Transcript Effect on Airports - Air Transportation Systems Lab

Agenda
n
Master Planning Overview
n
Case Study: DFW Airport
n
Impact of Regional Jets
Mr. Mark Lundsford
(Leigh Fisher Associates)
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Leigh Fisher Associates
AIRPORT MASTER PLANNING
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Master Planning Experience
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Master Planning Goals
n
Develop comprehensive vision for the Airport
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Communicate vision to community and others
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Establish sustainable consensus with key stakeholders
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Maximize Airport benefits to community
– Meet aviation needs of the region
– Highest and best use of non-aviation land
– Promote economic development
– Minimize environmental impacts
n
Balance near-term opportunities with long-term requirements
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Facilitate funding and environmental approvals
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Master Planning Products
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Traditional Master Planning
Forecasts
Demand/Capacity Analyses
Facility Requirements
Alternatives
Selection of Preferred Plan
Financial and Environmental Review
Airport
Layout Plan
Master Plan
Documentation
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Shortcomings of Traditional Airport Planning
Forecasts
n
Insufficient involvement of airport
operating departments
Demand/Capacity Analyses
n
Lengthy and linear “cookbook” process
n
Insufficient integration of financial and
environmental considerations
n
Insufficient consideration of existing
infrastructure
n
Insufficient consideration of new
technology
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Lack of implementation tools
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Lack of flexibility
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Lack of consensus
Facility Requirements
Alternatives
Selection of Preferred Plan
Financial and Environmental Review
Airport
Layout Plan
Master Plan
Documentation
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Integrated Master Planning Approach Overview
1. Vision and Key Issues
2. Strategic Assessment
Planning Process
Airport Vision
• Airport mission and role
• Business/financial goals
• Facility goals
• Customer satisfaction goals
• Stakeholder goals
Facility Assessment
• Previous plans
• Infrastructure condition
• Demand-capacity analyses
• Areas of opportunity
• Facility needs estimates
• Environmental issues
Key Issues
• Financial analysis of alternatives
–Sources/uses of funds
–Cash flow
–Airline rates and charges
–Cost per enplaned passenger
• Benefit-cost analyses
Most
Promising
Concepts
Facilities Planning
• New technology assessment
• Facility optimization
• Facility needs refinement
• Phasing alternatives
• Cost estimates
• Environmental reviews
• Constructibility
Stakeholder Assessment
Stakeholder Planning
• Initial stakeholder coordination
• Stakeholder issues/concepts
• Involvement strategy
• Planning workshops
• Targeted briefings to “skeptics”
• Newsletters and website
• Public briefings
• Master Plan goals and objectives
• Planning guidelines and assumptions
• Airport staff involvement plan
• Stakeholder involvement strategy
• Scope of work
• Traffic forecasts
• Financing capacity estimates
• Revenue enhancement strategy
• Balanced-capacity assessment
• Facility improvement priorities
• Preliminary development concepts
C onsult ant s t o A i rp ort Management
• Land Use Plan
• Facilities
Development and
Phasing Plan
• Triggering Plan
• Phase 1 Plan
Preferred
Concept
• Financial Plan
• Environmental
Strategy
• Airport Layout Plan
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Business Planning
• Financial health
• Airline agreements & leases
• Market assessment/forecasts
• Business opportunities
Customized
Study
Design
• Competition
• Business/finance
• Facilities
• Stakeholders
• Infrastructure
• Environmental
Products
Business Assessment
3. Development Plan and
Implementation Tools
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Integrated Master Planning Approach Overview
1. Vision And Key Issues
2. Strategic Assessment
3. Development Plan
Business
Planning
Business
Assessment
Airport
Vision
Customized
Study
Design
Key
Issues
Facility
Assessment
Most
Promising
Concepts
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Facilities
Planning
Preferred
Concept
Stakeholder
Planning
Stakeholder
Assessment
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4. Master Plan Products
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Development, Screening, Evaluation, Selection, and
Refinement of Alternatives
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Screening and Evaluating Alternatives
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Prototypical Master Plan Team Organization
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Prototypical Master Plan Schedule
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Strategic Assessment—
Understanding the Market
Market Assessment—Harrisburg International Airport
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Strategic Assessment—
Balanced Capacity Assessment
Demand-Capacity Analysis—LaGuardia Airport
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Strategic Assessment—
Integrating Financial Considerations
Up-front Financing Capacity Estimates—DFW and Sacramento
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Strategic Assessment—
Integrating Environmental Considerations
Up-front Assessment of Environmental Issues and Development
Constraints—Harrisburg International Airport
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Implementation Tools—
Long-Term Development & Phasing Plans
Illustrative Development & Phasing Plans—Harrisburg International Airport
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Implementation Tools—
Project Triggers
Project Triggering Plan—Port Columbus International Airport
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Implementation Tools—
Environmental Issues Summary
Environmental Screening—Harrisburg International Airport
Master Plan Development Plan
Proposed
Phasing and
Year
Noise
& Land
Use
Social
Water
Quality
Air
Quality
Historic
Sec.4
Biotic
Threat.
