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HomeMy WebLinkAbout2015-010 Airport Master Plan Adoption and Amendment to the Yakima Urban Area Comprehensive PlanORDINANCE NO. 2015-010 AN ORDINANCE relating to the regulation of land use, comprehensive planning, and airport development in the City of Yakima adopting a new Airport Master Plan, and amending appendix "D" of City of Yakima's Yakima Urban Area Comprehensive Plan 2025, December 2006 (Ord. 2006-62): WHEREAS, the City of Yakima is required to plan under the Washington State Growth Management Act (GMA) RCW 36.70A.040; and WHEREAS, the GMA RCW 36.70A.200 requires all cities and counties planning under the act provide and plan for essential public facilities such as airports, and state or regional transportation facilities; and WHEREAS, the RCW 36.70.547 requires every county, city, and town in which there is located an airport that is operated for the benefit of the general public, whether publicly owned or privately owned public use, shall, through its comprehensive plan and development regulations, discourage the siting of incompatible uses adjacent to such airport; and WHEREAS, the City of Yakima under a joint resolution with Yakima County, R-2011-99 accepted a grant on June 21, 2011 from the Federal Aviation Administration in the amount of $477,642.00 for the development of the Airport Master Plan - AIP 03-53-0089-32, and WHEREAS, the Yakima Air Terminal/McAllister Field entered into an agreement with URS Corporation to develop the Airport Master Plan in accordance with the Federal Aviation Administration's Advisory Circular 150/5070-6B, Airport Master Plans; and WHEREAS, in accordance with RCW 36.70.547 the City of Yakima and URS provided formal consultation with: Airport owners, managers, private airport operators, general aviation pilots, ports, and the aviation division of the department of transportation, and scheduled and conducted a series of public meetings concerning the plan; and WHEREAS, following the above mentioned public input, URS did deliver the City's Yakima Air Terminal / McAllister Field Airport Master Plan; and WHEREAS, the City of Yakima Planning Division did conduct State Environmental Policy Act Review (SEPA) on the draft plan which included public notice of the application and opportunity to comment by citizen and agencies with environmental expertise from December 15, 2014, to January 5, 2015; and WHEREAS, on January 9, 2015, the City of Yakima Planning Division reviewed all submitted comments, forwarded them on the the Yakima Air Terminal Manager, and concluded its SEPA review of the Yakima Air Terminal / McAllister Field Airport Master Plan issuing a SEPA Determination of Non -Significance (DNS), where no appeals were filed during following 14 -day appeal period; and WHEREAS, the City of Yakima and its consultant reviewed the submitted comments and made appropriate changes; and WHEREAS, the final draft Airport Master Plan was forwarded to the Federal Aviation Administration for final review and approval, and has approved the draft plan; and WHEREAS, the City Council has held a public hearing on March 3, 2015, pursuant to notice, to consider adoption of the Master Plan; and WHEREAS, the City Council of the City of Yakima, having considered the record herein, hereby finds and determines that adoption of the Airport Master Plan and amendment of appendix "D" of the Yakima Urban Area Comprehensive Plan 2025, December 2006 (Ord. 2006-62) is in the best interests of the residents of the City of Yakima and will promote the general health, safety and welfare; therefore BE IT ORDAINED BY THE CITY OF YAKIMA: Section 1. The City of Yakima hereby adopts the Yakima Air Terminal / McAllister Field Airport Master Plan, on file with the City of Yakima and incorporated herein by this reference. Section 2. Appendix "D" Documents Adopted by Reference of the City of Yakima's Yakima Urban Area Comprehensive Plan 2025, December 2006 (Ord. 2006-62) is hereby amended to include the Yakima Air Terminal / McAllister Field Airport Master Plan as approved in Section 1 above. Section 3. This ordinance shall be in full force and effect 30 days after its passage, approval, and publication as provided by law and by the City Charter. PASSED BY THE CITY COUNCIL signed and approved this 3rd day of March, 2015. EST: City Publication Date: March 6, Effective Date: April 5, 2015 OA P)v/ rie�� Micah Cawl , Mayor Item 21o. 9. For hle efing of hfarch 03, 2015 ITEM TITLE: Public hearing and ordinance to adopt the Airport Master Plan SUBMITTED BY: Robert K. Peterson, Airport M anager 509-575-6149 The Airport Master Plan is an extensive airport -wide study %ivith the goal of developing short-, mediurn-, and long-term plans to meetfuture aviation demand. The specific process is highly variable and dependent on each airport, but the general process includes pre -Manning, public involvement, environmental considerations, existing conditions inventory, aviation forecasts, facility requirements, alternatives development, Airport Layout Plan (ALP), facilities implementation plan, and financial feasibility analysis. The public may access the Airport Master Plan document by the internet through the Yakima Air Terminal's website: httQt/%NSA�v.yakimaairten-ninal.cor-rumaster-plan (click on link titled- Airport Master Plan DraftlFina I). Resolution: Ordinance: X Other (Specify): Contract Contract Term: Start Date: End Date: Item Budgeted: NA Amount: Funding to develop the Airport Master Plan was Funding Source/Fiscal provided by the Federal Aviation Administration Impact: under the Airport Improvement Program (Project No. 3-53-0089-32). Strategic Priority: Economic Development Insurance Required? No Mail to: Phone: City Manager APPROVED FOR SUBMITTAL: It 0117 Airport staff recommends the City Council adopt the Airport Master Plan to allow for the Federal Aviation Administration to accept the plan in it's entire�j. ATTACHMENTS: Description Upload Date Type ❑ Memo ❑ ordinance I i T i N I 1101 etl i 1� To: Honorable Mayor and Members of the Yakima City Council From: Robert Peterson., -Airport Manager Date: February 20, 2015 Re: Adoption of Airport Master Plan Since opening in 1926, the Yakima Air Terminal -McAllister Field has seen tremendous gro-,,A,tli. Expansion efforts have required the airport to add pavement. passenger terminals. vehicle parking facilities., and hangar facilities to keep tip with the demands of the surrounding community. As the airport continues to grow. the Federal Aviation Administration requires it to conduct periodic updates to its Airport Master Plan. In early 2011., the airport's Board of Directors initiated the process not only to address the FAA's requirements but to evaluate the community's needs as Yakima Valley continues to grow. An Airport Master Plan is a comprehensive study of an airport that usually describes airport development over 5, 10, and 20 years to meet future aviation demands. Airport Master Plans are prepared to support the modernization or expansion of existing airports or the construction of new airports. The Airport Master Plan documents existing conditions and forecasts airport growth to help both the FAA and the airport sponsor make informed planning and development decisions. Airport Master Plan Users Airport Master Plans are used by the FAA, state aviation officials., airport sponsor, and members of the aviation coninitinity. The plan becomes a usefid tool that may be used by airport advisory colinnittees., local governing officials., state., regional., local planning personnel and the public. Airport Master Plan Elements 'I'lie elements in the master plan vary in complexity and level of detail depending on the size, ffinction, issues., and problems of the airport. The following list outlines the elements of an Airport Master Plan. 1) Pre planning —nie pre -planning process includes an Initial Needs Determination, Request for Proposal and Consultant Selection., Development of Study Design, Negotiation of Consultant Contract., and Application for Study Funding. 2) Public Ini,oh,ement — Once the consultant team is under contract a notice -to -proceed is issued. Public involvement discussions are held in order to identify and document the key airport related issues of various stakeholders. 3) Eni,ironmental Considerations — A clear understanding of the environmental requirements needed to move forward with each project in the recommended development program is developed. 4) Existing Conditions — An inventory of pertinent data for use in subsequent plan elements is collected and verified. 5) Ai4ation Forecasts — Forecasts of aeronautical demand for short., medium and long- term time frames are prepared. 6) Facility Requirements —nie ability of the existing airport., both airside and landside, to support the forecast demand is assessed. 'I'lien., the demand levels that will trigger the need for facility additions or improvements and are identified estimate the extent of new facilities that may be required to meet the demands is estimated. 7) Alternati),es Dei,elopment and Ei,aluation — Identify options to meet projected facility requirements and alternative configurations for each major component. Assess the expected perforniance of each alternative against a wide range of evaluation criteria., including its operational, environmental and financial impacts. A recommended development alternative will emerge from this process and will be further refined in subsequent tasks. This element should aid in developing the purpose and need for subsequent environmental documents. 8) Airport Lqyottt Plans — One of the key products of a Master Plan is a set of drawings that provides a graphic representation of the long-term development plan for an airport. The primary drawing in this set is the Airport Layout Plan. Other drawings may also be included, depending on the size and complexity of the individual airport. 9) Facilities Implementation Plan — Provides a summary description of the recommended improvements and associated costs. The schedule of improvements depends., in large part, on the levels of demand that trigger the need for expansion of existing facilities. IN 10) Financial FeasibiliqAr atysis — Identifies the financial plan for the airport, describes how the sponsor will finance the projects recommended in the master plan and demonstrate the financial feasibility of the program. Evaluation of Yakima's Primary Runway and Required Length During the development of the Airport Master Plan, one element reviewed was Yakima Airport's existing runway length to ensure it was adequate to handle current and future aircraft operations. Through a series of data collected with current aircraft operations URS determined the critical aircraft for the airport is the Bombardier Q-400, operated by Alaska Airlines. Although the Bombardier is listed as the critical aircraft for Yakima, the data illustrated various types of aircraft requiring additional runway length to support flight destinations greater than 1,500 miles in length. Given this information airport staff worked with URS on various recommendations to address these concerns and came to a conclusion to extend the primary Runway to 8,847 feet. This extension, which adds approximately 1,243 feet to the west end of the runway, keeps the Runway Protection Zone on airport property. This recommendation is also the least costly to construct in order to meet current FAA standards. Summary of Master Plan Elements Airport staff and URS Corporation feel the Airport Master Plan is developed including valuable information from key participants to provide the airport a functional product that encompasses all aspects of the community's needs as well as aviation users. The Master Plan is a key element, which will allow airport staff and City officials to make informative and timely decisions to meet growing demands. Following the Airport's acceptance of the Master Plan, steps should be taken to secure government agency approvals that are needed to facilitate subsequent implementation of elements in the plan. These steps will include obtaining City Council's concurrence with the Airport Master Plan of which will then be forwarded to the FAA for formal approval. IQ 1� J 1: VI R 4. At I .. .... .... NO Jill! Ail l ........................... . ......... . 1� TA B L E 0 F Cli 0 N 1" E N 1" S Chapter 1: Executive Summary l] Introduction ...................................................................................................................... }-I 1.2 What lothe Goal oz Purpose of This Airport Master Plan? ............................................. I-2 1.3 What Are the Project's Mission Statements? ................................................................... l-2 1.3] Community and Agency Advisory Committee (C/\/\QStatement .................... 1-2 lI2 Technical Advisory Committee (TAC) ........... ..................... .................... —l-3 1.4 What Are the Components of an Airport Master Plan? ................................................... l-3 L5 What Were the Kc -N, Issues for This Master Plan? ........ ..................... ..................... 'l-4 16 What Isthe Approval Process for the Airport Master Plan? ........................................... 1-5 lJ 8bu|v Findings ------------------------------'l-5 lZl Aviation Demand Forecasts ................................................................................. I-5 1.7.2 Airport Requirements... -----------------------------l-7 1.8 Airport Plan ............................................................................................... l-8 1.9 Airport Plan .............. ...................... ...................... ..................... ................ l-lO 1.10 Implementation Plan ...................................................................................................... I -l2 I]l Business Plan ................................................................................................................. l -l5 Chapter 2: Existing Conditions 2] Introduction ...................................................................................................................... 2-I 2.2 Airport History -------------------------------------.. 2-1 23 Existing Airport Plans ... —..................... —.................... ..................... ..................... —2-4 2]] Previous Master Plan Update ............................................................................... 2-4 24 Applicable Federul,"SUo1ePlans ........................................................................................ 2-4 2.4.1 FAA National Plan of Integrated Airport l ............................... 2'4 2.4.2 Washington State Department of Transportation Ai Transportation Study (I^ATS) ..---...................... ...................... ................. 2-5 2.5 Airport Facilities .............................................................................................................. 2-5 1 2.5] Runways and Taxiways -----------------------2-7 2.5.2 Passenger Terminal Area ................................................................................... 2-I9 2.5.3 General Aviation Facilities ................................................................................ 2-3O 2.54 Fuel Storage and Distribution ............................................................................ 2-]5 2.5.5 Utility Systems ---------------------------------2-36 3-5 2.5.6 Perimeter Fencing --------------------------. 2-38 2.6 Environmental Data ....................................................................................................... 2-38 2.6] Hydrology -----------------------------------. 2-38 2.6.2 Landfill ............................................................................................................... 2-4l 2.6.3 Wind and Weather .... ...................... ...................... ..................... ................ 2-42 2.7 Historical Airport Activity ............................................................................................. 2-46 2.7.1 Commercial Airline Service Area ...................................................................... 2-46 2.7.2 General Aviation Service -Area .......................................................................... 2-47 2.8 Existing Airport/Community LumdTJsc Compatibility Planning -----------.2-5I 2.8] WSDOI— Airport Land Use Compatibility -------------2-5l 2.8.2 City and County Ordinances .............................................................................. 2-5l 2.8.3 Airport 8xfe1v Overlay ----------------------------'Z-52 3.1 Iutrocuc1ion---------------------------------------. 3-I 3.2 Summary ofForecasts for YKM...................................................................................... 3-3 3.3 Process ... ...................................................................................................... 3-4 3.4 Forecast m[Commercial Activity -----------------------.3-5 3.4.1 Background and Trends ....................................................................................... 3-5 3.4.2 Local Input ........................................................................................................... 3-5 3.4.3 Forecast of Enplaned Pommengen;------------------------. 3-9 3.4.4 Summary o[Enplaned Passenger Prniecti/oy-----------------. 3-12 3.4.5 Forecasts 6vOthers ............................................................................................ 3-l6 3.4.6 Total Passenger Forecast .................................................................................... 3-l6 3.4.7 Forecast o[Air Carrier Operations .................................................................... 3-l7 3.4.8 Forecast o[[ i Taxi Operations ...................................................... 3-l8 3.4.9 General Aviation Operations -------------------------'3-l9 34]OGeneral Aviation Trends .................................................................................... 