet the runway system, tenant

hangar/apron requirements, surface access, and expansion flexibility

needs of the primary airport users. This criterion will also include the

ability of each alternative to provide potential revenue generation from

excess Lunken Airport property.



4.2.3 Capital Development Costs The Capital Development Cost criterion compares the relative

development costs of each alternative. Major development items and

related costs are summarized in a later tabular format. The capital

development costs include only aviation-related projects that are typically

eligible for FAA funding through the current Airport Improvement Program

(AIP) grant program. These projects include obstruction removal, project

site preparation, surface water drainage, runways, taxiways, terminal area

aprons, public parking, land acquisition, NAVAIDS, access roads, airfield

service road tunnels, airfield maintenance facilities, and noise mitigation

projects within the design year 65 DNL noise contour. More refined

construction cost estimates will be prepared after the Airport Layout Plan

(ALP), and the project phasing schedule has been developed.

All private lease area development projects such as site preparation,

hangars, aprons, access taxiways, utilities, parking lots, and office parks

are not eligible for AIP funding and will not be included in the capital cost

evaluation.

4.2.4 Land Use Compatibility with Area Communities

Based on FAA standards, the year 2022 FAA Integrated Noise Model

(DNL) noise contours are utilized as the measure of noise impact to the

adjacent communities. The number of existing and planned residential

and public facilities within the 65 DNL contour, the FAA limit for funding,

can provide a relative level of comparison of the potential environmental

impacts of the three runway extension alternatives.

Other environmental considerations include a comparison of the different

alternatives related to their compatibility with adjacent land uses such as



the Lunken playfield/golf course and airport perimeter bikeway/walkway.

The recommended aircraft noise mitigation projects from the Lunken

Airport FAR Part 150 Study will be included with all three runway

extension alternatives.

4.3 Identification of Airfield and Landside Alternatives

The airfield and landside alternatives identified for Lunken Airport were

formulated to address the long-range (2022) development needs of the airport’s

existing and future aviation users. In this section, the facility development plans

are preliminary and will be refined in later sections of the study as the preferred

airfield and landside development alternative is identified and refined.

The three airfield alternatives and their related landside facility requirements are

described in the following sections:

• Alternative A - Mid-Field Development Area • Alternative B - Airport Road Development Area • Alternative C - North Airfield Development Area

4.3.1 Alternative A – Mid-Field Development Area

As shown on Exhibit 4-1, this long-range airside and landside facility

expansion alternative includes the potential development of approximately

140 acres of vacant property that is located between the two parallel

runways. This area of the airport is currently utilized for surface water

detention purposes and for helicopter pilot training and banner towing and

blimp staging operations. The major airfield and landside elements of the

Midfield Development Alternative include the following 11 capital

improvement projects:



A-1 EXTEND RUNWAY 3R BY 899 FEET: The 7,000 foot Runway 3R-

21L length requirement is addressed by extending Runway 3R by 899 feet

to the south. Due to the hillside located south of the Ohio River, this

runway extension alternative maintains the Runway 3R arrival threshold in

its current location. With the runway extension, the Group III design

aircraft (G-550) will have the capability to operate at MTOW on hot days.

The extension of Runway 3R will also allow corporate jets to use a lower

engine thrust setting on take-off, maintain a higher departure altitude over

the northern communities and also allow a decrease in the amount of

engine reverse thrust needed for aircraft landing on Runway 21L, which

provides further noise reduction impacts on adjacent land uses.

The requirement for a precision approach (see Glossary) to Runway 3R

begins at the proposed runway end threshold and would be affected by

the existing topographic obstructions located on the hills approximately

10,000 feet to the south of Runway 3R. The controlling obstruction to a

50:1 Federal Aviation Regulation (FAR) Part 77 precision approach

obstruction control surface to Runway 3R is the top of a water tank that

has an elevation of 990 MSL (see Glossary). This would result in a 288

foot violation to the 50:1 obstruction control surface. Even with a longer

displaced threshold to Runway 3R, it is not feasible to develop a precision

approach procedure to Runway 3R. It is possible to safely maintain the

existing non-precision approach to Runway 3R if the existing arrival

threshold is utilized.

The 899 foot runway extension will be utilized for Runway 3R departures

to the north and Runway 21L departures to the south. Sufficient room is

available to the south of Runway 3R for the relocation of the existing

localizer antenna that is required for the instrument approach to Runway

21R, as well as the 1,000 foot by 500 foot requirement for the RSA.



A-2 RUNWAY 7 EXTENDED SAFETY AREA (RSA): In order to address

the FAA’s extended Runway 7 RSA requirement of maintaining a FAA

Group III-B aircraft obstruction-free area of 600 feet by 300 feet,

Alternative-A shows the option of relocating the threshold of Runway 7 by

100 feet. This project will maintain the south airport levee in its existing

location, provide a 75 foot right-of-way for relocating Airport Road, and will

include the removal of Hangar 3 and an airport maintenance building.

With the resulting 100 foot relocated threshold, the length of Runway 7-25

would be decreased from 5,128 feet to 5,028 feet.

A-3 RUNWAY 3R-21L PARALLEL TAXIWAY: A parallel taxiway is

proposed to be located 400 feet west of the centerline of Runway 3R-21L.

This project is required for operational efficiency and runway crossing

safety considerations. This project will impact approximately 9.0 acres of

the mid-field surface water detention basin. It is proposed that the

drainage area located east of Runway 3R-21L be expanded to

accommodate the loss in mid-field drainage area.

A-4 TAXIWAY ‘C’ RELOCATION BY 400 FEET: This taxiway relocation

project is proposed to allow additional phased development of the Airport

Road lease areas. This project will impact 2.7 acres of the mid-field

surface water detention basin. It is proposed that the existing drainage

area located east of Runway 3R-21L be relocated to accommodate the

loss in mid-field drainage area.

A-5 NORTH CORPORATE LEASE AREA: Potential areas for the

expansion of corporate lease areas include the development of the 10.8

acre site that is located adjacent to Taxiway ‘A’ on the north airfield. This

project will require the closure of the west segment of Taxiway ‘D’ and

approximately 4.0 acres of the golf course. Access to this site will be



provided by a new access road from Wilmer Avenue that is adjacent to the

southern edge of the golf course.

A-6 MID-FIELD CORPORATE LEASE AREA: Four additional 4.5 acre

corporate lease parcels are shown for development in the mid-field

between Runway 3R-21L and Runway 3L-21R. This project would require

an access road from Airport Road and a 100 foot by 30 foot tunnel under

the proposed relocated Taxiway ‘C’. This project would impact the

existing drainage basin and requires that the existing mid-field aircraft

operations area be reconfigured.

A-7 FBO LEASE AREA EXPANSION: The Midwest Jet Center FBO lease

area is shown to be expanded toward the north. This will require the

relocation of corporate lease parcels 36 and 39 and results in a FBO lease

area totaling approximately 16 acres.

With the relocation of Taxiway ‘C’ by 400 feet, the Million Air FBO lease

area on Airport Road can be expanded to the north and to the west. The

expanded Million Air FBO lease area will total approximately 17 acres.

A-8 SASO LEASE AREA EXPANSION: The development of future SASO

lease areas includes two 4.5 acre SASO parcels located in the mid-field

area. These lease areas would utilize the mid-field access road and

tunnel from Airport Road that was described in the previous corporate

lease area expansion project. This new SASO lease area will require that

the existing mid-field drainage area be relocated to the east side of

Runway 3R-21L. With the relocation of Taxiway ‘C’, an additional 12.0

acres of land is available for the expansion of the existing Airport Road

SASO leases areas.



A-9 MID-FIELD AIR TRAFFIC CONTROL TOWER: With the proposed

Corporate and SASO development in the mid-field area, the Air Traffic

Control Tower will have to be relocated to a site in the mid-field that would

provide controller visibility of the six runway approach zones as well as the

runway and taxiway aircraft operation areas.

A-10 HANGAR 3 AVIATION MUSEUM SITE: With the required relocation

of Hangar 3 from the Runway 7 RSA, it has been suggested that Hangar 3

be relocated and redeveloped as a Lunken Aviation Museum. A 7.3 acre

site has been identified adjacent to the Runway 25 aircraft hold apron.

This site requires that approximately 7.0 acres of the golf course be

redeveloped for the Aviation Museum project.

A-11 AERONAUTICAL TRAINING COLLEGE: For airport revenue

generation purposes, it is proposed that the approximate 16 acre vacant

parcel of airport property that is located south of the south airport levee be

developed for an aeronautical training college or other future aviation

related land uses. This project could be developed in conjunction with

pilot and maintenance training programs, local university aviation training

programs or as a remote campus for a nationally recognized aviation

training college. Student parking could be located in portions of the RPZ

of Runway 7. If student flight training programs are provided, airside

aprons and hangars would be provided by FBO’s or SASO’s.