Species
Wetlands
Airfield: Expand aircraft taxiways and aprons to enhance circulation and
provide additional aircraft parking.
Navigational aids
L shaped taxiway (PaANG)
Parallel taxiway and exits--Eastside
Rehab flood dike
Parallel taxiway and exits--Westside
Taxiway demolition
1/2001
1/2002
1/2002
2/2004
2/2005
2/2006
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Terminal Complex: Expand passenger terminal, and roadways
Terminal A capacity improvements
Enplane/deplane drive expansion
Expand loop road
Surface parking
Building demolition--58, 137, 142
Aircraft parking apron/lighting - terminal
Parking garage
Terminal expansion
Signage and landscaping
Enplane/deplane drive expansion
Parking garage
Aircraft parking apron/lighting-- terminal
Aircraft support systems (baggage, jetways)
Terminal A capacity improvements
Terminal expansion
Landscaping
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GA = General aviation
GSE = Ground service equipment
PaANG = Pennsylvania Air National Guard
LEGEND
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Not applicable or unknown
No adverse impact anticipated
No significant adverse impact anticipated
Potential for significant adverse impact can not be precluded at this time
Source: Leigh Fisher Associates, December 1999 based on environmental inventory conducted by Buchart-Horn, Inc.
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Implementation Tools—
Project Funding Strategy
Strategic Targeting of Funding Sources—Fort LauderdaleHollywood International Airport
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Case Study—DFW Airport Development Plan
n
Non-traditional
master plan
n
Primary focus
– Terminal and APM
– Airfield
– Ground
access/parking
n
Other elements
– Cargo business
plan
– IT plan
– Security plan
– Commercial land
use plan
– Performance
measurement plan
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Case Study—DFW Airport Development Plan
n
Concept approval in 6 months; full documentation in 11 months
n
Consensus achieved
– Broke 10+ year deadlock on terminal development concept
– Airport Board approval and MII approval
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Environmental approvals received for new terminal
development
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Construction now underway on 1st major terminal capacity
increase since 1974
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Airport staff continue to use planning tools
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Case Study—DFW Airport Development Plan
n
West-side runway
timing
n
Update previous
analyses
– Capacity delay
analyses
– Benefit-cost
analysis
n
New assumptions
– Revised LAHSO
– Fleet mix
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Case Study—DFW Airport Development Plan
n
Assumed “Triple”
and “Quadruple”
departure procedure
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Assumed jet
departures on
Runway 31L
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Assumed only
turboprops land and
hold short of
Runway 13R
n
NPV of $210 million
(2002 opening)
West Runway Analysis
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Case Study—DFW Airport Development Plan
Terminal Development Plan
A
C
B
E
D
F
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Case Study—DFW Airport Development Plan
Commercial Land Use Plan
LEGEND
Aviation
Office
Industrial
Retail
Greenbelts
Undeveloped
Commercial
Restricted to 20 year
lease term
Airport Boundary
Optional Purchase Zone
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Case Study— Lambert-St. Louis Master Plan
n
9,000 parallel runway
separated by 4,100 feet
from Runway 12L-30R
n
Capacity of 632,000
aircraft operations by
2015
n
Ultimate doubling of
passenger terminal
space to handle 42
million passengers (vs.
23 million today)
n
Parking for 12,500 cars
(vs. 6,300 spaces today)
n
Additional 1,570 acres
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Case Study— Lambert-St. Louis Master Plan
n
New Independent Runway
EIS
–Highly controversial
–Numerous high-level
negotiations
n
Litigation
–Two simultaneous law
suites (state and federal)
–Appealed to the Supreme
Court
–Master plan and EIS
withstood intense scrutiny
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Case Study— Lambert-St. Louis Master Plan
Land Acquisition
1937 Residential Parcels
70 Commercial Parcels
6 Churches
4 Schools
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Case Study— Lambert-St. Louis Master Plan
Terminal Development Plan
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Airport Master Planning References
n
Ashford,N; Wright, P.W., Airport Engineering, Third Edition, John Wiley &
Sons, Inc., New York, September 1992
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Horonjeff, R., McKelvey, F.X. Planning and Design of Airports, Fourth
Edition, McGraw-Hill, Inc., 1994
n
International Civil Aviation Organization, Airport Planning Manual, Part 1:
Master Planning, Doc 9184-AN/902, Second Edition, 1987.