3-2O j� in 3.4.11 Local Factors .... ..................... ..................... ..................... —..................... —3-2l 3.4.l2General Aviation Forecast ................................................................................. 3-22 3.4.13 Military Operations --------------------------'3-27 3.5 ----------------------------------------'3-27 3.5] Total Annual Operations.................................................................................... 3-3l 16 Instrument Operations ... —..................... —..................... —.................... ..................... -3-3l 3.7 Operations bYAircraft Type .......................................................................................... 3-32 Chapter 4: Facility Requirements 4.1 Introduction ...................................................................................................................... 4-1 4.2 Airfield Requirements ------------------------------.4-2 4.2] Runway Length Requirements -------------------.4-2 4.2.2 Runway Orientation and Wind Coverage --------------------4-5 4.3 Runway Capacity .................. ...................... ...................... ...................... ............... 4-1O 4.3] Design Standards ............................................................................................... 4 -ll 4.3.2 Requirement ------------------.4-l3 4.3.3 Runway Safety Areas -------------------------'4-l4 4.3.4 Runway Object Free Areas ----------------------'4-l5 4.3.5 Runway Protection Zones (RPZa) ..................................................................... 4-l5 4.4 Tsznziuul Requirements --------------------------------'4-l6 44] Passenger Terminal Building Requirements ------------------4-lG 4.4.2 Air Cargo Activity -----------------------------'4-2l 4.5 Aircraft Storage Requirements ...................................................................................... 4-22 4.5] Hangar Storage Requirements -------------------------4-23 4.5.2 Based Aircraft ]iedovvu Storage Requirements ----------------4-24 4.5.3 Transient Aircraft IiedownRequirements ------------------'4-24 4.5.4 Summary oKAircraft Storage Requirements ------------------4-25 4.5.5 Fixed Base Operator (FBO)Facilities ............................................................... 4-25 4.6 /\u1oznmbilr Parking and Access .................................................................................... 4-27 4.7 Utilities and Drainage ----------------------------4-27 4.8 Airport Support Facilities .............................................................................................. 4-27 4.8] Fuel Service ....................................................................................................... 4-27 in 4.8.2 PcrioetsrFeocii .................... ..................... .................... �4-27 Chapter 5: Evaluation of Alternatives 5] Introduction ...................................................................................................................... 5-1 52 Runway Alternatives ........................................................................................................ 5-5 6-2 5.2] Runway 9/27----------------------------------'5-5 Airport Plan ......................................................................................................... 6-2 52.2 Analysis of Runway 9C%7Alternatives ................................................................ 5-9 5.2.3 Runway 9/27 Recommendation ------------------------.5-ll y Surface ......... ..................... ...................... ..................... .................. 6.4.1Primm- 6-3 52.4 Runway 4/22----------------------------------5-l2 6.4.2 Approach Surhxce--------------------------------. 6-3 5.2.5 Runway 4/22 Recommendation ------------------------.5-l3 6.4.3 Horizontal Surface ............................................................................................... 6-4 5.2.6 Taxiways ------------------------------5-l4 6.4.4 Conical Surface .................................................................................................... 5.3 Tenoinmlf\ltczootvcs---------------------------------. 5-14 6-4 5.3] AnalysisVf TennilulAlternatives ..................................................................... 5-l7 0-4 5.3.2 Recommended IeroliaulArea Alternative ........................................................ 5-l9 5.4 General Aviation/AircraRequirements .................. ...................... ............... 5-30 5.5 Other Requirements ---------------------------'5-2I iv 5.6 Airport Land Use Plan ................................................................................................... 5-22 6] Introduction ...................................................................................................................... 6-Y 6.2 Title Sheet ........................................................................................................................ 6-2 6.3 Airport Plan ......................................................................................................... 6-2 6A FAR Part 77 Airspace Plan ................... .................... —..................... —..................... —.6-3 y Surface ......... ..................... ...................... ..................... .................. 6.4.1Primm- 6-3 6.4.2 Approach Surhxce--------------------------------. 6-3 6.4.3 Horizontal Surface ............................................................................................... 6-4 6.4.4 Conical Surface .................................................................................................... 6-4 64.5 Transitional Surface ............................................................................................. 6-4 6.4.6 Inner Surfaces ....................................................................... 0-4 6.5 Terminal and General Aviation Area Plans ..................................................................... 6-5 6.6OtT-Airport Land Use ...................................................................................................... t~5 iv 6.6] Height ---' 66.2 Noise ................................. 6.6.3 Land Use Compatibility.... 6.6.4 Noise Impacts ------' 6.7 Airport Mun------.. Ch7u Financial Implementation Plan ----------6-6 ----------6-6 ---------.Q-12 ............ .............. 6-l4 ............................ 6-19 7.1 Introduction ...................................................................................................................... 7-I 7.2 Estimates of Probable Cost .............................................................................................. 7-1 7.2] AJP Entitlement Grants ........................................................................................ 7-4 7.2.2 AIP Discretionary Grants ......... —..................... —..................... —..................... —.7-4 7.2.3 Washington Department of TransportationState Aviation Grants ...................... 7-4 7.24 Passenger Facility Charges ---------------------------.7-5 7.2.5 Private Third PmdY Financing --------------------------7-5 7.3 CZP Implementation Plan ................................................................................................. 7-8 7.3] Financial Summary ------------------------------'7-l2 7.4 Business Plan ................................................................................................................. 7-l3 7.4.1 Overall -------------------------------'7-l4 7.4.2 Airport Revenues ............................................................................................... 7-14 7.4.3 Airport Expenses --------------------------------7-l8 T5 Airport Operations and Management Budgets --------------------'7-l9 v Fiurel-l: Master Planning 9roomme------------------------------. 1-1 Figure 1-2: Airport Master Plan Components -------------------------'1-4 Figure 1-3: Airport Plmn--------------------------------l-ll Figure 2-1: Airport LocadionMan-------------------------------.. 2-1 Figure 2-2:Yakima Air Terminal Development Timeline .......................................................... 2-2 Figure 2-3: Existing Airport Facilities ......................................................................................... 2-6 Figure 2-4: Existing Pavement Conditions ............... ...................... ...................... ............... 2-l2 Figure 2-5: FAR Part 77, Imaginary Suzl'ucem-Diagram .......................................................... 2-16 Figure 2-6: FAR Part 77, Imaginary Surfaces for YKM........................................................... 2-17 Figure 2-7:Terminal Area ......................................................................................................... 2-20 Figure 2-8:Terminal Floor Plmo(First F\our)—..................... ..................... ..................... - 2-22 Figure 2-9: Terminal Floor Plan (Second Floor) ....................................................................... 2-23 Figure 2- 10: Terminal Facility Assessment ............................................................................... 2-24 Figure 2-ll:GA Facilities - Key Plan ....................................................................................... 2-3O Figure 2-l2:Northwest GAArea ..... ...................... ...................... ...................... ............... 2-3l Figure 2-13: GA Terminal Area ................................................................................................ 2-32 Figure 2-l4:East GA -Area----------------------------------'2-33 Figure 2-15: Southeast GAArea ................................................................................................ 2-34 Figure 2-16: Floodplains------------------------------------2-4l Figure 2-l7:All Weather Wind Rose ........................................................................................ 2-43 Figure Z-l8:Visual Flight Rules /\7FR\Wind Rose ................................................................. 2'44 Figure 2-l9:Instrument Flight Rules (&FK)Wind Rose ............................................................ 2-45 Figure 2-20: Commercial Service Airports ............... ...................... ...................... ............... 2-46 Figure 2-2l: Regional Airport Locations ................................................................................... 2-4# Figure 4-l: Aircraft Runway Length Requirements ----------------------'4-4 Figure 4-2:AllnVaaiherWind Rose ............................................................................................ 4-7 Figure 4-3: Visual Flight Rules (VTrR) Wind Rose ................. ..................... ..................... —4-8 Figure 4-4: Instrument Flight Rules (IFR) Wind Rose ................................................................ 4-9 Figure5-l:No-Action .................................................................................................................. 5-6 Figure 5-2: Extend Runway 9/27to101K)OFeet ......................................................................... 5-7 Figure 5-3: Extend Runway 9/27tmthe Maximum Extent on Existing Airport Property (8,847 feet) ........................................................................................................................... 5-# Figure 5-4: AiroruftUse of0,847-Foot Runway mkYK]W[......................................................... 5-12 A Figure 5-6: General Aviation Development Alternatives ........ _ ..................... _ ..................... _ 5-21 Figure 5-7: On -Airport Land Use Plan ...................................................................................... 5-23 Figure 6-1: A Comparison of Common Noise Levels ................................................................. 6-8 Figure 6-2: Converting SEL to DNL ......................................................................................... 6-10 Figure 6-3: Integrated Noise Model (INM) - Year 2012 ........................................................... 6-15 Figure 6-4: Integrated Noise Model (INTI) - Year 2030 ........................................................... 6-17 MEEMM Table 1-1: Forecast Summary ...................................................................................................... 1-6 Table 1-2: Summary of Facility Requirements ............................................................................ 1-7 Table 1-3: Summary of Analysis of Alternatives ........................................................................ 1-8 Table 1-4: Estimated Cost of Recommended Improvements .................................................... 1-13 Table 2-1: Airport Runway Data ................................................................................................. 2-7 Table 2-2: Existing Conditions vs. C -III Design Criteria (Runway 9/27) ...................................2-9 Table 2-3: Existing Conditions vs. B -I (small) Design Criteria (Runway 4'22) ....................... 2-10 Table 2-4: Navigational Aids ..................................................................................................... 2-13 Table 2-5: Published Procedures ............................................................................................... 2-14 Table 2-6: Runway Protection Zone (RPZ) ............................................................................... 2-15 Table 2-7: General Aviation Tenants (Northwest Area) ............................................................ 2-31 Table 2-8: General Aviation Tenants (Terminal Area) .............................................................. 2-32 Table 2-9: General Aviation Tenants (East Area) ..................................................................... 2-33 Table 2-10: General Aviation Tenants (South Area) ................................................................. 2-34 Table 2-11: Commercial Service Airports ................................................................................. 2-46 Table 2-12: Regional Airports ................................................................................................... 2-47 Table 2-13: -Annual Enplaned Passengers 1990 through 2009 .................................................. 2-49 Table 2-14: Annual Operations: 1990 through 2009 ................................................................. 2-50 Table 3-1: Forecast Summary ...................................................................................................... 3-4 Table 3-2: Historical Enplaned Passenger Levels ....................................................................... 3-8 Table 3-3: Enplaned Passengers Forecasts Based on Market Share Analyses .......................... 3-11 Table 3-4: Summary of Projections and Preferred Forecast of Enplaned Passengers ............... 3-12 Table 3-5: Range of Enplaned Passenger Forecast ................................................................... 3-15 Table 3-6: Preferred Forecast Compared with TAF and LATS ................................................ 3-16 W Table 3-7: Forecasts for Total Passengers ....... — ..................... — ..................... — ..... ............... - 3-17 Table 3-8: Forecasts of Annual Air Carrier Operations ............................................................. 3-18 Table 3-9: Forecast of Commuter/Air Taxi Operations ...................................................... 3-19 Table 3-10: Regional General Aviation Airports ....................................................................... 3-20 Table 3-11: Forecasts for Based Aircraft .................. - ...................... - ...................... - ............... 3-24 Table 3-12: Recommended YKM Fleet Mix Forecast .............................................................. 3-25 Table 3-13: General Aviation Operations Forecast ................................................................... 3-26 Table 3-14: Forecast of General Aviation Local and Itinerant Operations ............................... 3-27 Table 3-15: Forecast of Peak Period Activity ... — .................... — ..................... — ..................... - 3-30 Table 3-16: Forecast of Total Annual Operations ..................................................................... 3-31 Table 3-17: Forecast of Instrument Operations ......................................................................... 3-32 Table 3-18: Forecast of Operations by Aircraft Type ................................................................ 3-34 Table 4-1: Existing Facilities Assessment ................ - ...................... - ...................... - ................. 4-1 Table 4-2: Existing and Future Aircraft Use ................................................................................ 4-3 Table 4-3: FAA Runway Design Program Output Airport and Runway Data ............................ 4-5 Table 4-4: Runway Capacity/Demand Comparison .................................................................. 4-11 Table 4-5: Existing Conditions vs. C-111 Design Criteria (Runway 9/27) ....... — ..................... - 4-12 Table 4-6: Existing Conditions vs. B-1 (small) Design Criteria (Runway 4/22) ......... ... ........... 4-13 Table 4-7: Runway Protection Zone (RPZ) ............................................................................... 4-15 Table 4-8: Terminal Building Requirements ............................................................................. 4-17 Table 4-9: Automobile Parking Requirements ......... - ...................... - ...................... ................ 4-21 Table 4-10: Air Cargo Requirements ......................................................................................... 4-22 Table 4-11: Storage Distribution Percentages ........................................................................... 4-23 Table 4-12: Hangar Requirements ............................................................................................. 4-23 Table 4-13: Based Aircraft Tiedown Requirements ................ — ..................... — ..................... - 4-24 Table 4-14: Transient Tiedown Requirements .......................................................................... 