A-12 AIRFIELD DRAINAGE: The development of the mid-field area would

require that the existing 48-acre, 10-foot deep storm water retention basin

be filled in and a new water retention basin and pump stations be

developed on the east side of Runway 3R-21L. This project would require

coordination and approval by the U.S. Army Corps of Engineers.



4.3.2 Alternative B - Airport Road Development Area

As shown on Exhibit 4-2, the second long range facility expansion

alternative considers the feasibility of relocating Taxiway ‘C’ 1,000 feet to

the north and developing the additional 43 acres of land for hangars and

aprons. Alternative B includes the following ten airfield and landside

projects:

B-1 EXTEND RUNWAY 21L BY 899 FEET: The extension of Runway

21L into the golf course would require the relocation of the Instrument

Landing System (ILS) and the removal of all obstructions to the 50:1

obstruction control surface. This project would require approximately 14.0

acres of the golf course for the runway extension, glide slope antenna,

approach lighting system, and RSA relocation.

B-2 RUNWAY 7 PROTECTION ZONE (RPZ): The second option for

addressing the FAA requirement for providing a 600 feet by 300 feet RSA

for Runway 7 without affecting the existing 5,128 feet length of Runway 7-

25, is to relocate the south airport levee 600 feet to the south along the

north side of Kellogg Avenue. The existing Airport Road connection with

Wilmer Avenue would be closed. This levee relocation project requires

the acquisition of approximately 7.0 acres of commercial property and the

removal of three structures that are located within the Runway Protection

Zone (RPZ) (1,000 feet x 500 feet x 700 feet). One of these structures is

a convenience market with seven fuel pump islands and the related

underground fuel storage tanks. Gas stations within RPZ’s are considered

by the FAA to be a major aircraft operational safety issue.

B-3 RUNWAY 3R-21L PARALLEL TAXIWAY: A parallel taxiway is

proposed to be located 400 feet west of Runway 3R-21L. This parallel



taxiway would improve airfield safety as well as increase the peak hour

capacity of Runway 3R-21L.

B-4 TAXIWAY ‘C’ RELOCATION 1,000 FEET TO THE NORTH: To

provide for the long range Corporate, FBO, and SASO hangar and apron

requirements, Taxiway ’C’ in this alternative is relocated 1,000 feet to the

north. This project would require that the existing mid-field drainage area

be relocated to the east side of Runway 3R-21L. The existing midfield turf

special aircraft operations area would be reconfigured to include a 2,000

foot by 400 foot operations area.

B-5 CORPORATE LEASE EXPANSION AREA: With the relocation of

Taxiway ‘C’, it is proposed that Hangars (1, 2, and 3), located adjacent to

Runway 7, be removed and four corporate hangar lease areas be

developed in this 13.7 acre area. This project would include partial

parallel taxiways for Runway End 3L and Runway End 7.

B-6 FBO LEASE EXPANSION AREA: Midwest Jet Center is shown to be

expanded to the north with the acquisition of the 2.7 acre Lease Area 39.

This additional property and the paving of the area adjacent to Taxiway ‘A’

results in a total useable lease area of 13.0 acres.

The Million Air FBO lease area is shown to expand north by approximately

12.4 acres. Under this project, Million Air would share a central apron

taxiway with the expanded SASO lease areas.

B-7 SASO LEASE EXPANSION AREA: The long range SASO lease area

is located to the east of Runway End 3L and adjacent to the expanded

Million Air FBO expansion area. This 20 acre site can accommodate five,

3.3 acre lease areas, which include the three displaced SASO lease areas



on Airport Road. An additional 4 acre SASO lease area is shown to be

developed on the west side of Runway End 3L.

B-8 RELOCATED AIR TRAFFIC CONTROL TOWER: The ATCT is

shown on the north airfield near the Runway 25 hold apron. All runway

approach zones and aircraft operating areas on the airport will be visible

from this site. Site access would be provided from Wilmer Avenue.

B-9 HANGAR 3 AVIATION MUSEUM SITE: With the removal of Hangar 3

from the Runway 7 RSA in this alternative, it is suggested that the hangar

be relocated to a 5.5 acre site that is adjacent to the north airfield ATCT

site. Access to the museum site would be via a new road from Wilmer

Avenue that would also support the relocated ATCT. Approximately 4.1

acres of the golf course would be required for the proposed museum site.

B-10 AIRPORT OFFICE PARK: For long-range airport operating revenue

generation purposes, a 20 acre airport office park is shown on a vacant

parcel of Lunken Airport land that is located on the south side of the south

airport levee. Development of this alternative requires the relocation of

2,200 feet of the levee and a new south airport access road that would

connect with Kellogg Avenue. Approximately ten acres of commercial

property along Kellogg Avenue, which includes an automobile salvage

yard is proposed to be acquired. Proposed airport office park land uses

are compatible with airport operations in this area. It is envisioned that an

environmental audit and clean-up of the salvage yard will be required as

part of this office park development project. The levee relocation project

will be in conjunction with the Runway 7 RSA levee relocation project.

B-11 AIRFIELD DRAINAGE: The development of the mid-field area would

require the filling of the 48 acre 10 foot deep mid-field storm water

retention basin. A new storm water retention basin and pumping station is



proposed to be located east of Runway 3R-21L, adjacent to the Little

Miami River levee. This project would require coordination and approval

by the U. S. Army Corps of Engineers.

4.3.3 Alternative C - North Airfield Development Area

As shown on Exhibit 4-3, the third option explores redeveloping to the

north. This option would impact the current public recreation use of the

property north of the airport facilities.

Key aspects of Alternative C include the following nine capital

development projects:

C-1 EXTEND RUNWAY 3R BY 450 FEET AND RUNWAY 21L BY 449

FEET: To meet the 7,000 foot runway length requirement, Runway 3R is

extended by 450 feet and Runway 21L by 449 feet. This split runway

extension project would require approximately 8.0 acres of the golf course

and will also require the navigational aids on both ends of the runway to

be relocated.

C-2 RUNWAY 7 RELOCATED THRESHOLD BY 200 FEET: In order to

address the FAA’s extended Runway 7 RSA requirement of maintaining

an obstruction free area of 600 feet by 300 feet, Alternative C shows the

option of relocating the threshold of Runway 7 by 200 feet. This project

would maintain the south airport levee and Airport Road in their existing

locations and remove Hangar 3 from the RSA. With the resulting 200 foot

relocated threshold, Runway 7-25 will have a total length of 4,928 feet.

This runway length is of sufficient length to accommodate the cross-wind

runway requirements of the majority of the Group III-B aircraft fleet mix.



C-3 RUNWAY 3R-21L PARALLEL TAXIWAY: Consistent with the

previous two Group B-III aircraft runway length alternatives, a full 7,000

feet by 50 feet parallel taxiway with a mid-runway exit is proposed for

Alternative C.

C-4 TAXIWAY ‘C’ RELOCATION BY 400 FEET: This taxiway relocation

project is proposed for the redevelopment of the old Hangars (1, 2 and 3),

and the expansion of the existing FBO and SASO lease areas along

Airport Road. This project would require the expansion of the existing

mid-field drainage area to allow for the displacement resulting from the

Runway 3R-21L parallel taxiway and the relocated Taxiway ‘C’.

C-5 CORPORATE LEASE AREA EXPANSION ALONG WILMER

AVENUE: Three 3.4 acre corporate lease parcels are proposed to be

located on the area currently leased by Midwest Jet Center.

C-6 FBO LEASE AREA ON AIRPORT ROAD: A new 11.3 acre Midwest

Jet Center FBO lease area is shown to be developed on the site of the old

Hangars 1, 2, and 3. The Million Air FBO lease area on Airport Road

would be expanded by approximately 8.3 acres to the north in this

alternative.

C-7 SASO NORTH AIRFIELD DEVELOPMENT AREA: A new 25.7 acre

site on the north airfield would be developed for the replacement of the

three SASO lease areas on Airport Road and three additional 3.4 acre

SASO lease areas. This project would require the acquisition of 11.0

acres of the golf course and construction of a 1,000 foot section of taxiway

for corporate hangar access to Taxiway ‘A’. Site access will be from a

new two lane road from Wilmer Avenue.



C-8 RELOCATED AIR TRAFFIC CONTROL TOWER: The ATCT is

shown to be relocated 250 feet to the east of the existing ATCT site. This

ATCT location would provide an unobstructed view of all runway approach

zones and aircraft operating areas.

C-9 HANGAR 3 AVIATION MUSEUM SITE: The third alternative location

for the Hangar 3 museum is a site on Wilmer Avenue adjacent to Airport

Lease Area 47. This project would require approximately 4.0 acres of the

golf course.