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Airport Master Planning References (concluded)
n
US Department of Transportation, Federal Aviation Administration,
Airport Master Plans, Advisory Circular 150/5070-6A, June 1985
n
US Department of Transportation, Federal Aviation Administration,
Airport Design, Advisory Circular 150/5300-13.
n
US Department of Transportation, Federal Aviation Administration,
Airport Environmental Handbook, FAA Order 5050.4A.
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The Regional Jet and
Airport Planning
Presentation Outline
I
Overview
2
Air Service Considerations
3
RJ Characteristics
4
Effect on Airports
5
Conclusions
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1
n
Overview
Why should airport operators pay attention?
Significant increase since introduction in the early 90s
– Strong passenger preference
– New competitive weapon for airlines
n
RJs are creating new markets
n
Much more growth anticipated not just replacing turboprops
n
Many potential impacts on airports
– Additional traffic and different peaking patterns
– Airfield/airspace capacity
– Terminal use and development
– Noise abatement and mitigation
– Emergency and security
n
Some facilities or development plans may be obsolete
– Commuter terminals
– Commuter runways
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2
Air Service Considerations
Regional Jet growth
n
RJs are replacing turboprops and creating new markets
– RJ departures have increased 111% since 1995
– Turboprop departures have decreased 7% since 1995
– Mainline jet departures have increased 7% since 1995
n
About 500 RJs in service today and about 2000 on order or option;
fewer than 50 turboprops on order or option
n
RJs will represent about 75% of future regional aircraft deliveries
n
Growth has been primarily in hub-to-point service; less point-to-point
service than expected (so far)
–
–
–
–
–
n
92% of RJ departures on hub-to-point routes
Maximize connecting opportunities and markets served
Leverage/expand hub presence
Command fare premiums at hub airport
Avoid diversion of hub traffic
“Scope clauses” a limiting factor
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2
Air Service Considerations
Actual aircraft use - DFW
3% RJ departures
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2
Air Service Considerations
Actual aircraft use - ORD
10% RJ departures
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2
Air Service Considerations
Actual aircraft use - CVG
50% RJ departures
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2
Air Service Considerations
Example: Growth of Regional Jet service in Grand Rapids
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2
Air Service Considerations
Example: Evolution of Regional Jet service in Grand Rapids
4,600
15,300
Non-stop destinations served with RJs
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3
RJ Characteristics
Overview of RJ characteristics
n
2x as high, 2x as fast, 2x as far as turboprops
n
Seating capacity similar to turboprops
n
Wake turbulence separations like turboprops
n
Generate noise like turboprops (perceived as noisier?)
n
Takeoff like jets (profile and speed)
n
Cruise speed and altitude similar to jets
– Jets ~ 37,000 ft service ceiling and 0.75 mach
– Turboprops ~ 25,000 ft service ceiling and 0.5 mach
n
More runway length needed than turboprops but less than jets
– Rough estimates: Turboprops > 4,000 ft and RJs > 6,000 ft
n
Lower sill height than jets
n
Turning radius greater than turboprops
n
Wingspan between turboprops and jets
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3
RJ Characteristics
Takeoff performance
Altitude (ft)
10000
5000
0
0
40000
20000
Jets
60000
Distance from break release (ft)
Turboprops
Regional Jets
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3
RJ Characteristics
Noise exposure
Single Event Noise Footprint
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3
RJ Characteristics
Turning radius - DO328 vs EMB 135
+43%
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4
n
Effect on Airports
Airfield/Airspace
Significant turboprop activity growth in the 80s
– FAA developed segregated air traffic control and runway-use procedures
– Many airports developed or began planning for commuter runways
– Airports agreed to noise abatement procedures restricting jet activity
n
RJs are typically treated like jets by ATC
n
Lower airfield capacity through reduced utility of segregated
procedures/facilities
– Commuter runways (noise abatement agreements or length may preclude jets)
– Immediate turns on departure
n
Potential airspace congestion
– Airspace designed to separate aircraft with different speed/climb capabilities
– Jets (including RJs) assigned high altitudes and fast en route speeds
– Turboprops assigned low altitudes due to limited climb capabilities
– Greater proportion of aircraft on jet routes in/out of terminal airspace
– Higher altitude routes become saturated; lower altitude routes become
underutilized
– LLADR - Low-Altitude Arrival/Departure Routes
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4
Effect on Airports
Airfield/Airspace (continued)
n
Land-and-hold-short procedures
n
Intersection takeoffs
n
Runway length and strength
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4
Effect on Airports
Runway length and pavement thickness
Aircraft type
Seats
Runway
length (ft)
Pavement
thickness (in.)
Commuter service turboprops
ATR-42
45
3,800
15.5
BE1900
19
3,740
13.5
EMB 120
30
5,100
15.0
CRJ-100/200
50
5,800
16.5
CRJ-700
70
5,500
20.2
AVRO RJ70
70-90
3,360
22.9
AVRO RJ85
85-110
3,625
23.4
EMB 135
37
5,575
15.5
EMB 145
50
7,450
16.0
32
4,530
15.0
Bombardier
British Aerospace
Embraer
Dornier
DO328 Jet
Assuming subgrade of CBR 6 and 1,200 annual departures. Design thickness specified
in AC150/5320-6D based on max takeoff weight.