4-24 Table 4-15: Aircraft Storage Requirements ............................................................................... 4-26 Table 4-16: Total GA Facility Need .......................................................................................... 4-26 Table 4-17: Existing Facilities Assessment .............. - ...................... - ...................... - ............... 4-28 Table 5-1: Summary of Alternative Analyses ............................................................................. 5-2 Table 5-2: Analysis of Runway Alternatives ............................................................................. 5-10 Table 5-3: B-1 (small) Design Criteria (Runway 41/22) .............................................................. 5-13 Table 5-4: Summary of Terminal Location Analysis .............. — ..................... — ..................... - 5-19 Table 5-5: Summary of General Aviation Requirements .......................................................... 5-20 Table 6-1: Land Use Compatibility Matrix ............................................................................... 6-13 Table 7-1: Estimated Cost of Capital Improvement Pr(jects ...................................................... 7-2 U111 Table 7-2: Capital Improvement Projects — Probable Funding Sources .......... _ ..................... __7-6 Table 7-3: 2014 Airport Capital Improvement Program ............................................................. 7-9 Table 7-4: Capital Improvement Projects -- 2022 through 2030 ................................................ 7-11 Table7-5: Project Funding ........................................................................................................ 7-13 Table 7-6: YKM Growth Scenarios.... ...................... _ ...................... _ ...................... _ ............... 7-21 Table 7-7: Potential Future Revenues Derived from Airport Operations .................................. 7-22 Table 7-8: YKM High Growth Scenario ................................................................................... 7-23 'Fable 7-9: YKM Status Quo Growth Scenario .......................................................................... 7-27 Table 7-10: YKM Low Growth Scenario ........ _ ..................... _ ..................... _ ..................... _ 7-31 Table 7-11: YKNI Preferred Forecast Scenario ......................................................................... 7-35 Table 7-12: Financial Analysis - High Growth Scenario .......................................................... 7-39 Table 7-13: Financial Analysis — Status Quo Scenario ............................................................. 7-40 Table 7-14: Financial -Analysis -- Low Growth Scenario ........................................................... 7-41 Table 7-15: Financial Analysis — Preferred Forecast Scenario .................................................. 7-42 OMER= Sheet 1: Title Sheet ........................................................... Sheet 2: Airport Layout Plan ............................................ Sheet 3: Airspace Plan.. Inner Approach - Runway 9/27.. Sheet 4: Airspace Plan., Outer Approach - Runway 27..... Sheet 5: Airspace Plan, Runway 4/22 ............................... Sheet 6: Inner Approach Surface, Runway 9/27 ............... Sheet 7: Inner -Approach Surface, Runway 4/22 ............... Sheet 8: Terminal and General Aviation (East) Plan........ Sheet 9: General Aviation (West and South) Plait............ Sheet 10: On -Airport Land t.Tse Plan ................................ Sheet 11: Airport Community Land Use Plan .................. Sheet 12: Airport Property Map Exhibit A ....................... ................................................... 6-21 ................................................... 6-23 ................................................... 6-25 ................................................... 6-27 ................................................... 6-29 ................................................... 6-31 ................................................... 6-33 ................................................... 6-35 ................................................... 6-37 ................................................... 6-39 ................................................... 6-41 ................................................... 6-43 I APPENDICES Appendix A Glossary of Terms Appendix B Terminal Facility Assessment Appendix C Pavement Management Plan Appendix D Approach/Departure Plates Appendix E City and Count,%, Ordinances Appendix F Airport Layout Plan Checklist Appendix G SEPA Checklist Appendix H WSDOT Land Use .. x 1. *1 1 N TR 0 1) tj CA" 10 N The Yakima Air Terminal/ McAllister Field (YID M) Master Plan has been developed to guide future airport development to accommodate long-term growth in airline, air cargo, general aviation, aviation industrial and military needs. The successful completion of this master plan is the result of a collaborative effort among airport and community stakeholders which included the City of Yakima, the Federal Aviation Admin- istration (FAA), Yakima County, the City of Union Gap, airport tenants, regional agencies and the general public. This process is depicted in Figure 1-1. Final! airport A Pro . if Existing conditions Inwolory Stakeholder Participation 110001" .. ... ........ ... . Airport Layout Ago" [Anroiapownt .... ... .. .. .. ....... . . I'laure 1-1: klaster Phninini-X Process Zn t -r Aviation D—and Farw4sts H The YKNI Master Plan followed a logical process that proceeded with consistent review and comments from the public and stakeholder groups throughout. Additionally, the master plan's scope was expanded to include three specialized analyses: 1. A detailed assessment of the passenger terminal building including recommendations for future terminal development, 2. An evaluation of all paved areas on the airport (including ait field, roadways and parking lots) and an update of the Pavement Conditions Index (PCI) report. The result is a IM detailed Pavement Maintenance Program that is included in the proposed Capital Improvement Program (CIP), 3. An analysis of the airport's financial condition and assessment of its ability to generate sufficient funds to implement the CIP. The final master plan provides a phased schedule for development and gives the City advanced notice of pending needs to aid in future scheduling and budgeting. The master plan will guide the physical growth of the airport in coordination with future demand for services, available funding, and environmental considerations. The airport master plan uses text, drawings., pictures and graphs to explain plans for future development both on and around the airport. i 1. A`I` I S "I" G 0 A 1., 0 R P 1.,1; AIRPOWI'MASTER PLAN? The goal of the master plan is to provide a firaniework to guide future airport development that will effectively satisfy aviation demand, while giving full consideration of potential environmental and socioeconomic impacts. 'flie master plan provides the tools necessary to react to uncertainties by examining key trends in the aviation industry, such as changing airline business models, improvements in technology, and local/ regional economics that could affect airport activity. 13 WHAT ARE THE PROJE(..*1`T`S MISSION STATE M E NTS ? At the initiation of the master plan., key stakeholders including airport tenants, users, neighbors, local governmental entities (City of Yakima. Yakima County, and City of Union Gap), economic development agencies (Chamber of Commerce., Economic Development Agencies), and others participated in stakeholder interviews and workshops to establish the community issues to be addressed during the development of the plan. As a result of these, project mission statements were developed to help guide the effort of the planning team. These are as follows. 1 1.3.1 Communitv and Antnev Advisory Cominittee (CAAQ Statement The CAAC included owners of property in the area surrounding the airport-, elected representatives of the communities in the vicinity- planning commissioners from Union Gap, City of Yakima and Yakima County-, and economic development organizations and the Chambers of Commerce from those same communities. The input of this committee resulted in the following mission statement: 1-2 "The lWillmasterplan shouldresultin an tiirportthatseri,e.vthe commitititt! (cities andcounq), pro),ides reliable air ser),ice, and is a safe, first. class regionalfacility that remains compatible Tfith the communitil. " 1.3.2d 'fechnival Advisory Cotru-nittee (TAC.) I'lie TAC was comprised of aviation., business., community, and public interests (i.e. pilots, passengers., airline representatives., local and regional governmental entities., airport tenants, Fixed Base Operator (FBO), air cargo companies., property owners, "at -large" position-, (reserved for citizens) and airport board members. The input of this committee resulted in the following mission statement: "The IWAI master plan should primate ai4ation, establish a clear rision to befollowed ky the Citi % be implementable, financiallyjeasible. and adoptable li1, th e FAA count .I,, and cities. 1.4 WHAT ARE 'THE COMPONENTS OF AN AIRPORI' MAS"I'ER PL,.NN? Developing the master plan followed a process that included-, Collect and analyze data regarding existing facilities, current activity and operations Develop aviation activity forecasts for a twenty-year time period Determine the future requirements for facility expansion or upgrade needed to accommodate activity growth Develop alternative concepts for airport development and analyze the best course for future development decisions with respect to cost., environmental factors., land use compatibility and other factors. Develop a financial implementation plan Conduct an environmental review/analysis Prepare the Airport Layout Plan (ALP) in accordance with federal airport operating and design standards The following chart shows the process used over the course of plan development. 1-3 DETERMINATION ALTERNATIVE OF REQUIREMENTS ANALYSIS % Airfio:d C*Err,090' Mernabes capaoly AND A-4 sis t .......................... ............ . ............... .. ............................. .................... . .. ..... ... . . . . . . Temna; Commurnty Forecasts Alernativos inaerto . . . . . . . . . . . . . . . . . . .............. ................... . . ........... . . . . . . . . . . . . -.3C br Requim'"Incrds Lanovido ..... AAernatives me...... TAC/CAAC TAC/CAAC TAC/CAAC FAA UK PUBLIC Figu.re .1-2: -Urport Master Plart Con -1 poll ents. 18 AT WERE THE KEY ISSUES FOR THIS ANTASTER P12AN? The key issues addressed in this master plan include: (1) the need for an extension to Runway 9/27, (2) the future for Runway 4/22, (3) revisions to the Airport Safety Overlay Zone, (4) planning for a new passenger terminal, (5) the development of additional general aviation facilities, and (6) the preservation of airport lands for potential use by aircraft - manufacturing or maintenance facilities. 1-4 IMPLEMENTATION REPORTING PLAN AND Operxo;,.a: FINALIZATION ScS wning Engt9coning Aimorl St:eenir. P -an ..... ................................. r—lcrneinotion P; .an —n-iAonmental IL Recommenced..ster Dr34 Va F:na: klas!er E scfeenlrq krport Plan D an and A: Plan and ALP A ........... ...... .......................................... ...... .......................................... ......................................... ........ ... ... . . . . .... ..... ....... ......... ... ... ... F:nanc!31 SC7d P" jP�0 Envronmerna; .......................................... Community,, Pd tica! Screar,ng iii TAC/CAAC TAC/CAAC TAC/CAAC PUBLIC ......... .... .. . ........... ...... .. PUBLIC Figu.re .1-2: -Urport Master Plart Con -1 poll ents. 18 AT WERE THE KEY ISSUES FOR THIS ANTASTER P12AN? The key issues addressed in this master plan include: (1) the need for an extension to Runway 9/27, (2) the future for Runway 4/22, (3) revisions to the Airport Safety Overlay Zone, (4) planning for a new passenger terminal, (5) the development of additional general aviation facilities, and (6) the preservation of airport lands for potential use by aircraft - manufacturing or maintenance facilities. 1-4 1.6 WHAT IS THE APPROVAL PROCESS FOR THE AIRPORT INIASTER PLAN? Airport master plans are approved by the legal sponsor- or "owner," of the airport, in this case the City of Yakima. FAA will accept the master plan once it is approved by the City. The FAA's acceptance of the plan represents acceptance of the general location of future facilities with respect to the safety, efficiency, and utility of the airport. Additional approvals and steps are needed before the FAA will move a planned project into the design and construction phase. Once formal approval of the master plan is complete., the local jurisdictions (Yakima County, the City of Yakima and the Citv of t3nion Gap) are encouraged to adopt The plan's recommendations into their Comprehensive Plarining process. 1.11 STI..T*DV FINDINCS -1.7.1 Aviation Deniand Forecasts Forecasts of future activity were prepared using methods detailed in FAA Advisory Circular (AC) 150/5070-613 "Airport Master Plans." Details oftlic, historical information used as the forecast base, the assumptions used., and final decisions regarding the development of the forecasts are contained in Chapter 3., the following six items suniniarize the results. The growth in the number of commercial passenger,,, using YKM will continue to be influenced by the level of service at both the Tri -Cities and Seattle -Tacoma International Airports until such time as additional service destinations are added to the Yakima schedule. Efforts by the City of Yakima, Yakima County and other local supporters of the airport.. such as the Chamber of Commerce and the Yakima Valley Development Agency successfully attracted SeaPort Airlines., which offered six daily flights to Portland International Airport and Pangborn Memorial Airport in Wenatchee beginning in March 2012 and ending in December 2012. This additional passenger service expanded the range of the commercial market at YKNI but was ultimately unsuccessful due to financial and operational factors common to start-up airlines. Increase scheduled commercial service will be driven by increasing passenger levels, airline decisions regarding new destinations, and overall airline profitability. This means that adding flights to the daily schedule will depend on whether the airline is attaining satisfactory load factors on its existing flights. In other words, the aircraft operating at YKM will need to depart with profitable load factors before flights are added. Since it is likely that service will continue to be offered on 75 - to 100 -passenger aircraft, such as the Bombardier Q-400 currently being used by Alaska Airlines or 1-5 a similarly sized regional jet, this translates to an average of 80 percent loads or 60 to 80 passengers per departure. Air cargo and air taxi operations are primarily carried out by the three carriers using small turboprop aircraft such as the Cessna Caravan, Embraer 120, or Cessna 340. Cargo service will continue to expand as the population in the Yakima Valley grows however this service will continue to be offered by small "feeder" aircraft operating from YKM to the carriers' bases at Boeing Field, Spokane International Airport, or Seattle -Tacoma International Airport. The general aviation community in YKM is healthy and active and the forecasts show continued growth is expected over the 20 -year forecast period. It is assumed the business aviation sector will remain the most active and that business-related operations will increase in the future. Sport aviation and private flights in small., piston aircraft will also remain active at YKNI. The number of aircraft based at YKM will continue to grow as aircraft owners seek- the services offered at YKM and take advantage of the good flying weather in the valley. -Military operations at YKM consist primarily of training on the Instrument Landing System (ILS). Future use by the military is unpredictable, but this forecast assumes the military will continue to use the airport as it has in the past. Table I-1 shows the anticipated growth in activity levels forecast for YKM. fable 11" Forecast sulnniar% 1-6 Actual Forecast 2010 2015 2020 2025 2030 Enplaned Passengers 58,994 65,134 75,508 96,370 122,995 Operations Commercial 2,190 2,285 2,483 2,983 3,596 Air Cargo/Air Taxi 5,777 623`' 6,701 7.219 7,778 General Aviation AASI 40,130 42,132 44,287 46,651 1111ilitary 4,040 4,040 4,040 4,040 4f)40 Total Operations 50,488 52,677 55,357 58,529 62,065 Based Aircraft 162 175 185 196 208 Som-ce: 4dual ­4iiportRecords Forecast - URS 1-6 1.77.2 Airport Requireatents The master plan next looked at the existing facilities at YKM and assessed their ability to accommodate the forecast activity levels. Any capacity deficiencies were identified as were actions needed to correct them. Issues addressed were the ultimate configuration of the airfield., the passenger terminal, air cargo facilities, aircraft hangar and apron areas, Fixed Base Operator (FBO) facilities., access and vehicle parking, utilities, and aviation support facilities. A summary of the requirements is presented in Table 1-2. Table 1-2: Sunirnary of Facility Requirements Actual Airfield System The wind coverage and capacity needs at YKIVI are met by a single runway. Runway 9/27, at 7,604 feet, provides sufficient take -off length for most of the aircraft forecast to use the airport. However, if unanticipated demand arises or if the City successfully attracts new aviation related businesses., the runway may need to be extended in the future. Passenger Terminal The passenger terminal building needs to be remodeled and renovated to serve short- term needs and will require expansion before Terminal maintenance issues may require that action be taken sooner to maintain an acceptable level of passenger service. Automobile Parking URS recommends expanding the public, rent -a -car ready/return and parking area prior to 2020. Air Cargo Although air cargo is forecasted to continue to consist of feeder service using small aircraft., additional space will need to be provided in the future, either by remarking existing pavement or by constructing a new air cargo apron. Based Aircraft Hangar With the forecasted growth in based aircraft. as well as the existing unmet demand Storage for hangar space, additional area for hangar development will need to be made available. FBO and support Expanded FBO facilities will be required to provide support for the general aviation facility expansion community. These facilities will provide not only aircraft maintenance hangars, but also pilot lounge areas., area for fueling aircraft, and sufficient space for transient aircraft parking. Fueling The current system is adequate, assuming the private sector continues to upgrade its facilities and improve delivery as needed. 