4.4 Evaluation of Alternatives

The technical evaluation of the three long-range Lunken Airport development

alternatives was based on the four previously described evaluation criteria:

• Airfield Operational Efficiency • On-Airport Land Use Flexibility • Capital Development Costs • Land Use Compatibility with Area Communities

4.4.1 Airfield Operational Efficiency

The airfield development alternatives presented three options for

extending Runway 3R-21L to a length of 7,000 feet, and three alternatives

for addressing the Runway 7 RSA requirement. The options for future

taxiway system development included the proposed parallel taxiway for

Runway 3R-21L and the relocation of Taxiway ‘C’. Factors related to the

operational efficiency of the three alternatives are as follows:

ALTERNATIVE A - MID-FIELD DEVELOPMENT AREA:

(Airfield Operating Efficiency)

• The option for extending Runway 3R by 899 feet to the south can be accomplished with a minimum amount of engineering effort. Minor cut



and fill is required and sufficient room is available for the relocation of the existing localizer antenna. The relocated Runway Protection Zone (RPZ) would require approximately 15 acres of obstruction control easement over the vacant wooded land south of Kellogg Avenue. Due to the existing hills on the south side of the Ohio River, the existing Runway 3R landing threshold would remain in the same location.

• The option for providing the FAA standard RSA for Runway 7 by relocating the Runway 7 threshold by 100 feet, results in a reduced length of Runway 7-25 that would total 5,028 feet. For Group III-B corporate jet aircraft, a runway length of approximately 5,000 feet is considered sufficient for the majority of this group of aircraft.

• The proposed parallel taxiway for Runway 3R-21L and the relocated

Taxiway ‘C’ would eliminate approximately 50 percent of the existing runway crossings by separating aircraft going to and from the Airport Road hangar areas. The relocated Taxiway ‘C’ in combination with the new parallel taxiway would also improve the head-to-head aircraft taxing conflicts that exist today. The midfield development alternative also requires that a two-lane tunnel be developed as part of the proposed Taxiway ‘C’ project.

• The proposed relocation of the ATCT to the midfield area would provide the controllers with clear views of the proposed runway system and the north corporate hangar taxiways that are currently not visible from the existing ATCT site. One negative aspect of the midfield ATCT site is that the controllers would be required to keep a 360 degree view of the airport versus the existing 180-degree view from the existing ATCT site.

• The midfield location of the future Corporate and SASO lease areas would decrease the taxi times of these aircraft going to and from the system of three runways.

• The midfield helicopter training, blimp staging and banner towing operations areas will not be affected.

ALTERNATIVE B - AIRPORT ROAD DEVELOPMENT AREA:


• The second alternative considers the implications for extending Runway End 21L by 899 feet to the north. Like the Runway 3L extension alternative, only minor engineering issues are required and the glide slope and approach lighting system can be easily relocated.



The 50:1 obstruction control surface can be relocated and the 50:1 obstruction control surface can be maintained over the Beechmont Avenue levee. Approximately 37 acres of Avigation Easement would be required over the vacant flood plain area that is located north of Beechmont Avenue. This alternative will not require a displace threshold as is required with the extension of Runway 3R.

• The option of relocating the south airport levee 600 feet to Kellogg Avenue in order to meet the Runway 7 RSA obstruction issue significantly improves the safety of Runway 7-25 by removing all obstructions from the Runway 7 RSA and RPZ. This project would require the acquisition and removal of the gas station that is located at the intersection of Kellogg Avenue and Wilmer Avenue.

• The parallel taxiway for Runway 3R-21L and the relocated Taxiway ‘C’

significantly improve the operating efficiency of the airfield system.

• The north airfield site for the ATCT will provide controller visibility of the entire airfield system, but like Alternative - A, the controllers will have to maintain a 360 degree view of the airfield which may require an additional controller.

• The mid-field helicopter training, banner towing and blimp staging area operations would not be affected.

ALTERNATIVE C - NORTH AIRFIELD DEVELOPMENT AREA:


• The third Runway 3R-21L extension alternative presents a split runway-option extending both to the north and to the south. This alternative requires that the threshold of Runway 25 be in close proximity to the threshold of Runway 21L. This configuration may cause problems for pilots in visually identifying the landing threshold when approaching Runway 25.

• The Runway 7 RSA obstruction clearance alternative of decreasing the

length of Runway 7 by 200 feet, results in a Runway length of 4,928 feet. Some of the larger Group III-B corporate jets may have to operate under restricted gross weight take-off conditions with a runway length of less than 5,000 feet.

• The Runway 3R-21L parallel taxiway and the relocated Taxiway ‘C’

would have the same safety and operational benefits as the other two taxiway system alternatives.



• The relocation of the ATCT to a point 250 feet in front of the existing ATCT site will provide visibility of the proposed airfield system.

• The midfield helicopter training, banner towing and blimp staging operations area would not be affected.

• The north corporate and SASO development area provides the aircraft

operators with direct access to the primary Runway 3R-21L, which in turn decreases the number of runway crossings.

• The relocation of Midwest Jet Center to the Airport Road lease area

would decrease aircraft runway system crossings to and from the primary Runway 3R-21L.

SUMMARY - AIRFIELD OPERATING EFFICIENCY: The following is a

summary of the operational efficiency of the three airfield alternatives as

they relate to FAA airport design criteria, runway crossing conflicts and

control tower line-of-sight criteria. Each of these is shown on Table 4.1.

• All three alternatives meet the requirement for extending Runway 3R-21L to a length of 7,000 feet, as well as maintaining the precision approach to Runway 21L and the non-precision approach the Runway 3R.

• The desire for a precision approach to Runway 3R is not feasible due to the close proximity of the hills that are located to the south of the Ohio River.

• The analysis for the extension of Runway 3R-21L indicates that the extension of Runway 3R to the south appears to have the least construction impact but would require that the Runway 3L landing threshold be maintained in its current location. The extension of Runway 21L would not require a displaced threshold, but would cause landing conflicts with Runway 25.

• The preferred solution (as per FAA criteria) for addressing the Runway

7 RSA issue (based on operational efficiency) is to relocate the south airfield levee and remove all of the obstructions from the RPZ.

• With the development of a new parallel taxiway for Runway 3R-21L and the relocation of Taxiway ‘C’, all three landside development alternatives provide a significant decrease in runway crossings.



Sou

rce:

PB

Avi

atio

n

"A"-

Mid

field

Dev

elop

men

t Are

a

Airf

ield

Alte

rnat

ives

"B"-

Airp

ort R

oad

Dev

elop

men

t Ar

ea

"C"-

Nor

th D

evel

opm

ent A

rea

FAA

ARC

C-II

I Des

ign

Crit

eria

Run

way

Cro

ssin

g C

onfli

cts

Con

trol

Tow

er L

ine

of S

ight

Tabl

e 4-

1

Cin

cinn

ati M

unic

ipal

Airp

ort-L

unke

n Fi

eld

AIR

FIEL

D O

PER

ATI

ON

AL

EFFI

CIE

NC

Y SU

MM

AR

Y

▪Req

uire

s 29

acr

es o

f lan

d so

uth

of K

ello

gg A

venu

e

▪Non

pre

cisi

on a

ppro

ach

to R

/W 3

R c

an b

e m

aint

aine

d

▪Pro

vide

s fo

r G55

0 an

d B

BJ

runw

ay ta

keof

f len

gth

requ

irem

ents

▪Res

tric

ts R

/W 7

RPZ

to A

RC

B-II

and

requ

ires

100'

less

de

crea

se in

runw

ay le

ngth

▪Req

uire

s 27

acr

es o

f eas

emen

t nor

th o

f Bee

chm

ont A

venu

e

▪Pre

cisi

on a

ppro

ach

to R

/W 2

1L c

an b

e m

aint

aine

d

▪Pro

vide

s fo

r G55

0 an

d B

BJ

runw

ay ta

keof

f len

gth

requ

irem

ents

▪Pro

vide

s fo

r R/W

7 C

-III R

PZ a

nd R

SA c

riter

ia

▪Req

uire

s 5

acre

s of

eas

emen

t sou

th o

f Kel

logg

Ave

nue

▪Req

uire

s 15

acr

es o

f eas

emen

t nor

th o

f Bee

chm

ont A

venu

e

▪Pre

cisi

on a

nd n

on p

reci

sion

app

roac

h to

R/W

3R

/21L

can

be

mai

ntai

ned

▪Pro

vide

s R

/W 7

C-II

I RPZ

and

RSA

crit

eria

and

allo

ws

a 40

' de

crea

se in

R/W

7/2

5 le

ngth

▪Maj

or d

ecre

ase

in R

/W 3

L/21

R c

ross

ings

▪Maj

or d

ecre

ase

in T

axiw

ay C

con

flict

s

▪Maj

or d

ecre

ase

in a

ircra

ft ta

xing

dis

tanc

es

▪Min

or d

ecre

ase

in R

/W 3

L/21

R c

ross

ings

▪Min

or d

ecre

ase

in a

ircra

ft ta

xing

dis

tanc

es

▪Min

or d

ecre

ase

in T

axiw

ay C

con

flict

s

▪Min

or d

ecre

ase

in R

/W 3

L/21

R c

ross

ings

▪Min

or in

crea

se in

Tax

iway

C c

onfli

cts

▪Min

or in

crea

se in

airf

ield

vis

ibili

ty

▪No

incr

ease

in c

ontr

olle

r wor

kloa

d

▪Maj

or in

crea

se in

airf

ield

vis

ibili

ty

▪Min

or in

crea

se in

con

trol

ler w

orkl

oad

▪Min

or in

crea

se in

airf

ield

vis

ibili

ty

▪Min

or d

ecre

ase

in c

ontr

olle

r wor

kloa

d



• If the extension to Runway 3R is implemented and the south airfield

hangar area is expanded to the north, the ATCT will require relocation to the midfield area between the two parallel runways.