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4
Effect on Airports
Terminal area
n
Key issues
– Level-of-service for RJ passengers - airport vs. airline perspective
– Utility of existing commuter terminal facilities
– Co-location of RJs with mainline jets, separate facility, or complete
flexibility
n
Planning considerations
– Loading bridges - sill heights
– CRJ-100 and EMB 145 -- 5 feet, 4 inches
– MD-80 -- 8 feet, 1 inch
– Aircraft parking spaces
– Length & wingtip separation
– Pushback vs. power-out (turning radius issue)
– Cost of push back tugs
– Gate use flexibility - can RJs be accommodated at any gate?
– Ground service equipment - parking accommodations for baggage
conveyors, additional baggage carts, lavatory service equipment
– Passenger flow changes
– Concessions opportunities
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4
n
Effect on Airports
Other considerations
ARFF
– FAR Part 139
– Some RJs are Index B aircraft (e.g., CRJ-700)
– Additional fire fighting personnel and equipment
n
Security
– FAR Part 107
– Regular service by aircraft with more than 60 seats
– FAA Category III airport security standards
– Airport security identification program
– Personnel and access control systems
– Higher capacity security equipment to process larger numbers of
passengers
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4
Effect on Airports
Example: DFW
n
Metroplex airspace
redesigned for turboprops
n
RJs treated like jets by ATC
–
–
–
Depart/arrive on jet routes
No RJ departures on 13L
No RJ immediate turn on
departure
n
Loss of departure capacity
n
Increase in runway crossing
delays (higher % of
departures on “inboards”)
n
Possible congestion in jet
departure airspace “tier” (as
turboprop tier is vacated)
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4
Effect on Airports
Example: DFW
n
Metroplex airspace
redesigned for turboprops
n
RJs treated like jets by ATC
–
–
–
Depart/arrive on jet routes
No RJ departures on 13L
No RJ immediate turn on
departure
n
Loss of departure capacity
n
Increase in runway crossing
delays (higher % of
departures on “inboards”)
n
Possible congestion in jet
departure airspace “tier” (as
turboprop tier is vacated)
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4
Effect on Airports
Example: Newark
n
Crosswind Runway 11-29 was
once used for turboprops
operations
n
Decrease in turboprops;
growth in RJs
n
RJs request the longer
parallel runways
n
Reduced capacity
– “Loss” of Runway 11-29
– Less homogenous fleet
mix on parallel runways
n
Average annual delay
estimated to increase 9% about 1 minute per operation
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4
Effect on Airports
Example: Atlanta
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4
Effect on Airports
Example: Philadelphia
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4
Effect on Airports
Example: Cincinnati
n
More than 50% of departures are RJs
n
Comair CRJs are exempt from noise abatement procedures (< 70,000
lbs.)
n
Aircraft over 70,000 lbs. must fly runway heading to 4 NM or 4,000 ft
n
Controllers have a wide latitude in directing CRJs, even over
residential areas
n
Comair can obtain preferential departure times
n
Comair calls their RJs “whisper jets”
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4
Effect on Airports
Example: Yellowstone Regional Airport, Cody, Wyoming
n
1 to 2 daily RJ flights
expected in the next few
years
400’
n
Requires upgrade from
ARC B-III to D-III (>500
annual D-III flights)
301’
– Parallel taxiway
separation to be
increased
– Runway safety area to be
increased
n
Cost: $5.9 million
(including planning,
environmental studies,
and design)
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4
Effect on Airports
Example: Harrisburg
n
Significant growth in RJ
activity expected
n
Existing commuter
facilities “in the way” of
terminal expansion and
need to relocated
n
Airport Authority wants
new facilities to provide a
higher level of service for
commuter passengers
n
New terminal plan
provides flexibility for
carriers to ground-load or
gate-load RJs
400’
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4
Effect on Airports
Example: Raleigh-Durham
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5
Conclusions
Many effects to be considered
n
Airfield/airspace capacity
n
Terminal use and development (passenger level of service policy
question)
n
Noise exposure (public perception)
n
ARFF and emergency response
n
Security
n
GSE requirements
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5
Conclusions
n
Positive impacts have been well documented
n
Negative impacts beginning to be better understood
n
Some existing infrastructure or plans have become obsolete or less
effective
n
Impacts will vary by airport - depends on size, setting, level of turboprop
activity, etc.
n
Consider how noise rules are written and if they should be rewritten aircraft weight vs. engine type
n
Flexible facilities and procedures are the key - but additional investment
may be required
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