1-7 1.8 AIRPORT DEVELOPMENT PLAN The facility requirements that require physical improvernents are identified in the preceding and alternative ways to meet them were developed and compared with a preferred development plan selected as the basis for the Airport Layout Plan (ALP). The findings of the alternative analyses are surninarized in the following table. Table 1._3- Suniniari.- ot'Avialysis of Alterna-tives Issue Conclusions Summary Airport Classification and Design: FAA AZC Classificatio.-f, ME= wmmmmmll Crosswind Runway 1W C-111 for all airfield facilities. The recommendation is to extend the runway to 8,,847 feet. It was necessary to assure that the existing length of 7,604 feet is maintained on Runway 9/27 to accommodate all forecast operations. Preserving the potential for a runway extension should demand for additional length occur in the future, either to accommodate new aircraft or as part of a strategic plan to attract new airport tenants was determined to be essential to the long term goal of using the airport as a central component of community economic development. FAA standards have shown that Runway 4/212 is not required for either capacity or wind coverage Therefore the runway is not eligible for continued FAA funding. No alternatives were considered. Three alternatives were considered including: (1) keeping the runway at its current length; (") maintaining the previous master plan's recommendation for extension of the runway to 10,000 feet: or (3) extending the within the current airport property lines (8,847 feet). The alternatives considered were to either close the runway and redevelop the land for other airport purposes or for the City to commit locally generated funds to its long- term maintenance and operation. The City has determined that the runway should continue to function until the cost of maintenance exceeds the City's ability to finance them. J.'a ble 1.--"t: S141111nary of Analysis t)f Aftei,natives (('(;nflnued) Issue Conclusions Summary Terminal Facilities: . . . . . . . . . . The existing terminal building will need to be larger to accommodate increases in enplaned passengers. Additionally, the condition of the existing building is such that major maintenance and rehabilitation efforts will be needed to keep it functional. Two primary alternatives were considered, the first maintains operations in the existing terminal building and the second constructs a new terminal to replace the existing. Several alternatives were considered as to the ultimate location of anew terminal. It is recommended that a new terminal be constructed at the existing site in order to continue to use the aircraft apron and automobile Parking facilities. Support Facilities The airline apron., automobile All decisions for these facilities will parking,, and other facilities be driven by the ultimate decision associated with the passenger regarding the location of the terminal are *included in the terminal building. alternative discussion related to the terminal building. General Aviation: General Aviation Facility used Aircraft Hangar Storage The existing GA areas will need to grow in order to accommodate the increased demand for hangar and aircraft Parking aprons. Recommend construction of corporate and T -hangars Primary consideration has been given to where new GA development should occur. The recommended actions are to have the City purchase those facilities that are part of the closed Noland Dacoto facility and reopen them to airport use. Additional demand should be accommodated in the south GA area. Build or No -build Fixed Base Operator {FPO) and New FBO facilities are required to Build or No -build support facility expansion provide support for the general aviation community Support Facilities: Fueling The current system is adequate. None The private sector will continue to upgrade and improve as needed. Airport Maintenance Recommend consolidated On- or off -airport site. maintenance facility be constructed. 1-9 1.9 AIRPORT LAX -OUT PLAN The YKM Airport Layout Plan, Figure 1-1 depicts the existing airport facilities and the recommended improvement projects. Specifically shown on these drawings are: 1. The eventual extension of Runway 9,'27 to a total length of 8,847 feet to allow the City to be prepared to provide added length when it becomes necessary. Although demand for this extension is not anticipated during the 20 -year time horizon it could materialize at any time should the city's efforts to attract industry to the airport be successful. 2. The continued maintenance of Runway 4/22 as pavement conditions deteriorates and the surface becomes unsuitable for aircraft operations. Repairs to this runway are not eligible for federal funds. 3. Reconfiguration of some access taxiways and taxilanes to eliminate direct access to the runway. These changes are proposed to lessen the possibility for runway incursions. 4. The addition of a partial parallel taxiway onthe south side of Runway 9/27 to increase safety by providing runway crossings at the end of the runway instead of at the intersection. 5. Construction of anew passenger terminal building at the site of the existing building. This allows for the continued use of the access and parking facilities as well as of the concrete aircraft apron. 6. Acquisition of portions of the former Noland-Dacoto property and returning the hangars and aviation facilities to service to accommodate increases in general aviation demand. 7. Construction of an additional parallel taxiway to the South GA area to allow for two way traffic from the hangars to the runway. 1-10 — 1,igure 1-3- -Urporl J-ayoul Plan LLJ ....... . ... .............. . . . . . ...... . .................... . . . ....................................... . ......... . ............ . ..... ... ... . . ........... I • ................................................. . .. . -- ----- - - - - -- - ...... . ... ........ ................... • .............. ............................... . ......... . .......... . .... . ... .. .... . ......... . ......... . ... . ..... . ...... I • ................................................. . .. . ...... . ... ........ ................... • .............. ............................... . ......... . 1.10 IMPLEMENTATION PLAN An estimate of the probable cost of each recolimiended project was prepared for all projects. These are shown in Table 1-4. The table also includes information regarding the possible sources of funding for the projects. As shown the cost of implementation is approximately $60 million. However., the cost shown for the extension of Runway 9/27 and the rehabilitation of Runway 4%22 /22 are not included as part of our capital development plan. Therefore the required investment envisioned for the 20 -year period is closer to $50 million. Of this $50 million., the majority of the projects are eligible for funding under the Airport Improvement Program (AIP). AIP funds are allocated by a formula driven by the number of annual enplaned passengers. The FAA evaluates all airport _grant requests using a priority ranking system weighted toward safety, security, airfield pavement and airfield capacity projects. Other projects., such as teniiiiial building construction and maintenance and construction of main access/entrance roads, are also eligible but receive lower priority rankings. Within the entitlement amount., tip to 90 percent of eligible project costs are funded for lion -hub airports such as YKM with the remaining 10 percent provided from other., local sources. Given current entitlement distribution formulas., the City call receive up to $1,,000,,000 per year from the AIP for use on eligible projects. AIP discretionary grants are also occasionally awarded to airports for high priority projects that enhance safety, security or airport capacity but which would be difficult to fund within the entitlement program. These grants are over and above the airport's entitlement funding. The amounts of individual discretionary grants vary but can be significant in comparison to entitlements. Discretionary grant applications are evaluated based on need, the FAA's project priority ranking system.. the FAA's assessment of a project's significance Nvithin the national airport and airway system and funding availability. Additionally the Aviation Safety and Capacity Expansion Act of 1990 established the authority for conlinercial service airports to apply to impose a Passenger Facility Charge (PFC) of tip to S3 per enplaned passenger. AIR -21, enacted in 2000, increased the allowable PEC level to $4.50. The proceeds from PFCs are eligible to be used for AIP eligible projects and for additional projects that preserve or enhance airport capacity, safety or security- mitigate the effects of aircraft noise-, or effliance airline competition. PFCs may also be used to pay debt service on bonds and other indebtedness incurred to carry out eligible projects. PFC funds are collected at YKM and the proceeds are dedicated to meeting the local funding requirements of the CIP. 1-12 .:. 1-13 Table 1-4: li'stifnated Cost of Rei oniniended Iniprovenients Project Total Cost Federal WSDOT Local Funding Funding Funding Airfield Projects Extend Runway 9-27 $5.136.586 $4,622.927 $0 $513,659 Reconstruct Runway 4-2121 $1459,309 $0 8254,00c) $22,2109309 Enhanced Pavement Markings $575,904 $518,314 $0 $57,590 Lighting Replacement Runway 9-27 $575,904 $518,314 $(-) $57,590 Taxiway Lighting Replacement 5575,904 $518,314 $57,590 Snow Removal Equipment - Sweeper and $500,150 $45(35 $0 $5(--),(-)15 Tractor Snow Removal Equipment - Vacuum 5392,975 S353,678 $0 $39,298 Truck Snow Removal Equipment - Broom and $1,071,750 $964-575 $0 $107,175 Snow Blower New ARFF Vehicle $1,571,900 $1,414,710 SO $157,190 Security Upgrades (Gates) $714,500 $643,050 SO $71,450 Wildlife. Hazard Assessment $71,450 $64,305 $0 $7,145 Total $13,646,332 $10,068,321 $250,000 $3,328,011 Terminal Construction Conduct Environmental Analysis 5122,90ta 5110,610 $0 $12,290 Construct Terminal Building $19,911,329 $17,921,996 $() $1,991,333 Terminal Apron $1,261,021 $1,134,919 SO $126,102 Expand Auto Parking $146,615 $o So $146,615 Total $21,44-4,866 $19,167,525 $0 $2,276,340 1-13 l's hie 14: Estini.ated C'fpst cot, (Contil-kiled) Project Total Cost Federal WSDOT Local Funding Funding Funding General Aviation Projects Purchase Noland Decoto Property $1,309,0)00 $1,178,100 $0 $130,900 Hangar Rehabilitation (Noland Decoto $71,450 $() $0$71,450} 5908JA6 Property) $680,561 5612,506 $34,0228 $34,028 Site Preparation $693,958 $624,562 $0 $69,396 Environmental Mitigation $37,897 $34,107 $(-) $3,790 Utilities $142,90)0 $129,610 $0 $14,290 Apron/Taxiway Pavement $3.096,136 $2,786,522 $0 $3(-9,614 Access Roadways (31st Ave) 5172,552 5155,297 $0 $17,255 Parallel Access Taxiway 5793,095 $713,786 $0 $79,310 Stub Parallel Taxiwav $1,187,821 $1,069,038 So $118,782 Total $7,504,808 $6,690,022 $o $814,786 Pavement Management Projects. Rehabilitate Runway 9-27 Blast Pads $71,443 $64,,399 $1,572 $3,572 Rehabilitate Taxiway A and Connectors $11,590,159 $10,427,143 5908JA6 Rehabilitate Taxiway B and Connectors $680,561 5612,506 $34,0228 $34,028 Rehabilitate Taxiway C North of Rwy 9-27 5175,053 $157,547 $8-753 $8,753 Preventive Maintenance on Taxiway C $18,348 $16 514 $917 $917 South of Rwy 9-27 and Connectors ., Rehabilitate Northwest Aprons $1,530,459 $1,377,413 $250,000 $403,046 Maintain Terminal Area Aprons 5943,140 $o $250,000 $693,140 Rehabilitate Eastern Aprons $1.571.543 $1,414388 $78,577 $78,577 Maintain Southeast Aprons $2-572 $(-) $1,286 $1,286 Rehabilitate Taxilanes $278,655 $250,79(1 $13,933 $13,933 Maintain Auto Parking Lots $25,722 So $122,861 $12,861 Maintain Perimeter Road $957,40)0 $771,660 $42,870 $42,870 Total $17,735,055 $15,087,258 $946,797 $2.200.999 Total Program $60,330,061 $51,013,127 $1,196,797 $8,620,137 1.11 BUSINESS PLAN 'flit inforniation in Table 1-4 shows the capital needs of the airport. It needs to be deten-nined if the City can fund both Capital Improvement Projects and annual airport operations and maintenance. The business analysis examined the airport's annual revenues and expenditures to determine whether it is in a financial position that provides an annual surplus or deficit. Since the City currently carries the primary financial responsibility for the maintenance, operation and capital improvements at the airport. Airport revenue sources range from the direct such as fuel taxes., aircraft storage fees and other fees assessed for facility usage to the indirect such as contributions from area governmental entities. Operating revenues are those directly attributable to operation of the airport as a business enterprise. These can be expected to vary over time as changes in the level of activity at the airport and the coniniercial and general aviation industry as a whole have influence over the types of activity from which the revenues are generated. Over the same period expenses at YKM include those directly related to the day-to-day operation and maintenance of the airport., capital projects needed to maintain and/or expand airport facilities, indirect costs associated with allocation of overhead., debt service on long-terin loans and governmental fees and assessments. These have been estimated in the CIP and O&M projections in the master plan. 1-15 N EXW*11ING CONDFIAONS 1. 1 1 NTR 0 1) U CTI 0 N Yakima Air Terminal/McAllister Field (A'KI\4) is located in Yakima County within the City of Yakima and covers an area of 825 acres. The main entrance is at the intersection of South 24th Avenue and West Washington Avenue approximately three miles southwest from the Interstate 82/State Route 12 Interchange ...... ..... ... .. .......... I..... .. ..... There are two active runways at the airport. .12 99 Runway 9/27 is paved with asphalt and is 150 feet wide by 7,604 feet in length. There is a Localizer back course non -precision approach to Runway 9 and a precision approach to Runway 27. uil:fiM14V�eW AVP. Yakima W. gob Nil! 5W. Runway 4/22 is also paved with asphalt and is 150 feet wide by 3,835 feet in length. There West Valley d are visual approaches to both runway ends. 71.2 AIRPORT HISTORY Yak;ma Ait-Term4ial McAllister Field 41 S W. Wasdiriqlad. Ave. 0i. AM—WTI Rd. Union Gap Yakima Air TerminaLAIcAllister Field I provides the primary air transportation access 1---..................__ .................. . ...... .. . .... . .. . . . . .................................. . ... . . .... . . ...... for the City of Yakima (pop. 91,000 in 2010), Yakima County (pop. 235,000 in 2010) and Figore 2-1: Airport Lncalion Map the entire Yak-imavalley. To accommodate the increasing population and commerce opportunities of the Yakima Valley, the airport has been continually upgraded since its inception in the early 20th century. The chronology of the airport is shown on the timeline and descriptions on the next two pages. 18 Mi 1928 Yakima County purchased an 80 acre field an which to construct an airport. 1936 45 additional acres were purchased and a Worse Progress Administration (WPA) project instituted to clear, grade and pave a 3,750 ft. east -west runway (9-27) and a 3MO ft, northeast -southwest crosswind runway (4-22). These improvements enabled air mail and commercial to be initiated. 1932 A2,600 ft, gravel runway was developed and a drainage system for the prop" was installed. 6 My, An Airport Traffic Control Tower (ATC1) was constructed to assist with pilot training. 0 . . ................. ..... . .......... was converted to a parallef taxiway A imm-S,14111 ft. ngswav 9-27 was constructed, Runway 4-22 was extended to 4,000 ft. Anew north -south runway (16-34) was constructed to a length of 4,000 ft Rath Kunwa)s 1,22 an4 16-34 were constructed with full parallel taxiways ME Pie City of Yakima purchased the Airport I�VVFAWMWI Mm, ;1WWUWT"W1_;*1k1 was $1.41&1)Tire first passenger term !not was "I'll, ­ .- 1943 Airport utilities (power and telephone lines) were relocated to accommodate United States military standards. 1960 The passengerternimm building was expanded and modernized. 1953 An Instrument Leading System (ILS) was installed on runway9-27 U Figure 2-2., Yakima, .%if- Terminal Development Thyieline RN 1979 Runway 16-34 was closed and converted to a taxiway. 1967 - Runway 9-27 was extended by 1.100 It. - to a total length of 7,604 fL to accommodate increasing jet traffic. -The passenger terminal buildingwas expanded. • Yapen a Fire Station No. 4 was constructed adjacent to the terminal building to provide Aircraft Rescue and Fire Fighting (ARFF) capabilities attire airport. The threshold for Runway 22 was relocated to allow safe clearances over West Washington Street, resulting in a runway length of 3.835 ft. 1982 The City of Yakima and Yakima County entered into a joint operational agreement loshare operational and maintenance costs for the airport. 1999 Tire terminal building was rehabilitated and expanded. 1996 Runway 9-27 was reconstructed with a new asphalt concrete overlay. 