4.4.2 On-Airport Land Use Flexibility

The primary factors utilized in evaluating the land use flexibility of the

three major land uses (Corporate, FBO, and SASO) include the physical

relationship of the different land uses, the surface access to each

development area, and the potential of each alternative to provide non-

aviation revenue sources. Factors related to the flexibility of each of the

three landside alternatives are as follows:


(On-Airport Land Use Flexibility)

• The mid-field area provides space for four Corporate and two SASO development parcels. Approximately 36 acres of expansion area is available if the surface water drainage basin is relocated to the east of Runway 3R-21L.

• Access to the mid-field would require a two lane tunnel under Taxiway ‘C’ and a 4,000 foot mid-field access road from Airport Road. Airport Road will require expansion (center left turn lane) due to the increase in traffic.

• The Midwest Jet Center FBO lease area has limited expansion potential due to the corporate lease areas to the north and the airport terminal apron to the south.

• The Million Air FBO lease area can easily be expanded to the north if Taxiway ‘C’ is relocated.

• The mid-field land use concept would require that both Corporate and SASO land uses be split between the Wilmer Avenue, the Airport Road and the mid-field development areas.

• Alternative A provides a 20 acre development area for an Aeronautical College or other compatible use that could provide additional airport



operating revenues. If the levee is not relocated, this project would be located within the Ohio River flood plain.


(On-Airport Land Use Flexibility)

• The Airport Road corporate lease expansion area is separate from the existing Wilmer Avenue corporate lease areas.

• The Midwest Jet Center site has limited expansion potential.

• The Million Air FBO and SASO lease areas can be easily expanded and also have the advantage of having a common apron.

• The 20 acre Airport Office Park site offers the potential for increased airport operating revenues. This site would be outside of the Ohio River flood plain.

• Airport Road, currently a two lane road may have to be upgraded to

accommodate the additional ground traffic created by the proposed south airport development. South airport traffic would utilize the new south airfield access road from Kellogg Avenue.


(On-Airport land Use Flexibility)

• The relocation of the Midwest Jet Center FBO to the Airport Road site provides for lease area expansion flexibility.

• The redevelopment of the Midwest Jet Center FBO site for three

corporate lease areas keeps the corporate land uses along Wilmer Avenue.

• The Million Air FBO lease area has the flexibility to expand if Taxiway

‘C’ is relocated. • The SASO lease area on the north airfield separates this land use from

the Airport Road SASO lease areas and this area would require a two- lane access road through the golf course from Wilmer Avenue.

• Alternative C provides no additional non-aviation land use

development option.



SUMMARY - ON AIRPORT LAND USE FLEXIBILITY: A summary of the land

use flexibility of the three alternatives is shown on Table 4-2. All three

alternatives meet the minimum requirements of providing the long-term land

requirements for Corporate, FBO, and SASO tenants.

• Alternative A provides an additional 36 acres of property for the long-term expansion needs of both Corporate and SASO tenants. Utilization of the north airfield site for the relocation of the P&G corporate flight department allows for the maximum utilization of the Wilmer Avenue corporate lease areas.

• Alternative B provides sufficient land area for the expansion of the Million Air FBO lease area and the future SASO lease area requirements. The Airport Office Park development on the south airfield provides a potential non-aviation revenue source.

• Alternative C includes the relocation of Midwest Jet Center to the

Airport Road site. This would require the removal of Hangars 1, 2, and 3, and provides Midwest Jet Center the ability to expand.

4.4.3 Capital Development Costs

The capital costs associated with acquiring land, extending Runway 3R-

21L, taxiway relocation, mid-field drainage, roadway access, and other

projects required to support corporate and general aviation activities over

the 20 year planning period are summarized in Table 4-3. Capital

development costs for the listed projects are based on the airfield and

landside projects that are eligible for FAA Airport Improvement Program

(AIP) grant funding. Hangar and apron projects that are on airport

property that will be leased and developed with private funds are not

included in the cost estimate evaluation.



Sour

ce:

PB

Avia

tion

Tabl

e 4-

2

Cin

cinn

ati M

unic

ipal

Airp

ort-L

unke

n Fi

eld

ON

AIR

POR

T LA

ND

USE

FLE

XIB

ILIT

Y SU

MM

AR

Y

Airf

ield

Alte

rnat

ives

Avia

tion

Leas

e Ar

ea E

xpan

sion

Fle

xibi

lity

Leas

e Ar

ea S

urfa

ce A

cces

sN

on A

viat

ion

Com

mer

cial

Lea

se A

rea

Expa

nsio

n

"A"-

Mid

field

Dev

elop

men

t Ar

ea

"B"-

Airp

ort R

oad

Dev

elop

men

t Are

a

"C"-

Nor

th D

evel

opm

ent A

rea

▪Nor

th c

orpo

rate

leas

e re

quire

s go

lf co

urse

land

for

expa

nsio

n

▪Req

uire

s co

rpor

ate

leas

e ar

ea e

xpan

sion

▪Min

or g

olf c

ours

e im

pact

▪25

acre

s co

rpor

ate

leas

e ar

ea (+

13 a

cres

)

▪36

acre

s fo

r the

exp

ansi

on o

f Cor

pora

te a

nd S

ASO

▪No

land

requ

ired

for 9

00' e

xten

sion

of R

/W 3

R

▪17-

acre

sou

th a

irpor

t com

mer

cial

leas

e ar

ea

▪8-a

cre

corp

orat

e le

ase

area

(+2

acre

s)-a

bove

re

quire

men

t▪2

0 ac

res

of g

olf c

ours

e re

quire

d

▪4,2

00 li

near

feet

for a

two-

lane

acc

ess

road

with

100

' X

30' t

unne

l und

er p

ropo

sed

Taxi

way

"C"

▪3,1

00 li

near

feet

Airp

ort R

oad

upgr

ade

for a

dditi

onal

tra

ffic

▪3,8

00 li

near

feet

two-

lane

acc

ess

road

for s

ite a

cces

s▪2

,900

line

ar fe

et o

f lev

ee re

loca

tion

▪20-

acre

site

for A

eron

autic

s C

olle

ge o

r oth

er

avia

tion

rela

ted

deve

lopm

ent p

rovi

des

for

alte

rnat

ive

sour

ce o

f rev

enue

▪No

acce

ss ro

ad p

lann

ed

▪2,2

00 li

near

feet

acc

ess

road

for N

orth

SA

SO a

rea

▪Mid

wes

t Jet

Cen

ter e

xpan

sion

▪4,1

00 li

near

feet

off

airp

ort r

oad

upgr

ade

for a

dditi

onal

tra

ffic

▪No

addi

tiona

l non

-avi

atio

n co

mm

erci

al la

nd▪3

0 ac

re F

BO le

ase

area

▪20

acre

s ne

w S

ASO

▪5 a

cre

RSA

requ

ired

for 4

50' e

xten

sion

of R

/W 2

1R



$U

nit

Qua

ntity

C

ost

Qua

ntity

C

ost

Qua

ntity

C

ost

R/W

3R

/21L

ext

ensi

on$1

50SY

15,0

00$2

,250

,000

15,0

00$2

,250

,000

15,0

00$2

,250

,000

Taxi

way

s$1

00SY

89,0

00$8

,900

,000

78,0

00$7

,800

,000

77,0

00$7

,700

,000

Mid

field

Tun

nel

$100

SF3,

000

$300

,000

Obs

truct

ion

Rem

oval

L.S.