2002 Security fencing was installed around the southern perimeter of the airport 2001 • Portions of taxiways Bravo and Chadle north of Runway 9-27 were overlaid. • A new service /ARFF road was constructed from around the Runway 9 threshold to Spring Creek Road • Runway End Identifier Lights (RER.$) were Installed an Runways 4 and 22, and Precision Approach Path Indicators (PAPlk) were installed an Runways 4, 22, and 27, 2010 Runway9.27 was reconstructed and brought to FAA standards. M 1.3 EXISTING AIRPORT PLAN -S Previous Master Ph 11 Update 3 11 4 The latest Airport Master Plan prepared for the Yakima Air Terniiiial./McAllister Field was published in 2003. The following are key recommendations of this master plan: I . Extend Runway 9/27 to a total length of 10, 160 feet 2. Extend Runway 4/22 to 4.,420 feet 3. Construct a new parallel taxiway south of Runway 9/27 4. Develop new air cargo facilities 5. Update and modify the passenger terminal 6. Acquire property to protect runway approach Surfaces 7. Institute and follow a pavement rehabilitation program 8. Remove FAR. Part 77 obstructions 9. Expand the general aviation area In addition., a number of facility expansion and renewal project-, intended to bring the airport into full compliance with FAA's Airport Design Standards were included. Since 2003, the recommendation to extend Runway 9/27 has been questioned and the local jurisdictions surrounding the airport have asked for additional inforniation regarding its ultimate length. Additionally, wind analyses have shown Runway 4/22 may not meet FAA criteria for crosswind runways and its future is in question. One of the goals of this master plan is to revisit these reconiniendations to reassess their need or to revise the recommendation. 2.4 APPLICABLE FEDERAL/STATE PLANS I hw9-Ll FAA National Plan ofIntegrated Airport Systems The National Plan of Integrated Airport Systems (NPIAS) is used by the Federal Aviation Administration (FAA) to identity airports within the United States and its territories critical to the nation's air transportation system. Airports listed intlic NPI AS are eligible for Federal Development Z:> Grants under the Airport Improvement Program (AIP). Yakinia Air Terminal/McAllister Field is ME listed as a `Non -hub Primary Airport" in the NPIAS and is one of ten such airports in Washington State. 14.1 WfIshim telt 4 -tment of Tr, ,sport, tion Ian.ng-TerAir .4d w gqon St- te Depai 11 11 'Franspoltation Study (LAI'S) The Washington State Department of Transportation's (WSDOT) Long -Terni Air Transportation Study (LATS) is astrategic planning effort for the aviation system in Washington. Accordingto the LATS, YKM is classified as a Commercial Service Airport Coniniercial Service Airports provide scheduled passenger air carrier and/or C01111111.1ter service to in- state., domestic., and (in some cases) international destinations. Some of these airports also serve regional air cargo demand and many accommodate significant levels of general aviation activity. Commercial Service Airports are mostly located in large population centers. The extent of a Commercial Service Airport's service area, as defined by driving time and population, depends upon the type of air service provided. Typically, these airports are classified as pritnaty, or connnercial service airports in the NPIAS (WSDOT, 2009). Existing airport facilities at YKM include two active runways and a full parallel taxiway system, runway and taxiway lighting systems, -visual and electronic navigational aids, general aviation hangars and tiedown aprons., a passenger terminal building and support facilities, airport offices and maintenance building. Figure 2-3 shows the existing facilities at YKM. These are discussed in the following section. "Non -hub Pfinian,Airport'- Commercial senlce ah7vi-ts that enplane less than 0.05 percent of all commercial pa,yseiigei-eiiplarieniei?tsbiithave more than 10,000 annual enplonements ore cotegorized as non -hub ppl mar y airports. There are 244 non -hub p1man, airports that together account for 3 percent of all enplanements nese airports are heavily used by general aviation aircraft with an average q(95 based aircraft per airport. 2-5 Ix. . . . . .................... .............................. . ................... . Elmo F 09. Figure 2-.3-. Existing Airport Facilities m 2.5-1.1 Runwttysand Taxiwllys The airfield at YKM consists of two runways.. 9/27 and 4/ 22. Runway 9/27, the primary runway, is 7,604 feet long, 150 feet wide, and has a Category I precision instrument approach available on Runway 27 and non -precision approaches on Runway 9. Taxiway A is the ftill length parallel taxiway to Runway 9/27 with a runway,'taxiway centerline separation distance of 400 feet. Runway 4/22 is the 3,835 -fool -long, 150 -fool -wide crosswind runway with Rill parallel Taxiway B. The runway/taxiway centerline separation for these is 31.3 feet. Tab I e 2 1e Airport Rurro,ar Data "M Runway 4/22 Runway 9/27 Length: 3, 835' 7,604- Runway Dimensions Width: 150)' 150' Pavement Type Asphalt Grooved Asphalt Pavement Strength (in 1,000 lbs.) 70 (S)., 80 (D), 120 (DT) 95 (S), 160 (D), 220 (DT), 550 (DDT) Runway Safety Area (RSA) 4,315' x 120' 9,.604' x 500 - Object Free Area (OFA) 4,315' 1250' 9,604' x 800' Obstacle Free Zone (OFZ) 4,215' x 250' 8,,004' x 400' Runway Lighting I\URL HfRL Runway End 4 22 9 27 Runway Approach Category Visual Visual Non -Precision Precision Runway Approach Slope 20:1 20:1 34:1 50:1 Runway Markings Basic Basic Non -Precision Precision Instrumentation I Approach Aids None None Localizer., ILS GPS/RNAV Visual Aids PAPI DAPI VASI PAPI -. UAL SR Critical Aircraft Beech Baron Boeinc, 727 Wingspan: 37' 10" 108, Weight: 5.500 lbs. 184,800 lbs. Approach Speed: 98 knots 133 knots Airport Reference (70de (ARC) B-1 (small) C-111 S - Single -wheel Gear D - Dual -wheel Gear DT - Dual -tandem Gear DDT - Dual double Tandem Gear ILS - Instrument LandingSystem A L4LSR - Medium Intensily .4pproach Lightng System MIRL -? odium Intens7A7 Rwrovy Lights HIRL - High Intensity Run ii7aY Lights R41`1 - Precision 4pp7oach Path Indicator T -ASI - T-7sua1,4p roach Slope Indicator p "M Both runways have been constructed to meet FAA design standards for safety and operational efficiency. The Airport Reference Code (ARC) is the classification system developed by the FAAto relate airport design criteria to the operational and physical characteristics of the types of aircraft expected to operate at the airport on a regular basis. The ARC is based on two key characteristics of the designated critical aircraft. The first., denoted by a letter, is the aircraft approach category. This is determined based on the aircraft's approach speed in the landing configtiration. Generally, aircraft approach speed affects runway length., exit taxiway locations., and runway -related facilities. Following are the ARC approach speed categories: Category A: Speed less than 91 knots Category B: Speed 91 k m mots or ore, but less than 121 knots Category C: Speed 121 knots or more, but less than 141. knots i Category D: Speed 141 knots or more., but less than 166 knots Category E: Speed 166 knots or more The second component, depicted by a roman numeral., is the Airplane Design Group. This is based on the aircraft's wingspan and determines dimensional standards for the layout of airport facilities, such as separation criteria between runways and taxiways, taxilanes., buildings, or objects potentially hazardous to aircraft movement on the ground. Following sure the design group categories: Design Group 1: Wingspan up to but less than 49 feet n - Design Group 11: Wingspan 49 feet up to but less than 79 feet 0 ID Design Group III: Wingspan 79 feet tip to but less than 118 feet Design Group IV: Wingspan 118 feet tip to but less than 171 feet Design Group V: Wingspan 171 feet up to but less than 214 feet Design Group VI: Wingspan 214 feet up to but less than 262 feet Based on the previous master plan, YKM has an Airport Reference Code (ARC) of C-111. Runway 91/27 is classified as a C-111 runway based on use by Boeing 727 aircraft. Runway 4/22 is classified as a B -I (small) runway with operations confined to light single and twin engine piston aircraft. It should be noted that this runway as well as Taxiway B were constructed to meet B-111 standards thus exceeding the B -I (small) standards. "M The dimensional design criteria for a C-111 category runway is shown in Table 2-2. This table also provides a comparison of the standards with existing conditions on Runway 9/27. Following this, Table 2-3 shows the Design Criteria for a B-1 (small) runway along with the existing conditions. As seen in these tables., both runways meet FAA standards at the present time except in the areas of shoulder widths and blast pads. Fable 2-2: 11'.xisfing, ouditions %�s. Design t i-iteria (Runo-ay 912,71) Design Feature Existing (ft.) Standard (ft.) Difference Width 150 150 Meets Standard Runway Shoulder Width I () 25 17 feet Runway Blast Pad Width 150 2)00 50 feet Runway Blast Pad Length 200 200 Meets Standard Runway Safety Area (RSA) Width 522 5(X-) Meets Standard Safety Area Length (beyond RAV end) 1,000 1,000 Meets Standard Object Free Area Width 800 800 Meets Standard Object Free Area Length (beyond RW end) 1,000 1,'000 Meet-, Standard Obstacle Free Zone Width 400 4W Meets Standard Obstacle Free Zone Length 8,004 8,004 Meets Standard Taxiway Width 75 50 Meets Standard Safety Area Width 118 118 Meets Standard Object Free Area Width 186 186 Meets Standard Taxilane Object Free Area Width 162 162 Meets Standard Runwav Centerline to: Taxiway Centerline 400 4W Meets Standard Aircraft Parking Area 500 5(x) Meets Standard Taxiway Centerline to Fixed or Movable Object 93 93 Meets Standard Taxilane Centerline to Fixed or Movable Object 81 81 Meets Standard Som-ce: F.4-4 Ackisoq Circidar 150,,j300-13, .4h -port Design, Change 6 2-9 Table 11-3: FxAstim- Cougilt ions vs. 11-1 (small) Design C'ritcria ( T 'Runwa'k 4/22*) Design Feature Existing (ft.) Standard (ft.) Difference Runway Width 150 60 Meets Standard Runway Shoulder Width 5 10 5 feet Runway Blast Pad Width None 80 80 feet Runway Blast Pad Length None 60 Meets Standard Runway Safety Area (RSA) Width 200 120 Meets Standard Safety Area Length (beyond RW end) 600 240 Meets Standard Object Free Area Width 400 250 Meets Standard Object Free Area Length (beyond RW end) 600 240 Meet-, Standard Obstacle Free Zone Width 250 250 Meets Standard Obstacle Free Zone Length 200 200 Meets Standard Taxiway Width 75 25 Meets Standard Safety Area Width 49 49 -.\-leets Standard Object Free Area Width 89 89 Meets Standard Taxilane Object Free Area Width 79 79 Meets Standard Runway Centerline to: Taxiway Centerline 300 150 Meets Standard Aircraft Parking Area 420 125 Meets Standard Taxiway Centerline to Fixed or Movable Object 44.5 44.5 Meets Standard Taxilane Centerline to Fixed or Movable Object 39.5 39-5 Meets Standard Source: F14 (Kisoq Circular 150,,5300-13, Ai;pod Design, Change 6 Vote: Runwai, 4,,22 and Taxhvai� B )vere constructed to meet B -III standardy which exceed B -I (small) Standards. 2-5.Ll Airtleld Pm-ement In 2005,.the WSDOT conducted an analysis of select airports within Washington State evaluating the condition of rumvay, apron and taxiway pavements. This Pavement Condition Index (PCI) was provided to federal., state and local jurisdictions and allows for strategic planning. The study provides airports an index ranging from 0-100-, 0 being a failed index and 100 being an excellent index. 2-10 Y has approximately 4.28 million square feet of runway, taxiway, and apron pavements. Ill 2005, the PCI ranged from 23 to 100. At the time of the report, Runway 9/27 had a score ranging from 91-99 and was recommended to receive preventative maintenance with replacement in 2012 (projected). Runway 4/22 ranged from 31-63 and was recommended for rehabilitation. Both taxiways (A/B) scored low enough (46-92) to be labeled, in some sections, as preventative maintenance and in others as major rehabilitation. In 2010, Runway 9/27 underwent a rehabilitation project to replace the significantly deteriorated wearing course. The porous friction course (PFC) surface was replaced a few years ahead of its expected lifespan. In conjunction with this master plan. both airside and landside pavements were re-evaluated through all update to the PCI report. Surfaces analyzed in this update included approximately 5,573,055 square feet of pavement. The PCI report presents the results of the pavement evaluation and presents the pavement management plan for YKM pavements. Figure 2-4 presents existing pavement conditions on the airport and the pavement report is appended to this master plan as Appendix C. As shown., most of the airfield pavements are in good condition except for portions of Taxiway A and Runway 4/22. Taxiway A is scheduled for rehabilitation in 2013. Runway 41122 is in need of reconstruction if it is to remain usable. This master plan will address the future of this runway and its eligibility for funding. 2-11 Ili-gure 2-4-, Existing Pavement Conditions k . a Ah -field l sighting and Navigational Aids The following visual and electronic navigation and landing aids are available at YKM. As indicated in Table 2-4, Runway 9 is equipped with a localizer for a non -precision approach with a 34:1 approach slope. The runway end has non -precision markings, a Visual. Approach Slope Indicator (VASI), and High Intensity Runway Lights ( .HIRL.). Runway 2 7 is equipped with an Instrument Landing System (ILS) including a glide slope, and Medium Intensity Approach Lighting System ( MAL SR) for a precision instrument approach with a 50:1 approach slope. The runway end has precision runway markings, a Precision Approach Path Indicator (DAPI), and High Intensity Runway Lights (HIRE). Runways 4 and 22 are visual approaches with 20:1 approach slopes. Both have visual runway markings, Precision Approach Path Indicator (PAPI ), and Medium Intensity Runway Lights (MIRL). 2.5.1.3 .- hi field Signage Ta 2._4. N av!gati naI Alds Navigational Aid Rwy 4 Rwy 22 Rwy 9 Rwy 27 VASI* PAPI RFIL`` GPS SDR -9 Restating Beacon MALSR ILS — Glideslespe Antenna -• Lescalizer NPI Compass Locator RVR -' Lighted Windsock The airport incorporates standard runway and taiway signage and meets all FAA signage standards. 2.5.1.4 Published Instrunlent. Apps- aches Instrum nt Procedures Precision instrument approaches are available to Runway 27 and non -precision approaches are available for Runway 9. The approach plates for these are contained in Appendix D to this report and summarized in Table 2-5. Table 2-j5: Published Procedures Instrument Approach Procedures Departure Procedures ILS Y RWY 27 ILS Z RWY 27 RNAV (RNP' Y RWY 09 RNAV (RNP) Y RWY 27 RNAV (RNP) Z RIXY 09 RNAV (RNP) Z RWY 27 RNAV (GPS) W RWY 27 RNAV (GPS) X MVY 27 LOCiDIVIE BC -B VORJDME OR TACAN RWY 27 VOR -A COPTER NDB RWY27 2-5.1-5 Run -way Safety Areas GROXIO TWO NACHES TWO WE M k S S L% YAKFMA SIX ZILLA THREE (OBSTACLE) The Ruiv-N!ay Safety Area (RSA) is a critical, two-dimensional area surrounding each active runway. The RSA must be: Cleared, graded, and free of potential hazardous surface variations, Properly drained. Capable of supporting ARFF equipment, maintenance equipment., and aircraft., and., Free of objects, except for those mounted using low -impact supports and whose location is fixed by function. Based on FAA Criteria from Advisory Circular 150/5300-13 for a C-111 runway, the RSA for Runway 9/27 needs to be 500 feet wide extending 1,000 feet beyond each runway end. Presently the RSA for both ends of the runway are generally in compliance with these standards except for occasional gopher activity. For Runway 4/22, the RSA has been developed to meet the standards for a B-111 aircraft. This includes an area 600 feet beyond each runway end measuring 200 feet wide. 2-14 — ..5.1.6 Runway 01�ject Free Areas The runway object free area (OFA) is a two-dimensional ground area surrounding eachrmway. The ROFA clearing standard precludes parked aircraft or other objects, except NA%TAIDs and other facilities whose locations are fixed by function from this area. For Runway 9127, the ROFA is 800 feet wide, centered on the runway centerline, and extends 1,000 feet beyond the end of the runway. For Runway 4122, the OFA dimensions are 250 feet wide and extend 400 feet off the runway end. Both ROFAs meet FAA Criteria. 2.5p L77 Runway Protection Zone The Runway Protection Zone (RPZ) is trapezoidal in shape and centered on the extended nunway centerline for each runway end. Its function is to enhance the protection of people and property on the ground. It begins 200 feet beyond the permanent runway threshold tat the end of the primary surface). The RPZ dimensions are based on the type of aircraft using the runway, type of operations (visual or instrument) being conducted, and visibility minimums associated with the most demanding approach available. RPZ dimensional standards are defined in the FAA Advisory Circular 150/5300-13, Airport Design. The dimensions for the Table -a Runway Protection Zone (14I,:) RPZs at YKM are shown in Table 2-6 Runway Aircraft Approved Zane Inner Cuter Acres and meet these 'Served Approach Length width width standards. 09 Large Non Precision 1,700' 1,000' 1,5117' 48.978 The airport owns all 27 Large Precision 2,500' 1,000' 1,751' 78.914 04 Small Visual 1,000' 250' 450' 8.035 property Within the 22 Small Visual 1,000' 250' 450' 8.035 RPZ for each runway end. 2.5.1.8 FAR Part 77 Surfaces Under Part 77 of the Federal Aviation Regulations ( FAR), standards are established for determining obstructions to navigable airspace. The reguulation also provides for aeronautical studies of obstructions to determine their effect on the safe and efficient use of airspace. Local Jurisdiction (both city and county) protects FAR Part 77 surfaces and has incorporated the requirements set forth by the FAA into its zoning regulations and practices. The objective is to maintain the surrounding airspace and keep it free of obstacles that impede aircraft operations. These regulations dictate the type of infrastructure and development allowed adjacent to and near the airport as well as the height of these objects. The -five surfaces that make up the FAR Part 77, Imaginary Surfaces for a civil airport are the primary, approach, transitional, horizontal and conical surfaces. Figure 2-5 shows each element of the Imaginary Surfaces as they relate to each other and the runways, and Figure 2-6 shows the Part 77 Surfaces for YKX4. oaurce. i;r asnalgion owle LIeparlmenl UJ 't L."lluslan Fig -tire 2--5.- FAR Part 77., Irpagi.nary Surfaccs - Dia grain 2-16 6: ITA -R P 11 n a g i n -a r v S u r fa c e s f o r V KAJ Z-17 Primary SI.Irrace The primary surface is an imaginary surface longitudinally centered on the runway and extends 200 feet beyond the end of each runway. The elevation of any point of that surface is equal to the elevation of the nearest point on the runway centerline. The width varies., depending upon the type of approach available to the runway. For YKM, Runway 27 has a precision instrument approach with visibility minimums as low as three-fourths of a statute mile., while Runway 9 has a non - precision instrument approach. As a result, the primary surface for this runway is 1.000 feet wide centered on the runway centerline. Runway 4/22 is classified as a utility runway with Visual approaches-, therefore, the primary surface for this runway is 250 feet wide centered on the runway, centerline. Npin't -tell surfice The approach surface is an inclined slope extending outward and upward from each end of the primary surface centered on the extended runway centerline. 'Mlle inner width of the surface is the same as that of the priniary, surface. The approach surface is applied to each end of the runway based on the type of approach available or planned for that runway end. Runway 27 is designated as a precision instrument runway. The approach surface for this runway is 1,000 feet wide where it intersects with the primary surface and expands uniformly for a distance of 10,000 feet at a slope of 50:1. It continues outward and upward for an additional 40.,000 feet at a slope of 40:1 -where the final width is 16.,000 feet. Runway 9 is a non -precision runway with an approach surface starting at the primary surface with a width of 1.000 feet then expanding uniformly for a distance of 10,000 feet at a slope of 34:1 reaching a final width of 1500 feet. Both ends of Runway 4/22 have visual approaches. These surfaces are 250 feet wide at the intersection with the primar- y surface and expand uniformly for a distance of 5,.000 feet at a slope of 20:1 to a final width of 1.250 feet, The horizontal surface is a horizontal plane 150 feet above the established airport elevation. YKM has an established elevation of 1,099 feet MSL (above Mean Sea Level) so the horizontal surface is 11,249 feet MSL. The perimeter of the surface is determined by arcs extending from the centerline of the runway, and its intersection with the primary surface. The radii of these arcs correspond with the approach surface lengths for each ofthe runway ends. Runways designated as utility or visual use a radius of 5..000 feet., while all other runways use a radius of 10.,000 feet. Trarsiflolml Surface The transitional surface is an inclined plane with a slope of 7:1, extending upward and outward at right angles to the runway centerline from the primary surface and the sides of the approach surfaces. These surfaces terminate where they intersect with the horizontal Surface or another surface with more critical restrictions. :'€ nIc.r.1 - urface The conical surface is an inclined plane at a slope of 20:1, extending upward and outward from the periphery of the horizontal surface for a distance of 4,000 feet. I -P 9 assemyer 'I'CrIllinal Area The passenger terminal area is located on the north side of the airport at the approximate intersection of Runways 9/27 and 4/22. The terminal area consists of the aircraft parking apron., the passenger terminal building, the surface access system and into parking areas and the airport administrative ofYices,,asshown inFigttre2-7. It is accessed using either West Washington Avenue or 24"I Street onto the airport entry drive. Parking is located directly in front of the terminal with public parking, rent -a -car and employee parking provided in different areas. 2-5.11 Autoiuobile Parking Public parking is provided in a main parking lot directly north of the ten-ninal. The lot contains spaces for short -tenni (17 spaces) and long-tenii(171 spaces) parking. Users can enter the lot either before or after the terniinal entry. All users must exit through the ticket booth and proceed north to the intersection of West Washington Avenue and 24th Avenue. Rental car parking is located east of the tenninal with 36 spaces available in a restricted lot. P, 11'et assenger -minal Building For any passenger terminal building, services are required for the efficient processing of passengers arriving and departing on commercial flights. Enplaning services include the ticketing area, ticket counter, electronic ticket kiosks, queuing area, and airline offices. Processing services include passenger and bag screening facilities operated by the Transportation Security Administration (TSA). Deplaning services generally include baggage claim area and rental car counters. Other services necessary in a terniinal building may include concessions, gift shops- restrooms- advertising and display areas, mechanical and utility rooms.. and janitorial service and storage areas. MM - - -------------------------------------------- ... ---------- Figure 2-7: Terminal ,,�rca E�IMBIM Figure 2-8 and Figure 2-9 show the current floor plan for the passenger terminal. As seen the passenger enters the doorway and has two options for proceeding to the ticket counter, depending on what airline is being used. From ticketing they proceed to the TSA security screening area in the center of the building and, once screened, move into the spacious gate area. The YKNI terminal currently provides concessions for the passengers from vending machines. Departures Process Given current levels of commercial service, there is an ample length of available curbside for passenger loading and unloading. The drive in front of the terminal offers frontage for easy loading and unloading from private vehicles, taxis and buses, and extends eastward beyond the terminal should ten-ninal user demand exceed the covered frontage available. The curbside immediately in front of the terminal is covered, providing passengers with shelter from inclement weather. However, the curbside width is somewhat narrow. The location of the concrete -clad steel columns which support the roof canopy overhead can interfere with the opening of passenger -side car doors along the curb. Also, the vestibule at the main terminal entrance is the only ten-ninal entry on the curbside and serves both departing and arriving passengers, which can lead to congestion if departure and arrival traffic occur simultaneously. The Ticket Lobby is located innnediately inside the main terminal entrance. Given current levels of commercial service, the number of ticket counter positions is adequate to handle passenger volumes. The orientation of the ticket counters (perpendicular to the curbside); the separated physical locations of airline ticket counters; as well as the inadequate size of the passenger queuing areas pose significant challenges to efficient passenger processing and circulation, as shown in Figure 2-10. The current low level of passenger volumes has kept these shortcomings from being major problems. — :* 2-21 ...... . ...... . . . ................... . . ......... - ...... ... . .................. . ...... .. .......... ......... .. ........ ... ............. ........ ..... . ... .................._.....................................J ...... .......... . ........... ........... .... . .... . ......... .. ... . .... . ................. . ......... ..... . . . .......... ..... . .... . .... . .... . ........... .......... . ........ ............... .......... . ........... ........... . .......... ...................... 4 ........ . ........... .......... . ........ . . .. . ......... ..... Fioure 2-8: Terminal Floor Plan (First Floor) 3� .................. ...... . ...... . . . ................... . . ......... - ...... ... . .................. . ...... .. .......... ......... .. ........ ... ............. ........ ..... . ... .................._.....................................J ...... .......... . ........... ........... .... . .... . ......... .. ... . .... . ................. . ......... ..... . . . .......... ..... . .... . .... . .... . ........... .......... . ........ ............... .......... . ........... ........... . .......... ...................... 4 ........ . ........... .......... . ........ . . .. . ......... ..... Fioure 2-8: Terminal Floor Plan (First Floor) Flu u r e 9: Te r an i n a I loor Plan (Second I I o a 0 — :* 2-23 mm Excellent visibility of aircraft and airfield from gate lobby ..... ......... Passengers would benefit from access to concessions in gate lobby Conflicts between airline counter queuing, checkpoint queuing, and gate lobby exit circulation Ban claim slide Conflicts between frontage undersized expanded ticketing for larger aircraft loads and abandoned ATCT structure rn Conflicts between rental car queuing and circulation to bag claim Curbside canopy provides weather protection for vehicle loadinglunfoading J I .. .. ........ Air cargo office, baggage screening and makeup are space constrained Conflicts between public seating, airline counter queuing, and circulation Fluure .1-10- Terminal V"acifity Assessment Also., the former existence of a travel agency customer service counter in the ticket lobby could contribute to circulation congestion if passenger volumes were higher. The amenity of a travel - related tenant is a positive feature should it return., but the location should be reconsidered during future terminal planning efforts. '17he overall passenger processing flow diagram for the terminal is a product of the original small- scale 1950 passenger terminal. Given the passenger demands in that era, the layout was efficient and properly Scaled. Today's air passenger faci lit), demands are far different and significant increases in passenger volunies would bring this terininal quickly to gridlock in a number of areas, including: the building entry, the ticketing queues, the ticket counters., and the circulation space connecting these functions. A "cket Office." V` 0) an f i Hogg q'q e 0 e -(I , I t , I e 7 f I , 1 ii ATO space for Alaska Airlines and a future air carrier appear to be adequate for the immediate future. However, the physical separation of the ATO and baggage areas (as well as the ticket counters) is an inefficient configuration brought about by earlier decisions to expand the building in a cost efficient rather than functional manner. 'Hie Alaska Airlines outbound baggage handling area is currently undersized, due to the addition of Transportation Security Administration (TSA) baggage screening operations in the makeup area. Baggage cart circulation is highly constrained, and the airline employee lockers and break area have no enclosed space. An air cargo operation coexists in the makeup room, with a public entry and transaction counter opening off of a small parking area west of the terminal building. Additional storage area for equipment would also be useful. Currently, food and beverage concession in the terminal building are provided through vending machines. There is a small vacant space on the ground floor for a cotTee/snack type concession., and there is a vacant restaurant/ lounge on the second floor. There are currently no provisions for airside concessions. Passengers would benefit from concessions, but the small volume of passenger traffic cannot support the expense of providing the service. Also, and airside food and beverage concession, preferably with a view to airside, would be a big improvement to customer service if passenger volumes supported the investment. Public services include restrooms, vending machines, an automated teller machine (Arm), and other conveniences provided for the passengers. The primary public restroonis in the main tenninal are adequately sized and have been renovated in recent years. Newer terminal buildings typically 2-25 include a small "family restroom" wherever men's and women's rooms are located which is handicap -accessible and includes a baby -changing table. While this type of service may not be possible at the existing restroom location, it is an idea worth exploring should new restroonis be considered as part of future terminal improvements. Currently the ATM machine in the terminal is a freestanding device located adjacent to The main entrance in the ticket lobby. Also, there is no business center or location to send a fax or plug in a notebook computer iii the terniiiial. A small area with these provisions would provide au added level of service to the business traveler. Sectirt-V screet?itw The passenger security screening checkpoint is located immediately adjacent to a currently vacant ticket counter area., resulting in an unfortunate conflict between ticketing and checkpoint queuing lines. These lines, when concurrent, contribute to overall congestion in the ticket lobby and the main circulation areas in the non -secure portion of the terminal building. If future traffic levels or TSA screening requirements dictated a larger footprint for screening, the terniinal would have to give up lobby space to accommodate the increase. flw�se*twer G(-,�17e? aald Roardi�ig Area The passenger gate lobby and boarding area is south of the ticket lobby and adjacent to the aircraft apron at ground level. It was expanded during The 1997 to 2000 terminal rehabilitation project, filling in the space between the two diagonal passenger circulation concourses added during the 1968 expansion project. Unfortunately this infill diminished the airside views from the restaurant/lounge operation, one of primary assets of the second floor location concession. Improvements to airside passenger service could be made by: family restroonis- providing food and beverage service-, providing sit-down counters for working on laptop computers, or providing some cafe -type tables and chairs in addition to the traditional gate lobby seating. .A% rri val S 11 roces's .4 11-14vals E?, t*ra Area upon exiting their aircraft, passengers enter the terminal by way of one of five arrival/departure gates. Once inside the gate lobby, they proceed to the airside exit doors adjacent the passenger security checkpoint. These doors allow passage into the public lobbyi'ticket lobby space which allows transit to rental car counters and the baggage claim lobby beyond. Because of the limited size of the Public Lobby/Ticket Lobby space., and because of the arrangement of functions requiring 2-26 — queuing in a main circulation area, this space can quickly become crowded if passenger and meeter/greeter numbers are substantial. Llagy�q�; Ile 4!17�tfvl' (;(;,-S The baggage claim lobby consists of approximately 32 linear feet of baggage slide frontage, and the rental car counters consist of two 12 -foot public transaction counters. During the terminal assessment site visit arriving passenger traffic was not observed. The following discusses opinions on its functionality. During a one flight operation by a Q-400 with 70% load factor, I bag/passenger ratio, and the plane -side bag claim option used by 50q0 of the passengers, itwouldbe predicted that the 32 linear feet of baggage slide is adequate. If actual passenger traffic volume or baggage ratios become higher, this will affect the ability of the claim slide to display available baggage for claiming. The standing space within the claim lobby is limited and could become congested if passengers are accompanied into the claim lobby by their meeter/greeter parties. Rental car counter frontage is limited to two 12 -foot counter frontages that are both occupied. It is not known whether other rental car companies have requested space in the terminal but it is not uncommon to have up to 5 rental car companies interested in serving non -but) airports. The rental car lobby space on which the rental car counters front is narrow and it is likely that during flight arrivals there is congestion resulting from completing demands for rental car customer queues and passengers circulating to baggage claim. Currently, there are small restrooms near the area: baggage claim however, these restrooms are not 9 1 along the path of travel for arriving passengers and are therefore somewhat difficult to locate. Ideally, larger restrooms visible from the bag claim area would be preferable. A number of other items in and around the baggage claim area that would improve passenger service include baggage trolleys, seating, and a visitor's welcome/infoitnation desk. 1. — :* 2-27 See earlier discussion on departures process. Ilia curbside has adequate length for current passenger volumes and is largely covered to keep passengers protected from the weather. As was noted with the departures curb, the columns supporting the roof canopy are positioned close to the drive and pose a hazard to passenger -side car doors. Z:> Buildin- sel-Oces The terminal building operates for the most part as a stand-alone facility without dependence on centralized city or county services for daily operations. Relative to building services that the building requires on-site for daily operations (mechanical., electrical, communication., elevator rooms., etc.), the terminal has all the functions that it presently requires. However, any future expansions must revisit the issue of fire protection with an eye toward present code requirements for fire sprinklers and anticipated facility size. While observing that the terminal has existing support spaces for utilities and services, these spaces are in some cases undersized due to incremental growth of demand or addition of new equipment over time. Relocation and/or resizing of spaces is deemed prudent ifwhen conceptual design for a facility expansion begins. TSA -required facility security systems include an access control and monitoring system that monitors doors and gates along the airport operations perimeter. The operating system and software for this function are housed in the terminal for all the access doors and is connected to a computer system in the administration office. Approved airport personnel are iss tied badges that allow access via card readers at each door or gate. ,kd-".nistra.five Sei-vices Airport administrative offices were relocated to a former fire station building adjacent to the airfield. Current functions include a reception area, small conference room, and offices for airport management. Airport Emergency Operations Center (AEOC) Station 94 is located in the Aircraft Rescue and Fire Fighting (ARFF) station for coordinating smaller emergencies that do not require the County Emergency Operations Center to be activated. It may also serve as a command post depending on location of accident/incident. Major emergency events are managed from city offices downtown. There is no airport police office at the airport. Police services are assigned from police department offices downtown. Neither of these services was mentioned by staffas being deficient. Airline Apron Area The apron area directly south of the terminal is designated for airline use. Space is provided for four aircraft parking positions, although they are seldom used at the same time. '17he apron also provides for airline service equipment and safe passenger circulation. 