1$2

50,0

001

$250

,000

1$2

50,0

00

Avig

atio

n Ea

sem

ent

$10,

000

Acre

29$2

90,0

0027

$270

,000

5$5

0,00

0

Roa

dway

s$4

0SY

30,0

00$1

,200

,000

26,0

00$1

,040

,000

18,0

00$7

20,0

00

Util

ities

$100

LF8,

900

$890

,000

7,60

0$7

60,0

005,

400

$540

,000

Mid

field

ear

th &

fill

$3C

Y84

,000

$252

,000

726,

000

$2,1

78,0

0088

,000

$264

,000

East

airf

ield

dra

inag

e$3

CY

84,0

00$2

52,0

0072

6,00

0$2

,178

,000

88,0

00$2

64,0

00

Con

trol t

ower

relo

catio

nL.

S.1

$1,5

00,0

001

$1,5

00,0

001

$1,5

00,0

00

Sout

h ai

rfiel

d le

vee

relo

catio

n$3

CY

260,

000

$780

,000

TOTA

L C

APIT

AL C

OST

$16,

084,

000

$19,

006,

000

$13,

538,

000

Con

tinge

ncie

s$3

,216

,800

$3,8

01,2

00$2

,707

,600

Des

ign

Fee

$1,6

08,4

00$1

,900

,600

$1,3

53,8

00

GR

AND

TO

TAL

ESTI

MAT

E$2

0,90

9,20

0$2

4,70

7,80

0$1

7,59

9,40

0L.

S.-L

ast S

urve

ySo

urce

: PB

Avi

atio

n

Alte

rnat

ive

"C"-

Nor

th A

irfie

ld

Area

Tabl

e 4-

3

Cin

cinn

ati M

unic

ipal

Airp

ort-L

unke

n Fi

eld

ALT

ERN

ATI

VE D

EVEL

OPM

ENT

CO

STS

FAA

AIP

Elig

ible

Pro

ject

sU

nit C

ost

20%

10%

Alte

rnat

ive

"A"-

Mid

field

Are

aAl

tern

ativ

e "B

"- A

irpor

t Roa

d Ar

ea




(Capital Development Costs)

• The cost estimate for constructing the 11 AIP eligible projects in Alternative A totals $27.8 million. Unique cost factors of Alternative A include the $2.5 million associated with providing the mid-field access road, tunnel and utility systems.



• The cost estimate for constructing the ten AIP eligible projects in Alternative B totals approximately $29.2 million. Unique cost factors of Alternative B include the $3.4 million for the relocation of the south airfield levee and the acquisition of the 7.0 acres of property along Kellogg Avenue that is required for the Runway 7 RPZ.



• The cost estimate for constructing the nine AIP eligible projects Alternative C totals approximately $23.2 million. Unique cost factors of Alternative C include the Runway 21R parallel taxiway and the new north airfield access road.

SUMMARY - CAPITAL DEVELOPMENT COSTS:

• With the relatively flat terrain adjacent to both ends of Runway 3R-21L, the cost for extending the runway is relatively the same for all three alternatives. The significant difference in cost between the alternatives is the effort required to fully comply with the Runway 7 RSA issue, the relocation of the south airport levee, and mid-field access road.

4.4.4 Land Use Compatibility with Area Communities

A unit of measure utilized to evaluate the compatibility of the three

Runway 3R-21L extension alternatives in this analysis is the design year

(2022) DNL noise contours. Another community impact measure utilized

in this analysis is the potential loss of recreational acreage resulting from

the three development alternatives. A summary of community impacts is

shown on Table 4.4, and the major areas of community impact are

summarized as follows.



▪Sou

th o

f Kel

logg

Ave

nue

(55

acre

s)▪L

oss

of 5

acr

es o

f gol

f cou

rse

for c

omm

erci

al d

evel

opm

ent

▪Nor

th o

f Bee

chm

ont A

venu

e (4

acr

es)

▪Tot

al 5

acr

es▪T

otal

59

acre

s▪S

outh

of K

ello

gg A

venu

e (2

2 ac

res)

▪Los

s of

2 a

cres

of g

olf c

ours

e fo

r air

mus

eum

▪N

orth

of B

eech

mon

t Ave

nue

(12

acre

s)▪L

oss

of 1

0 ac

res

of g

olf c

ours

e fo

r R/W

21L

RSA

▪Tot

al 3

4 ac

res

▪Tot

al 1

2 go

lf co

urse

acr

es re

quite

▪Sou

th o

f Kel

logg

Ave

nue

(35

acre

s)▪L

oss

of 2

0 ac

res

of g

olf c

ours

e fo

r han

gar a

nd a

ir m

useu

m▪N

orth

of B

eech

mon

t Ave

nue

(7 a

cres

)▪L

oss

of 5

acr

es o

f gol

f cou

rse

for R

/W 2

1L R

SA▪T

otal

42

acre

s▪T

otal

of 2

5 go

lf co

urse

acr

es re

quire

dS

ourc

e: P

B A

viat

ion

Tabl

e 4-

4

Hom

es Im

pact

ed b

y 65

DN

LR

esid

entia

l Lan

d U

se

Impa

cted

by

65 D

NL

C-E

xten

d R

/W 3

R b

y 45

0'

and

21L

by 4

50'

Non

e

CO

MM

UN

ITY

AN

D E

NVI

RO

NM

ENTA

L IM

PAC

T

Cin

cinn

ati M

unic

ipal

Airp

ort-L

unke

n Fi

eld

Non

e

Non

e

Lunk

en G

olf C

ours

e Im

pact

Non

e

Rec

reat

ion

Land

Use

Impa

cted

by

65 D

NL

B-Ex

tend

R/W

21L

by

900'

Alte

rnat

ives

A-Ex

tend

R/W

3R

by

900'

Non

eN

one




(Land Use Compatibility with Area Communities)

• As Shown on Exhibit 4-4, the option of extending Runway 3R by 899 feet to the south results in 34 acres of off-airport property contained within the design year 2022 65 DNL noise contour. These 34 acres of off-airport land south of Kellogg Avenue are zoned Riverfront Recreational/Residential/Commercial and this property is within a wooded flood plain with no existing development. To the north, five acres of off-airport property will be within the 65 DNL contour. This vacant property is also within a flood plain.

• The impacts to the recreation area due to the new corporate hangar, the potential aviation museum, and the 800 foot access road total approximately 14 acres.

• The aviation museum and the aeronautical college projects would add additional traffic on Wilmer Avenue.



• As shown on Exhibit 4-5, the extension of Runway 21L by 899 feet to the north results in 21 acres of off-airport undeveloped property located north of Beechmont Avenue to be contained within the design year 2022 65 DNL noise contour. To the south of Kellogg Avenue, 11 acres of property is within the 65 DNL contour and is a compatible land use according to Federal land use guidelines.

• The Runway 21L extension into the golf course would require the relocation of 12 acres of fairways. The aviation museum, ATCT and access road will impact an additional five acres of the golf course.

• The potential museum and the airport office park off of Kellogg Avenue would result in additional traffic on Wilmer Avenue.



• As shown on Exhibit 4-6, the option of extending both ends of Runway 3L-21R by approximately 450 feet results in 27 acres of undeveloped off-airport property to the north and five acres of undeveloped off-airport property on the south contained within the design year 2022 65 LDN noise contour.

PB AviationSource: FAA INM 6.1 Noise Program Year 2022-LUK

EXHIBIT

4-4

J:\EXH\RILLO\LUNKEN MASTER PLAN\C4E\ALTERNATIVE A.CDR1-27-04

Cincinnati Municipal Airport - Lunken FieldAIRPORT MASTER PLAN STUDY UPDATE

1788ALTERNATIVE A

EXTEND RUNWAY 3R 899 FEET

PB AVIATION

1 x 2,000" '

2,000'1,000'0

SouthRun-up

PadNorth

Run-upPad

Proposed899 Ft.Runway

Extension

75 DNL70 DNL

65 DNL

Alms Park

Stanbery Park

Miami RiverValley

Fort ThomasKentucky

Existing 2002 65 DNL

Decrease in 65 DNL (2002-2022)Increase in 65 DNL (2002-2022)


EXHIBITALTERNATIVE B

EXTEND RUNWAY 21L 899 FEET

PB AVIATIONJ:\EXH\RILLO\LUNKEN MASTER PLAN\C4EALTERNATIVE B.CDR1-27-04


1788 4-51 x 2,000" '

2,000'1,000'0



Extension

NorthRun-up

Pad

75 DNL70 DNL

65 DNL

SouthRun-up

Pad

Alms Park

Stanbery Park

Miami RiverValley

Fort ThomasKentucky


J:\EXH\RILLO\LUNKEN MASTER PLAN\C4E\ALTERNATIVE C.CDR1-27-04


1788

EXHIBIT

4-6ALTERNATIVE C

EXTEND RUNWAY 3R 450 FEETEXTEND RUNWAY 21L 449 FEET

PB AVIATION


1 x 2,000" '

2,000'1,000'0


Alms Park

Stanbery Park

Miami RiverValley

Fort ThomasKentucky


Extension

NorthRun-up

Pad

75 DNL70 DNL

65 DNL

SouthRun-up

Pad


Extension




• The physical impact to the golf course would include 15 acres for the north hangar development area, four acres for the aviation museum and five acres for the relocation of the Runway 21L RSA.

• The hangar development project on the north airfield would result in

additional traffic along Wilmer Avenue.

SUMMARY - LAND USE COMPATIBILITY WITH AREA COMMUNITIES:

• For all three Runway 3R-21L extension alternatives, no residential or commercial facilities are located within the year 2022 65 LDN noise contour. However, Alternative B would have significant impacts to the golf course. One positive impact to the Lunken recreation area would be the development of the proposed aviation museum that requires approximately four acres of golf course land. This project has the potential to attract more people to the area as well as generate revenues from the museum visitors.

• If non-aviation revenue projects such as the aeronautical training college (project A-11) and the airport office park (project B-10) are undertaken by the City, additional jobs would be created and the viability of the commercial areas along Kellogg Avenue would be improved. This potential new development would also result in increased traffic on the area roads, which include Kellogg Avenue, Wilmer Avenue and Beechmont Avenue.

Both on-airport and off-airport noise mitigation projects have been

addressed in the current FAR Part 150 Noise Mitigation Study, which

included the Master Plan option of extending Runway 3R to the south by

899 feet.

`

4.5 Conclusions

The process of selecting a long-range Lunken Airport development

concept encompasses a wide range of decision elements. The evaluation

of the three airfield and landside development alternatives are

summarized in a decision matrix format shown in Table 4-5. Based on the

following three major Lunken Airport planning factors, the three airfield

AIRFIELD AND LANDSIDE ALTERNATIVES EVALUATION SUMMARY(PAGE 1 OF 2)

PB AVIATIONJ:\EXH\NB\LUNKEN\LUNKEN MASTER PLAN EXHIBITS\DFT 14 A&LALT EVAL MATRIX PAGE 1.CDR4-20-04


1788

TABLE

4-5

Advantages

Alternative "B"Airport Road Development Area

Disadvantages

N/A

899 ft. extension to 21L provides forG-550 takeoff requirements & has nodisplaced threshold

N/A

•

•

•

N/A

21L extension impacts approach &taxiways to crosswind R/W 25

Impacts golf course

N/A

•

•

•

•

Advantages

Alternative "C"North Airfield Development Area

Disadvantages

N/A

N/A

R/W extension provides G-550 takeofflength requirements

•

•

• 450 ft. displaced threshold for R/W 3Rrequired, impacts golf course &impacts approach to R/W 25

R/W 3R/21L & 7/25 interaction

•

•

•

•

Advantages

Alternative "A"Midfield Development Area

Disadvantages

899 ft. extension of 3R providesG-550 takeoff length requirements &has no impact on golf course

N/A

N/A

•

•

•

Requires 899 ft. displaced landingthreshold for R/W 3R

N/A

N/A

•

•

•

899 ft. extension to 3R

899 ft. extension to 21L

450 ft. extension to 3R &449 ft. to extension 21L

RunwayExtension& Taxiway

AirportArea

Project

•

•

•

N/A

Requires relocation of storm watercatch basin

•3R/21L Parallel T/W providesdecreased runway crossings &increased runway capacity

•

N/A• N/A•R/W 7/25 decreased in length by100 ft.

With 100 ft. decrease in length, createsminor impact on Group II operations

•

•

100 ft. threshold relocationto R/W 7

100 ft. R/W 7 threshold relocationmeets RSA criteria & removes gasstation from RPZ

Maintains 5,000 ft. R/W for Group IIAircraft Operations

•

•

RSAClean-up

•

N/A• N/A• N/A•May require additional ATCT personnel•Midfield control tower providesvisibility of entire R/W system

• N/A•

Air TrafficControlTower

Relocation

Midfield site•

N/A

Requires relocation of storm watercatch basin


•Requires relocation of storm watercatch basin


•3R/21L Parallel Taxiway•

N/A•N/A•

•

•

• R/W 7-25 decrease in length of 200 ft.adversely impacts Group II aircraftoperations

200 ft. R/W 7 relocation meets RSAcriteria, & removes gas stationfrom RPZ

No property acquisition required

N/A•N/A•

N/A•N/A•

N/A•

N/A•200 ft. threshold relocationto R/W 7

• N/A•

N/A•Relocate Airport Rd. levee& maintain R/W 7 threshold

• No decrease in length of R/W 7-25

City acquires title to propertyunder RPZ

•

•

Airport Rd. levee relocation required

Requires property acquisition

•

•

N/A• N/A•May require additionalATCT personnel

May require golf course property

•

•

North airfield control tower providesvisibility of entire R/W system

•N/A•N/A•North airfield site•

N/A• Obstructs viewshed of airfield• N/A• Obstructs viewshed of airfield•Splits corporate & SASO land use &requires tunnel & utilities to themidfield

Obstructs viewshed of airfield

Relocate Taxiway "C" to theNorth 400 ft.

•

•

Provides for midfield lease areaexpansion beyond 20-year planningperiod and maximum utilization ofon-airport property

•

On-AirportLand Use

•

N/A• Less infrastructure costs• Line of sight may be impacted bymidfield development

•N/A•N/A•N/A•Relocated West site•

Obstructs viewshed of airfield•N/A•Splits corporate land uses


•

•

Obstructs viewshed of airfield•Obstructs viewshed of airfield•Relocate Taxiway "C" to theNorth 1000 ft.

•

Requires relocation of FBO & splitSASO, limited revenue


Requires land acquisition & Airport Rd.levee relocation

•

•

•

Corporate & SASO land uses aregrouped, limited FBO expansion

•N/A• Obstructs viewshed of airfield•Obstructs viewshed of airfield•Obstructs viewshed of airfield•Relocate Taxiway "C" to theNorth 400 ft.

•

Provides for design year corporate &SASO lease area requirements

•

Provides for additional property fornon-aviation revenues

••N/A•N/A•Requires building in flood plain &requires environmental clean-up

•Provides use of vacant on-airportproperty for non-aviation revenues

•Provide for Office Park areaor similar land use

• Requires building in flood plain &requires environmental clean-up

N/A•N/A•Drainage area relocation costs•Provides additional aviationdevelopment areas

•Drainage area relocation costs•Provides additional aviationdevelopment areas

•Relocate midfielddrainage area

•

May require additional ATCT personnel•Midfield control tower providesvisibility of entire R/W system

N/A•

May require additional ATCT personnel N/A

City acquires title to property

N/A•

N/A•

Requires property acquisition•

200 ft. R/W 7 relocation meets RSA

Requires property acquisition

AIRFIELD AND LANDSIDE ALTERNATIVES EVALUATION SUMMARY(PAGE 2 OF 2)

PB AVIATIONJ:\EXH\NB\LUNKEN\LUNKEN MASTER PLAN EXHIBITS\DFT 14 A&L ALT EVAL MATRIX PAGE 2.CDR4-20-04


1788

TABLE

4-5

Advantages

Alternative "B"Airport Road Development Area

Disadvantages Advantages

Alternative "C"North Airfield Development Area

DisadvantagesAdvantages

Alternative "A"Midfield Development Area

Disadvantages

AirportArea

Project

•

•

•

Major impact to golf course• Least cost development alternative\

Meets G-550 IFR departurerequirements for 21L

•

•

Major impact to golf course•Requires 899 ft. displaced landingthreshold for R/W 3R

Minor Impact on G-550 IFR departuresfor 21L

•

•

Accommodate forecastneed

899 ft. extension to R/W 3R meetsG-550 operating requirements

••

N/A•

DevelopmentCosts

(Estimated)

N/A•

No commercial development area•

Requires golf course redevelopment•

$2,300,000$11,600,000

••

$1,500,000•

$120,000•

N/A•N/A•

N/A•

N/A•

$2,300,000$11,700,000

••

$1,500,000•

$504,000•

$500,000•

N/A•

Levee relocation costs•

Requires relocation of midfielddrainage area

•

$2,300,000$13,400,000

••

$1,500,000•

$504,000•

N/A•

AirfieldRunway costsTaxiway costs

••

ATCT•

Relocate midfield drainage•

Airport Rd. levee•

No residential areas within 65 DNL• N/A• No residential land uses within 65 DNL• N/A•N/A•65 DNL impacts No residential areas within 65 DNL