2.5.14 Air Cargo Air cargo services at the airport are provided by Federal Express.. UPS. and AeroFlight. FedEx operates from a building west of the terminal which measures approximately 7,700 square feet. UPS and AeroFlight operate from the McCormick Air Center ramp. 4..;, - 2-5 Aircraft Rescue and Fire Fiohtina (ARFF) 17he ARFF building is located west of the main terminal and measures approximately 4,000 square feet in area. The building houses an Oshkosh T-1500 fire truck and Oshkosh ST -1 Striker. 2-5.2.6 Airport Traffic Control'Tower (ATCT.) The airport is served by a contract Level I ATCT with radar support from the Pasco TRACONT. the tower is located just east of the terminal and has a height of 78 feet. WE .5.3 Ceneral Aviation Facilifies There are more than 160 general aviation aircraft based at YK1\4. These are housed in hangars or stored outdoors on tiedowns in four distinct areas on the airport; the northwest GA Area; the terminal area; the east GA area; and, the southeast GA area as shown in Figure 2-11. NORTHWEST I .......... .. ... . .............. .. TERMINAL . ... ... ... EAST . . .... ... .. SOUTHEAST; �jp ........ ........ ...... . ........ ........ .......... ........................... 1,'i re -1-11: CFA 1, acilifies - Eey Plao This area measures more than 53 acres and includes aviation and non -aviation related buildings as well as a former "through the fence" operation that has recently- gone out of business. The area includes 29 paved tiedowns and 2 helicopter landing pads. Refer to Figure 2-12 and Table 2-7 for Northwest GA Area buildings. MIIIIIIII Figure 2-12: Northwest GA Area `fairs 2-7v Gert. ral Nviati.o.n °1'e.nants (Northwest Areas Building Number Use Building Height (feet above ground) NW1 Box Hamar 28 NW2 Box Hangar 28 NW3 Box Hamar 28 NW4 Box Hamar 28 NWS Box Hamar 26 NW6 Van Doran Sales (non -aviation) 23.6 NA17A Fuel Tanks 14 NA17B Fuel House 11 NV►r8 Box Hangar 29 NW9 Box Hangar 29 NW1.0 Box Hangar 26 NW1.1 Box Hangar 25.5 NW12 Box Hangar 25.5 NW13 Box Hangar 29.5 NW 14A T -Hangar 19 NW 14B McCormick Aviation FBO 30 NW 15 Larson 36 NW 16 Airport Maintenance Building 22 NW17 Airport Maintenance Building 26 NW18 Air Cargo Building (FEDEX) 25 2-31 A -5-Y.2 GA Teri-ninal Avea The GA terminal area includes the terminal building and covers a triangle shaped area measuring approximately 9 acres. Included are several hangars, 35 paved tiedown spaces, and other facilities. Refer to Figure 2-13 and Table 2-8 for GA Terminal Area buildings. .......... ....... ...... .......... .......... T 9 C' T T "P 0 (1 D4 195 IT6 ............ W WASHINGTON AVE ..... . . ..... . .......... T Building 7tT T 12 1 '2 13- G'A Termina.] Area fable 2-8: General Aviation Tenants Cferininal Arca) Building Height Building Number Use (feet above ground) T7 Old FedEx Hangar 23' T8 Box Hangar 26' T9 New Electrical Vault 13.5' T10 Old Electrical Vault 10.5' Tll Box Hangar 27' T12 Box Hangar 28, T13 Box Hangar 20' T14 Water Treatment Plant 10, T15 Box Hangar 18' T16 Box Hangar 21' T17 Box Hangar 21' "--- **' " Fast neral Aviation Ai,c-a A - 5-Y.") , Te The east general aviation area is the home of the McAllister Air NIuseurn and the CubCrafters manufacturing facility. The area encompasses 9 acres and provides space for I I aircraft tiedowns. Refer to Figure 2-14 and Table 2-9 for East GA Area buildings. 111gure 2 14: East G'A, Nrea Table 2-9-. General Aviation Tenants klq.',ast Area) Use Building Height Building Number (feet above ground) El CubCratlers 25 E2 CubCrafters 25' E3 McAllister Air Museum 20, E4 Non -Aviation juiir salon, old terminal building) 19, — :* 2-33 If -5-Y.4 Smith Gy nen-del Aiiwhmi Area The south general aviation area is a mixture of old hangars owned by the airport and new privately owned hangar buildings. The south area is the primary area where new development proposals are being considered. The area measures about 163 acres, most of it currently undeveloped with some area hampered by flood plains/ways as well as the existing landfill. Refer to Figure 2-15 and Table 2-10 for East GA Area buildings. 14, igure 2-15-- Southeast Gtk i-krea 'J'able 2-10: General �\.viation Tenants, (Soutu Area) Building Number U SV Building Height (feet above ground) SEI Box Hangar ....... ....... 14 Box Hangar 21' SE3 Box Hangar 21' ;E .......... Box Hangar SES JR Helicopter SE .......... .............. .................... . ....... Box Hangar 21' SE7 • 23' SE8 Box Hangar 20' :: ........ . ........... . e-" T -Hangar 15' SE 10 is SE SE SE 6 ... . . ..... 14, igure 2-15-- Southeast Gtk i-krea 'J'able 2-10: General �\.viation Tenants, (Soutu Area) Building Number U SV Building Height (feet above ground) SEI Box Hangar 30' SE2 Box Hangar 21' SE3 Box Hangar 21' SE4 Box Hangar SES JR Helicopter 26T SE6 Box Hangar 21' SE7 Box Hangar 23' SE8 Box Hangar 20' SE9 T -Hangar 15' SE 10 T -Hangar 16' SE 11 -Airport Surveillance Radar (ASR -9) 59'182' SE 12 National Guard (Non -Aviation') 31' SE 13 '.National Guard (Non -Aviation) —12' 1,,m) (Fixed Base Opevatcw) and suppco-t sel°Aces Y has a single fixed base operator, McCormick Air Center. McCormick Air Center is located on the airport's northwest and northeast general aviation areas. They offer the following services to both based and transient GA aircraft: Fueling (DESC fuel provider) Aircraft maintenance Courtesy crew car Wireless high speed internet M= Aircraft parts Fuel storage facilities 15.4 Fuel Storitope and Distribution Avionics Flight training Rental cars Oxygen & deicing Aircraft cleaning / washing / detailing Support facilities Fuel storage facilities are located at three places on the airport. McCormick Aviation owns and operates a fuel storage and dispensing area in the northwest general aviation area. This fueling facility has two 12,000 -gallon aboveground storage tanks for Jet -A fuel. This is distributed using two dedicated trucks or through self-service. In addition, McCom-dek operates a 12,000 -gallon aboveground storage tank, for 100 LL Aygas. This is distfibutedvia a single truck and/or self-service facilitiog- Also in the northwest GTA area a private aircraft owner maintains a 10,000 -gallon aboveground tank for Jet A fuel. This is for private use only. On the east GA area, the McAllister N/luseum offers 100 LL fuel to pilots through a self-service facility. Storage Z:� is a 12,000 -gallon aboveground tank. — :* 2-35 -1.5 IJ tility Systenis " 4"; Water Public water lines surround the airport property in Washington Avenue., Valley Mall Boulevard, South 16th Avenue, South 21st Avenue, Oak Avenue, and Alitantlin. Road. Although located in the City of Yakima water service boundary, the airport property can be served water by three different providers. City of Yakima currently provides water service to the airport and various airport and private buildings on the property. Nob Hill Water currently has lines installed in West Washington Avenue near 48th Avenue and Spring Creek Road, and plans to extend their water system from Spring Creek Road to South 38th Avenue along the south side of the airport. At this time there are no known connections to the Nob Hill Water system by the Yakima Air Terminal, airport owned buildings or private businesses including the City of Yakima, Nob Hill Water and the City of Union Gap. The City of Union Gap has installed a new 12 -inch water main in Valley Mall Boulevard which borders airport property along the northeast comer. However.. with the City of Yakima already having a water main in this area, it is unlikely a connection will be made to the City of Union Gap's water system unless needed to increase fire flow protection. City of Yakima water mains and seii4ces have been extended into various parts of the airport to create water loops and enhance fire flow. The airport is served by two primary water mains; the 12 - inch -diameter main located in West NNUashingtonAvenue between 48th and 24th Avenues., and a 16 - inch line with an 8 -inch companion line east of 24th Avenue. The 16 -inch water main branches in Washington Avenue near the South 16th Avenue intersection and crosses the airfield between Runway 22 and CubCrafters. The administration building is currently served by City water. No other domestic or irrigation wells are known to exist on airport property. However, there are several domestic wells in close proximity. Additionally, there are several sets of monitoring wells around the airport and on airport property. Although they are not used to provide water., they have to remain in place until such time when their purpose is complete. The first set is located near Carpenter Ditch and were used to monitor ground water elevations. This monitoring project was completed this year. The second known set of monitoring wells was installed by Landau Associates in 2009. Se-wer (Sanitary anti Storm) The Cities of Yakima and Union Gap are the. providers of public sewer services near airport property. The City of Yakima maintains two trunk lines-, one in West Washington Avenue and the second in Pioneer Street/ Valley Mall Boulevard. The City of Union Gap maintains a sanitary sewer main in Valley Mall Boulevard. No known connections have been made to this sewer main. All airport services and existing buildings (except the hair salon and McAllister Museum) that require a discharge into the sewer system are connected to one of the two trunk lines maintained by the City of Yakima. There are two known existing and in -use septic systems ou airport property. Both the McAllister Museum and an older complex (currently a hair salon) south of the Museum use these onsite sewer disposal systems which are maintained by the airport. 'I'liere are two nearby storinwater conveyance systems*, one is located in West Washington Avenue and one in Valley Mall Boulevard. near the intersection with South 16th Avenue. The system in West Washington Avenue is maintained bythe City of Yakima and outfalls into Wide Hollow Creek near CubCrafters. The storm drainage system in Valley Mall Boulevard and South 16th Avenue is maintained by the City of Union Gap and uses subsurface infiltration to dispose of generated storniwater from the roadway. No known storinwater conveyance systems from airport buildings or airport property are connected to either of these City systems. All paved areas on the airfield drain toward an existing storin structure- namely a catch basin, or toward grass shoulders which act as filter strips. There are two creeks across the airport property, Wide Hollow Creek and Bachelor Creek., which ultimately receive all stormwater discharges that are not infiltrated into the underlying soils. Aside from the two creeks, there are no above ground surface detention systems. Additionally, all taxiways and runways were constructed with subdrain systems to mitigate groundwater. These open joint subdrains also carry away surface stortuwater that infiltrates and reaches the subdrains. The subdrain systems ultimately discharge to on-site creeks. The City of Yakima completed a storniwater study in 2010 to determine all discharge locations. 2.5.5.3 Electric Electricity for the airport and surrounding areas is provided through Pacific Power and Light. There are several underground high voltage lines (20.,000 volts) in and around the airport and on both the north and south sides of the airfield. Ow Natural gas is distributed by Cascade Natural Gas and exists around the Yakima Air Terminal in West Washington Avenue and in the south development area. Several private hangars are connected to natural gas. The terminal building, maintenance shop and administration offices are connected to natural gas. There is a proposal from Cascade Natural Gas to extend a gas main along South 16th Avenue to connect West Washington -Avenue to the existing lines along the south side of the airport and allow for increase in gas pressure. No known timeline for this -%vork has been provided. "I Ad -5.6 111crinicter Fencing The Yakima Air Terminal has a perimeter security fence that meets FAA and TSA standards for a Part 139 certificated airport. The fencing consists of 7 -foot -tall chain link fence with three strands of barbed wire. Most gates are accessed with a mechanism that requires a security code to be entered. However some of the lesser -used gates intended to allow access by the leasees that are using the land for cattle -grazing or crops use lock and key access control. I ...6 ENVIRONMENTAI D A TA ,..fir.. 1-4drolm-yv NN=atev Resource Invelltovy .-kvcas (WRIA *'7 J,()WV1-7aflijljjj. The Yakima City area receives an average annual total of 8.29 inches precipitation with the wettest time of year being from November to March (USDA, 1985). Three permanent streams are located on YKM property: Bachelor Creek-, Spring Creek and Wide Hollow Creek., and a permanent irrigation ditch., Carpenter Ditch. A fish hatchery was located on Spring Creek, a tributary of Bachelor Creek-, southeast of Runway 9/27. The portion of the hatchery above the ground surface has been removed. However, the weir (still located on site) remains an impediment to fish movement. In order to get upstream, fish have to pass through a weir box, small waterfall, and debris screen (which may be large enough to allow minnows/juvenile fish through). Flood irrigation is practiced in the vicinity of the weir. The irrigation ditch., Carpenter Ditch., diverts water from Spring Creek before it reaches Bachelor Creek. Water from the ditch provides irrigation water. The ditch berms are not well maintained and water leakage has created wetland like condition-, within these riparian corridors. D eek Bachelor Creek originates approximately 14.75 miles west of YKNI. It transits within YKNI from a start point near the southwest corner of the intersections of South 36th Avenue and Ablanurn Road. In general, Bachelor Creek runs westerly to easterly, passing through the middle of YK'-,\I,, south of Runway 4/22. The Creek crosses under the former footprint of South 16th Avenue and the paved perimeter road and continues east to merge with Carpenter Ditch- an irrigation ditch and associated wetlands. Bachelor Creek crosses tinder the existing South 1.6th Avenue before meandering southeast approximately 1.5 miles under Alitanurn Road to converge with AhtanUM Creek (a tributary of the Yakima River). The Type 2 Creek requires a 25 -foot buffer minimum and 75 -foot buffer maximum from its delineated ordinary high water mark (01-11AINI) within YKM boundaries. I -Vide ilollwv Creek Wide Hollow Creek originates approximately 15 miles west of YKM. It transits within YKM for approximately LOOO lineal feet near the northeast portion of YKM. From a start point near the intersections of South 16th -Avenue and West Washington on Avenue, Wide Hollow Creek meanders through a vegetated channel tinder an access road for Cub Crafters and before exiting YKXI tinder the recently improved South l6tliAventie. Wide Hollow Creek is a tributary of the Yakima River. The Type 2 Creek requires a 25 -foot buffer minimum and 75 -foot buffer maximum from its delineated OHWM within YKM boundaries. SpIring Ereek Spring Creek originates approximately 2.000 feet west of West Washington Avenue in two separate channels. These two channels merge near an agriculture field at West Washington Avenue. The creek crosses under )Vest Washington Avenue into YKM and meanders out of, and back into the airport nearthe intersections of Spring Creek Road and South 36th Avenue. This isalocation ofan existing mitigation area for the Runway 27 Safety Area Improvement Project (Widener and Associates September 2008). The creek continues in a partially channelized, partially vegetated, meandering ditch., tinder Runway 4 and further easterly towards the former South 16th Avenue footprint, towards the weir and former hatchery location, east of the perimeter road. Spring Creek becomes the Carpenter Irrigation Ditch at this location., regulating flows between the ditch and Bachelor Creek. Spring Creek a Type 3 stream (mid associated wetlands) flows west to east and through YKM within both the City of Yakima and Yakima County boundaries. It requires a minimum 25 -foot and maximum 50 -foot buffer from the delineated OIIWM. Mz Ca rl", ell tel-LF)jl- - 1 1, it .1 ?