Provides noise mitigation for northcommunities

•

•

Hangars 1 and 2 can remain• Hangars 1 and 2 can remain(not shown in Alternative B)

• Hangars 1 and 2 can remain(not shown in Alternative C)

•Historic preservation• Age of structure• Age of structure• Age of structure•

Off-AirportCompatibilitywith AdjacentCommunities

•

AddressesAirportMission

and Goals

Major impact to golf course withR/W 21L ext. & SASO development

•N/A•

N/A•

N/A•

Major impact to golf course withextension of R/W 21L

•N/A•N/A•Golf course impact• No golf course impacts•

Full compliance with R/W 7 RSA/RPZrequirements

Meets G-550 IFR departurerequirements fr R/W 21L

•

•

No decrease runway crossing•

R/W 3R/21L & 7-25 interaction•

Pilot preference for 450ft extensionto 21L

•

Provides best FBO expansion option•21L extension impacts approach &taxiways to crosswind R/W 25

•Reduces runway crossings•

Adversely impacts golf course

Departures on 3R and 21 L are 450 ft.closer to respective land uses

•

•

No commercial development area•

N\A•

Requires investment & additionalproperty

•Levee relocation costs•Provides 20 additional acres ofcommercial development area

•

Upgrades Kellogg Avenuedevelopment

•

Requires flood plain development•

R/W 3 R departure threshold 900 ft.closer to southern land uses

• R/W 21L departure threshold 900 ft.closer to northern land uses

Adversely impacts golf course

•

•

Enhance revenue•

Enhance communitypartnership

•

Safety• Minor impact to Runway 7/25operations

•Least number of runway crossings•

Greater additional lease revenues,from non-aviation sources

•

Midfield development area maximizeson airport property development

•

Requires flood plain development•

R/W 3 R departure threshold 900 ft.•

operations•Least number of runway crossings

Greater additional lease revenues,from non-aviation sources

Midfield development area maximizeson airport property development

Requires flood plain development

R/W 3 R departure threshold 900 ft.closer to southern land uses

Minor impact to Runway 7/25operations

Reduces runway crossings

Provides 20 additional acres ofcommercial development area

Upgrades Kellogg Avenuedevelopment

21L extension impacts approach &taxiways to crosswind R/W 25

•

Levee relocation costs•

R/W 21L departure threshold 900 ft.closer to northern land uses

•

Pilot preference for 450ft extension

Provides best FBO expansion option•21L extension impacts approach &taxiways to crosswind R/W 25

R/W 21L departure threshold 900 ft.



and landside development options presented in this analysis are

considered to be technically feasible.

AIRPORT LEASE AREA REQUIREMENTS:

The demand year 2022 projected aircraft operational growth of approximately

two percent would require the expansion of the three primary land uses

(Corporate, FBO, and SASO) by approximately 50 acres of additional land

leases. With the Wilmer Avenue and the Airport Road hangar areas completely

developed, new airport tenants over the next 20 years would require that portions

of the 140 acre mid-field area be developed, or portions of the 165 acre Lunken

golf course be developed for airport land uses.

LUNKEN AIRPORT BALANCED BUDGET:

With the projected capital costs for meeting the long-range airfield safety and

capacity improvements, it is suggested that parcels of airport property that are

considered excess to the long-range aviation facility requirements of Lunken

Airport be utilized for revenue generation purposes.

COMMUNITY COMPATIBILITY WITH LUNKEN AIRPORT:

The need to lengthen Runway 3R-21L to accommodate the Gulfstream G-550

corporate aircraft and the potential land use impacts to the adjacent Lunken golf

course are significant issues that would have to be addressed by the City of

Cincinnati in conjunction with the area communities and the City Recreation

Department.

Although the three airfield and landside development alternatives are technically

feasible and would adequately accommodate the projected 2020 Corporate,

FBO, and SASO facility requirements, several primary long-range planning

issues would have to be addressed.

• How best to meet the FAA requirement of removing airspace obstructions from the Runway 7 RSA.



• How to expand Runway 3R-21L to a total length of 7,000 feet.

• How best to accommodate the requirement to develop 50 additional acres of Airport property.

The major strengths and weaknesses of the three alternatives are discussed

below.

4.5.1 Alternative A – Mid-Field Development Area

• Alternative A is considered a viable solution for extending Runway 3L by 899 feet. Takeoff noise from Runway 3L to the north can potentially be decreased and the Runway 3L landing threshold from the south will not change.

• The option of relocating Airport Road and the threshold of Runway 7

by 100 feet in order to address the RSA issue is the least costly option and the resulting 5,028-foot length of Runway 7-25 is adequate for serving Group III-B corporate jet aircraft. This threshold relocation project will also result in the 100 foot relocation of the Runway 7 RPZ, which removes the gas station at the corner of Wilmer Avenue and Kellogg Avenue from being within the RPZ.

• The 37-acre development area in the mid-field area provides a viable solution for the expansion of corporate and SASO lease areas. The capital costs for an additional access road, tunnel and expanded utility infrastructure are greater than the other two alternatives.

• The development of a corporate lease area on the north airfield is considered an excellent use of this parcel of airport property. Also with the proposed Lunken Aircraft Museum located in this area, a single access road could serve both lease areas without a major impact to the golf course.

• Without relocating the Airport Road flood control levee, the feasibility of developing a non-aviation revenue producing facility such as an aeronautical college or office park in the Ohio River flood plain is questionable.

• The entire mid-field drainage area is shown to be relocated to the west

side of Runway 3R-21L. This would allow for the development of the parallel taxiway for Runway 3R-21L, the relocation of Taxiway ‘C’ and the expansion of the Airport Road lease areas.



4.5.2 Alternative B – Airport Road Development Area

• The option of extending Runway 21L would have a significant impact on the operation of the golf course and would result in a minor increase in the size of the 65 LDN noise contour.

• The no compromise solution to the RSA issue with Runway 7 is to

relocate the Airport Road levee approximately 600 feet to the south along Kellogg Avenue. This option also includes the removal of a major gas station at the corner of Wilmer Avenue and Kellogg Avenue from the Runway 7 RPZ. With the requirement for south airport traffic to utilize the proposed connector with Kellogg Avenue may improve the safety of Wilmer Avenue with the removal of the Airport Road intersection.

• The relocation of Taxiway ‘C’ 1,000 feet to the north provides the best solution for providing expansion areas for both the existing as well as the future FBO and SASO lease areas.

• In conjunction with the Runway 7 Airport Road levee relocation project,

a 20-acre Airport Office Park could be developed on the south airport property by relocating approximately 2,200 linear feet of levee and acquiring approximately 10 acres of the auto salvage yard on Kellogg Avenue.

• The entire mid-field drainage area is shown to be relocated to the east

side of Runway 3R-21L. This surface drainage project would require permits from the Corp of Engineers.

4.5.3 Alternative C – North Airfield Development Area

• The split extension of Runway 3R-21L would have limited environmental benefits versus the Runway 3R extension alternative and would also result in higher capital costs.

• The option of maintaining Airport Road in its present location and relocating the Runway 7 threshold by 200 feet results in a Runway 7-25 length of 4,928 feet. With a cross-wind runway length of less than 5,000 feet, certain Group III-B corporate jets will have to operate under reduced take-off weight conditions.

• The proposed relocation of the Midwest Jet Center lease area to the

Airport Road site and the use of the existing Midwest Jet Center site for three future corporate lease areas is a viable solution for addressing this FBO’s long range expansion requirements.



• The mid-field drainage area is shown to be expanded to provide for the

drainage basin displacement from the proposed Runway 3R-21L parallel taxiway and Taxiway ‘C’.

4.6 Recommended Airfield and Landside Layout Plan

As shown on Exhibit 4-7, the recommended long-range Lunken airfield and

landside lease area development plan is a modified version of the airside option

of extending Runway 3R in Alternative A – Mid-Field Development Area, and the

landside development option of relocating Taxiway ‘C’, that is included in

Alternative B – Airport Road Development Area. The recommended

development plan is based on the selection of the best aspects of the three

alternatives in combination with the overall goals and objectives of the master

plan study update.

Key aspects of the recommended Lunken Airport development plan include the

following 17 major capital improvement projects that are listed by there

operational priority and sequential development phasing :

1. RUNWAY 7 OBSTRUCTION CLEARANCE:

For Lunken Airport to be in compliance with minimum FAA Runway Safety Area

(RSA) and Runway Object Free Area (OFA) criteria, Hangar No. Three,

Maintenance Building 3M, and a 1,000 linear foot segment of Airport Road are

required to be removed from both the extended Runway 7 RSA (600 ft. x 300 ft.),

and the extended OFA (600 ft. x 800 ft.). For purposes of maintaining the Airport

Road levee in its current location as well as removing an existing gas station

from the Runway 7 Runway Protection Zone (RPZ), it is suggested that the

threshold of Runway 7 be relocated 128 feet. This threshold relocation project

results in a decreased Runway 7-25 length of 5,000 feet.



2. PART I50 ON-AIRPORT NOISE MITIGATION PROGRAM

The recommended on-airport Part 150 noise mitigation projects include “Fly

Friendly” signage to be located at the departure thresholds of all six runway

ends. Other projects include the development of two engine maintenance run-up

pads with blast deflection barriers. These pads and barriers would be located in

the north mid-field area adjacent to Taxiway ‘D’ and in the south mid-field area

adjacent to Taxiway ‘C’.

3. TERMINAL AREA ACCESS IMPROVEMENTS

This project would provide for Wilmer Avenue traffic flow improvements adjacent

to the Lunken Terminal, additional grade level public parking facilities (150-

spaces) and bike/walking trail safety improvements in front of the terminal

building.

4. NORTH AIRFIELD CORPORATE LEASE AREA:

This project would provide for the development of a new 11 acre corporate

hangar development project to be located on Lease Area 51. Aircraft access to

the proposed hangar and apron would be from Taxiway ‘D’. Ground access to

Lease Area 51 would be from Wilmer Avenue. This project would also require

modifications to portions of the golf course.

5. EXTEND RUNWAY 3R BY 899 FEET:

Runway 3R is proposed to be extended 899 feet by 150 feet to south. With a

primary runway length of 7,000 feet, Runway 3R-21L would be able to support

most Group-III corporate aircraft types during hot-day and maximum take-off

weight conditions. An environmental benefit of the extension of Runway 3R is

that for aircraft departing to the north, take-off noise would be slightly reduced

over the communities located north of Lunken Airport. The resulting 899-foot

displaced threshold for Runway 3R would not change the existing Runway 3R

aircraft landing procedures. The runway extension would be designed to support

100,000 pound dual-wheel aircraft as well as a 1,300-foot by 50-foot parallel



taxiway that would connect the new runway end with Taxiway ‘C’. The existing

Runway 21L localizer antenna would also require relocation by approximately

1,000 feet to the south.

6. LEASE AREA 50 HANGAR DEVELOPMENT

This project would provide for the development of approximately 100 single-unit

T-hangars that would be leased to single-engine and light twin-engine aircraft

owners over the 20-year planning period.

7. RELOCATE MID-FIELD DRAINAGE AREA:

In order to provide for the proposed taxiway projects that are shown to be located

in the mid-field area between Runways 3R-21L and 3L-21R, the existing 45 acre

mid-field water detention basin is proposed to be relocated to the area east of

Runway 3R-21L adjacent to the Little Miami River levee. This relocated storm

water detention basin would require two additional water pumps as well as bird

nesting mitigation measures such the erection of netting over the entire drainage

detention area.

8. RELOCATE TAXIWAY ‘C’:

The proposed relocation of Taxiway ‘C’ 1,000 feet to the north would provide for

an additional 45 acres of FBO and SASO facility development areas. As part of

this project, the south airfield engine maintenance run-up pad (Project 2) is

proposed to be relocated to a site that is adjacent to the relocated Taxiway ‘C’.

The development of this taxiway relocation project will be phased over the 20-

year planning period and would require approximately 7,000 feet by 50 feet of

new taxiway. Like the proposed extension of Runway 3R, this taxiway project

would be designed to accommodate 100,000 pound dual-wheel aircraft.

9. CONTROL TOWER RELOCATION TO MID-FIELD AREA:

With the relocation of Taxiway ‘C’ combined with the extension of Runway 3R,

the existing ATCT controllers would not have visibility of the south airfield aircraft



operating areas, therefore a new 60-foot high ATCT is proposed to be

development in the mid-field area. The redeveloped mid-field area would also

include a defined turf area (2,000 foot by 400 foot) to be utilized to support

existing banner toeing and helicopter training activities. This area is proposed to

be located adjacent to the proposed Runway 3R-21L parallel taxiway. In

addition, a 9-acre mid-field site located adjacent to Runway 3L-21R would be

provided for the staging of two blimps that frequently use Lunken Airport as a

staging area for covering local sporting events. Ground access to the mid-field

area would include a paved two-lane controlled access road extending from

Airport Road and crossing Taxiway ‘C’.

10. EXPANSION OF MILLION AIR FBO LEASE AREA:

The 1,000-foot relocation of Taxiway ‘C’ provides approximately 12 acres of

additional FBO lease area along the east section of Airport Road. This project

would provide for the long range facility expansion requirements of the FBO

Million Air, Inc. In the future, if additional Airport Road Lease areas are required,

the east section of Taxiway ‘C’ could potentially be relocated farther to the north.

11. EXPANSION OF AIRPORT ROAD SASO LEASE AREAS:

The 1,000-foot relocation of Taxiway ‘C’ allows for the expansion of the existing

Airport Road SASO lease areas as well as provides 17 acres of land for four

additional SASO lease areas.

12. RELOCATE MIDWEST JET CENTER FBO LEASE AREA:

With the relocation of Taxiway ‘C’, Midwest Jet Center which is currently located

on Wilmer Avenue, would be able to relocate to a site along Airport Road that is

adjacent to the threshold of Runway 7. This 19-acre site would provide sufficient

space to accommodate Midwest Jet Center’s long-range FBO facility expansion

requirements.



13. CORPORATE REUSE OF MIDWEST JET CENTER SITE:

With the proposed relocation of the Midwest Jet Center FBO lease area to the

proposed Airport Road FBO lease area, three additional corporate lease parcels

could potentially be developed on this 10-acre Wilmer Avenue site. With the

relocation of the Midwest Jet Center FBO, all corporate aviation lease areas

would be located along Wilmer Avenue.

14. PARALLEL TAXIWAY FOR RUNWAY 3R-21L:

The development of a parallel taxiway and two connector taxiways for Runway

3R-21L (6,500 feet by 50 feet) would improve the efficiency of the Airport’s

taxiway system as well as significantly improve aircraft operational safety by

eliminating numerous runway crossings of Runways 3L-21R and 7-25.

15. HANGAR NUMBER THREE AVIATION MUSEUM:

With the removal of Hangar Number Three from the Runway 7 RSA/OFA/RPZ,

this historical structure is proposed to be relocated to a 6.5-acre site in the golf

course area adjacent to Wilmer Avenue. This project would also include a 600-

foot by 50-foot access taxiway that would be extended from the existing Runway

21R connector taxiway. Airfield security gates would also be provided on both

sides of the proposed Lease Area 51 access road that would cross the proposed

museum access taxiway extension. The City would be responsible for the

taxiway connector and the perimeter security of the proposed museum lease

area. It is assumed that the relocation of Hangar Three to the Wilmer lease area

would be funded by private sources.

16. AIRPORT ROAD LEVEE RELOCATION:

For long range FAA compliance purposes related to the clearance of airspace

obstructions within the Runway 7 RPZ (1,000 ft. x 500 ft x 700 ft.), it is proposed

that 2,400 linear feet of the Airport Road levee be relocated approximately 600

feet to the north side of Kellogg Avenue. This levee relocation project would

provide Lunken Airport with the opportunity to acquire the seven acre parcel of



land along Kellogg Avenue that is within the Runway 7 RPZ. This property

includes three structures including a gas station, a warehouse and a small

meeting hall. The proposed levee relocation project also includes a three-lane

south airport entrance road that would connect Kellogg Avenue with Airport

Road. The project would also include be a flood control gate through the

relocated levee. The previous Airport Road relocation project (see Project 1)

would be utilized as part of the Airport’s perimeter service road system.

17. SOUTH AIRPORT OFFICE PARK:

For purposes of providing potential non-aviation airport operating revenues as

well as upgrading the types of land uses along Kellogg Avenue, it is proposed

that approximately 11 acres of property along Kellogg Avenue be acquired for the

development of a 25-acre Lunken Airport office park. This property acquisition

project would require the relocation of approximately 2,000 linear feet of the

Airport Road levee and the environmental mitigation of the approximately 9-acre

auto salvage yard and 5-acre City water treatment plant settling ponds that are

located between Kellogg Avenue and the Airport Road levee.

* * * * *

In later elements of the Master Plan Study Update, these 17 long range airport

development projects would be subjected to an environmental review, detailed

capital cost estimates and financial feasibility tests. The final recommended

Lunken Airport development plan will be refined in the Airport Plans section of

this study and then submitted to the City of Cincinnati and the FAA for approval.

Chapter 4.0 Airfield and Landside Alternatives Analysis

Documents

Transcript of Chapter 4.0 Airfield and Landside Alternatives Analysis