-LAI j - Carpenter Irrigation Ditch provides irrigation water to surrounding fields. Waters from. the. ditch exit airport property as Bachelor Creek., flowing tinder South 16th Avenue. This ditch is considered waters of the United States within YKM. and is jurisdictional under United States Army Corps of Engineers (Title 33 CFR). Floodplains are defined by Executive Order 11988, Floodplain Management, as those areas with a one percent chance of flooding in any given year, or once in every 100 years. Examination of Federal Flood Insurance Maps, have revealed the existence of 100 year floodplains north of, within, cast of, and west of YKM associated with the meanderings of Bachelor and Spring Creeks. Included in this floodplain area is the south end of Taxiway C and a small part of the proposed extension to Runway end 27 as indicated in the previous master plan. Figure 2-16 represents the floodplains as identified by Yakima County in 2011. Emma= The US Army Corps of Engineers and the US Environmental Protection Agency (EPA) jointly define wetlands as follows: Those areas that are inundated or saturated by surface or ground water at a frequency and duration sufficient to support, and under normal circumstances do support., a prevalence of vegetation typically adapted for life in saturated soil conditions. Wetlands generally include swamps., marshes, bogs., and similar areas (33 CFR 328.3). If an area is covered with water- for aterfor short durations such that no effect occurs on moist vegetation. it is not considered a wetland, nor are the permanent waters of streams, reservoirs, and deep lakes. From a rec,,ulaton, stand point, the term wetlands is generally used to describe wet areas that may, possess all three essential characteristics for a jurisdictional wetland tinder the Federal Clean Water Act (as defined in the Code of Federal Regulations Part 328.3[b]). These characteristics are: 1.) hydroplivtic vegetation, 2) hydric soils., and 3) wetland hydrology. There are approximately 2,000 named hydric soils in the US that occur in wetlands, these are further identified within The county hydric soils lists, and are used as indicator soils to defect the possible presence of wetlands. Ali examination of soil maps of the airport indicate that soils classified as hydric soils., or which have components that are considered to be hydric soils exist along the stream corridors of Bachelor, Spring and Wide Hollow Creeks, and along Carpenter Irrigation ditch.. a jurisdictional water as determined from the Corps (Widener January 2009). An examination of the National Wetland Inventory Map indicates the presence of wetlands associated with these same creeks and the irrigation ditch system, within and outside of YK'-.%I. Wetlands have also been identified as part of two wetland mitigation sites that are within YKM. One is located at the northwest intersection of West Washington Avenue and South 48th Avenue, and the other is located along Spring Creek near the intersection of South 38th Avenue. Wetlands have been identified within YKTN1 as part of past project analysis, again these wetlands are identified within and along the channels ofthe same creek systems as those mentioned above. There are also wetland mitigation sites that have been identified and delineated as pail ofprojects that have occurred in conjunction with the YKM expansion and improvement prcjects, and road projects in the vicinity of the 'i"KU Fi g k i r e 1`2 -.t - 1`1 o to d jt-) I a i i i s 16.2 Landrell Yakima County used to run a landfill operation on site of the YKIU According to facilities representative Mike Heironimus at the airport, the landfill was formerly- located north of the existing Bachelor Creek and south of the existing Spring Creek. 'nie landfill was capped and shut down approximately in the 1950s. `7 1 .6.3 Win(h nd Weather Weather conditions such as cloud ceiling- visibility, and wind, are significant factors in the operation of an airport. Weather has a direct impact on aircraft flight,, primarily on the equipment needed in the aircraft to navigate to and land at airports, particularly for instrument flight conditions when less than clear weather exists. Accordingly, a weather condition classification system has, been developed. Visual Meteorological Conditions (VMC) occur when visibility is at least three statute miles and the ceiling is a least 1,000 feet above ground level (AGL). Visual Flight Rules (VFR) are in effect under VMC. Instrument Meteorological Conditions (IMC) occur whenever visibility is at least one statute mile but less than three statute miles and/or the ceiling is at least 500 feet but less than 1,000 feet AGL. Instrument Flight Rules (IFR) are in effect under IMC. Poor Visibility and Ceiling (PVC) conditions exist whenever visibility is less than one statute mile and/orthe ceiling is less than 500 feet AGL. At YKM, VMC conditions occur on average 94.61"0 of the time. Therefore, IFR and PVC conditions occur only 5A9 0 of the year. Historical wind and weather data for the airport was obtained from the National Climatic Center for the years 2000 through 2009. It shows that, based on all-weather wind coverage with a 13 -knot crosswind limitation, Runway 9/27 has 98.01% coverage and Runway 4/22 has 96.8390 coverage. I'lie two runways have a combined wind coverage of 99.2690. Winds are calm (0 to 10 knots) an average of 90.390 of the time. This data is presented in Figure 2-17 as an all-weather wind rose and includes calculations for 10.5-, 13-1, 16-,, and 20 -knot crosswind coverage. Under VFR conditions with a 13 -knot crosswind limitation, Runway 9/27 is usable 97.9090 of the time and Runwav 4/22 is usable 96.6690 of the time. Both runways have a combined coverage of 99.2290. -,Aliiids are calm an average of 92.6% of the time. This is shown as a VFR wind rose in Figure 2-18. Under IFR conditions with a 13 -knot crosswind limitation., Runway 9/27 is usable 99.930,0* of the time. Winds are calm an average of 99.890 of the time. This is shown as an IFR wind rose in Figure 2-19. 2-42 .:. Tiligure 27-17: All kk*eathei, V-Vind R;.jse — :* 2-43 All Weather (78,061 observations) CROSSWIND R 04/22 RVVY 09/27 COMBINED 10.5 knots 94.=139+0 96.519,6 98.18% 13 knots 96.83% 98.0140 99.26% 16 knots 99.070; 99.26% 99.79% 20 knots 9931%, 99.8140 99.9700 Source: National Oceanic ai7d,41niospliej-icAdniini,,ztrafiot7, National Chmatic Data Center. Station 727-S] - Yakima, Washington. Period of record: 2000-2009 Tiligure 27-17: All kk*eathei, V-Vind R;.jse — :* 2-43 VFR (73,893 observations) CROSSWINID R 04/22 RVVY 09/27 COMBINED 10.5 knots 94.129,0 96.329,6 98.08% 13 knots 96.66% 97.90% 99.22% 16 knots 99.02% 99.22% 99.78% 20 knots 9930910 99M40 99.970% Source: National Oceanic ai7d,41niospliej-icAdniini,,ztrafiot7, rationalClimatic Data Center. Station 727-S] - Yakima, Washington. Period of record: 2000-2009 Tilgu re A8: 8: N"i si. I a I -F1 igh t 14.111 es ( V II R) ".,* i I I d Rose IFR (3,147 observations) CROSSWIND RWY 04122 RIVVY 09/27 COMBINED 10.5 knots 99.879.6 99.88% 99.92% 13 knots 99.93°0 99.93% 99.95P 0 16 knots 99.97O..0 99.979.6 99.97-6 20 knots 99.9 70,,6 99.97-6 99.97% Source:A'ational Oceanic and-4hitos27ltei'ic.4diniiiivft-afioi?,,N"atioizaI Climatic Data Center. Station 727,81 - Yak-ima, Washington. Period qf record- 2000-2009 Tiligure 27-19: Instrument Flight Rules (III -R.) Rose 2-45 HISTORICAL AIRPORT ACTIVITY .7.1 Cornniercial Airlinc- Service Area The Yakima Air Terminal is one of six commercial service airports serving central Washington. These facilities, listed in Table 2-1.1, compete directly for the same passengers as Y-KX-I. Table 2-11: Coninierchd Service Airports Airport Airport Code city Distance from Yakima Annual Enplaned Passengers Pangbom. Memorial Airport EAT Wenatchee 58 miles N 50,930 Grant County International Airport MWH Moses Lake 69 miles NE 5,962 Tri -Cities Airport PSC Pasco 'I miles SE 245,036 Seattle -Tacoma International Airport SEA Seattle 112 miles NW 15,219,321 Portland International Airport PDX Portland 126 miles SW 6,449,185 In February of 2010, an air service market analysis was conducted for YKNI entitled "True Market Estimate." This estimated the number of inbound and outbound origin and destination (0/13) air travelers moving to and from the airport's catchment area. The catchment area was defined as that area where YKTvI was the most convenient airport and would be the natural choice for the consumer, were all other factors equal. It includes portions M5 EAT 12 PSC PDX Data Souree: Passenger DeinandAnalysis (.1 -lead & Hunt, Afarch 2005) 1:4:igol-(, 7-2j of Yakima, Lewis, King, and Kittitas Counties with a combined population of approximately 270,700 people. The analysis showed this catch lent area generated 223.792 Origin and Destination (O&D) 2007 through 2008. 2.77.2. General Aviation Service Area It is assumed airports within a 50 -mile radius of YKM compete directly for general aviation activity. As seen in Table 2-12 and Figure 2-21., there are twelve airports within the 50 -mile radius. Few of these., however, have the capability to compete for the corporate aviation sector customers. Six of the airports are privately owned and only Ellensburg's Bower's Field has a runway length capable of accommodating corporate aircraft. The following table summarizes the facilities available at each of the airports located within 50 miles of YKM. Table 2... 12. Regiona.1 Airports Airport Location Longest Runway Approach Vagabond Army Heliport 8 miles NE 1 -NIA NA Desert Aire 32 miles E 3,665 visual Christenson Brothers (pvt) 37 miles NE 1506 Visual Mattawa (p -%7t) 42 miles NE 2,600 Visual McMahan (pvt) IS miles SE 2,()0() turf Visual Sunnyside Municipal 321 miles SE 3,423 visual Prosser 44 miles SE 3,453 Visual Harrah (pit) 12 miles SW 21,650 dirt Visual West Valley (pvt) 11 miles W 2,400 Visual Tieton State 27 miles W 2,509 turf Visual Vantage (pvt) 34 miles NW 2,400 gravel Visual Bowers Field 34 miles N 5,59() Non -Precision Mn Regional Airport Locations /* . . . ........... ...... . ..... ......... . �6 .......... . . . ......... .. .... . . ... ........... \ A . ... . ......... . .. --- - - -- -- .............. .. .. ................ . ...... ........... ................. ..... . ...... .... . . I ..... ........... ........................ . ......... ........ ........ ..... .................... .. ..... ... . . . ... ......... ... I a . .... .. . ............ ... . ......... jo * ........ . ... . . .................. ................. ......... . ..... ...... .. ... ................ .. . ....... ........... .. ..... ... . . . .. .................... . . . ... . ....... . ....... +.... ............................. Regional Airport Locations . . . ........... ...... . ..... ......... . �6 ... . ......... . .. --- - - -- -- .............. .. . ...... .... Regional Airport Locations I lc,, )perations Rat"I 2 7.2.1 Ifistm il ( Airline service at Yakima has been relatively consistent over the past decade with service being primarily back and forth to the Seattle -Tacoma International Airport offered by Horizon Airlines using 35- to 75 -seat aircraft and some unscheduled charter service offering fights to and from 1 Z7.1 destinations associated with the gaming industry (Las Vegas, Reno. Elko, etc.) using 120- to 130- Z� 1� t, seat aircraft. Total passenger levels have ranged from 921.409 in 1997 to a low of 53.155 in 2004. Zn 17� Table 2-13: _Aoi.ogal E-tiplaried Passe_i.igers 1990 th rough 2009 Year Air Carrier Commuter Total 1990 39,022 30,406 69,428 1991 21,140 74,638 95,778 1992 24,710 62,710 87,420 1993 16,8226 62,177 79.003 1994 3,740 71.323 75.063 1995 4,301 80,717 85,018 1996 4,633 86,105 90,738 1997 3,247 89,t62 92,409 1998 2,655 84.617 87.272 1999 1,154 88,003 89.157 20001 1,104 85,266 86,370 12001 1,338 80,544 81,88'2 2002 1,514 57,949 59,463 2003 1,543 55,756 57,299 2004 914 52,241 53,155 2005 1,567 55,752 57,319 2006 1,004 56,116 57,120 2007 1,281 0=1,750 66,031* 2008 1,678 73,034 74312* 2009 =.,224 56,770 58,994 Delta service to Salt Lake Cirri In 2007, eastbound service to Salt Lake City was initiated by Delta Airlines. This resulted in an immediate increase in the number of enplaned passengers by approximately 15,000 per year. When this service was discontinued in 2009 the number of enplaned passengers immediately returned to the same passenger levels that were registered before the service was offered as shown in Table 2-13. Table 2-14 shows the total number of operations recorded at YKM for the period 1990 through 2009. This table reflects the data recorded by the FAA in the TAF. Horizon passengers are included as commuter passengers. As is shown, operation levels experienced relative stability between 1990 and 2001, varying from year to year but holding between 50,000 and 70,000 annual operations. In 2001, a decrease of approximately 5,000 operations was experienced. This number has stabilized since then. Table 2 14- �nnual Ope-ralions. 1990 through 2009 Year Air Carrier Itinerant Operations Air Taxi or General Military Commuter Aviation Total I Local Operations General Military Total Aviation Total Operations 1990 247 15,595 23,0)86 3,861 42,789 21,595 3,174 24,769 67,558 1991 410 19,240 28,930 3.485 52,065 25,368 3,817 29-185 81,250) 1992 676 20,014 30,765 3,083 54,538 22,308 3 (--) 8 - 2,678 24,986 79,524 1993 526 19,750 24,974 3,454 48,704 16,970 2,354 19,324 68.028 1994 672 19,273 28,314 3,463 51,7222 21,704 3,204 24,908 76,630 1995 530 17,993 25,476 2,954 46,953 25,162 2,392 27,554 74.507 1996 290 18,673 24.,620 2.528 46,111 .16,157 1,700 27,857 1 73,968 1997 360 18,556 20,794 2,082 41,792 17,540 2,353 19,993 61,685 1998 317 17,484 17,578 1,435 36,814 16,8223 2,059 18,8821 55.696 1999 354 16,919 18,471 1,809 37,553 16,567 2,188 18,755 1 56-308 2000 553 15,861 21,466 1,854 39,734 18,945 2,147 21.,092 60,826 2001 237 14,485 19,393 1,712 35,827 1 18,264 1,185 19.,449 55,276 2(x)2 341 11,739 19,601 1,617 33,298 16,989 944 17,933 51,231 2003 90 11,635 18,935 932 31,592 15,074 565 15,639 47,231 2004 60 10 , 7522 M,404 905 311,121 16, -�27 - 581 16,808 46.929 2005 96 10,241 18,483 1,1)44 29,864 18,553 971 19,5224 49,388 2006 71 9,911 17,278 1,034 28,294 17,797 838 18,635 1 46,929 2007 59 9.,856 16.,888 925 27,728 19,008 1,222 20,230 1 47,958 2008 1,046 8,751 16,932 945 27,674 20,778 1,012 21,790 49.464 2009 2,596 5,777 17,6-16 1,167 27,1761 20),845 1,080 21,9251 49,1(-)1 Source: F.14 T4F 2-50 .:. 1.8 EXISTING AIRPORT/COAIMUNITY LAND USE CO-111NIPATIBILITY PLANNING 2.8.1 N-N,'SDO'I'— Airport an L'se Compatibility Progrl'Im In 1996, the Washington State Legislature amended the Growth Management Act (GINIA) that requires cities and counties to protect airports from incompatible development. Senate Bill 6422 was codified to RCW 35.63.250, 35A.63.270, 36.70.547 and 36.70A.510. These provisions apply to GMA and Non-GMA jurisdictions (town., city and county) within Washington State. RCW 36.70A GMA requires that within a comprehensive plan., maps, descriptive text covering objectives., principals and standards, and inventory of air, water, and ground transportation facilities are to be included. Cities or counties must take legislative action to review and revise, as needed, their comprehensive plan. Since airports are considered essential public facilities (EPF), local jurisdictions are not allowed to prohibit the siting, expansion or continuation of an EPK Eiidiancing applicable mitigation measures is an allowable action under the GMA. RCW 36.70.547, 36.70A.510, 35A.63.270_ and 35.60.250 were adopted in 1996. Cities and counties must protect airport facilities through zoning regulations. Incompatible development is prohibited. Plans may not be adopted until formal consultation with airport owners, GA pilots, ports., and the WSDOT Aviation Division. Comprehensive plans must be filed with WSDOT aviation. WSDOT recommends three areas be considered when developing comprehensive plans: building/structure heights-, noise (over -flight noise 65 dbI or greater)-, and.. safety (hazardous material). Airport master plans., layout plans, airport documents- aircraft/pilot characteristics- and airport operations should all be considered. `71 .8.2 City 'ttrid Clountv Ordinances The Yakima County and the City of Yakima zoning ordinances are closely outlined regarding airports and airport facilities. Both mandate that laud -use around existing and future airports must be compatible with airport functions. 'The height of new and existing buildings is limited to the proximity of the imaginary surfaces designated by FAR Part 77 and the relative proximity to the ends and sides ofthe runway (500 ft. and 100 ft. respectively). Height limitations may be ignored if the FAA has not deemed the penetration to be a hazard to airspace and the reviewing official in conjunction with WSDOT or the airport manager deem it as a non -hazard. The applicable parts of the ordinances are included in Appendix E to this master plan. 2-51 1.8.3 Airport Safety Overhay 'Ihe Airport Safety Overlay (ASO), as prescribed by the City of Yakima. states that all buildings, structures., use, or trees that penetrate a FAA designated imaginary surface constitutes an obstruction within the ASO. All aforementioned objects must conform to the requirements found within chapter 15.30 sections .030 thru .080. Most notably, height requirements limit buildings to 35 ft., or, if greater than 35 ft., determination that it will not penetrate approach, transitional, horizontal, conical, or plarined approaches defined in FAR Part 77. 2-52 — 3 F 0 11 E CA S'**I**' V I VIA 0 N 3. *1 1 N TR 0 1) IJ CA" 10 N This section of the master plan presents forecasts of future aviation activity at the Yakima Air Terininal/McAllister Field (Ix -KIVI). These forecasts are a key step in the airport planning process and provide the basis for: Determining the airport's role in the aviation system; -tir a Determining the improvements to the airfield, terminal facilities, apron areas, and airside/landside access circulation and parking facilities needed to accommodate gro-,Arth in demand, Estimating the potential environmental effects, such as noise and air quality, of the airport's operation on the surrounding community- and, Evaluating the financial feasibility of alternative airport development proposals. 3-1 The nature and scope of aviation demand forecasts vary from airport to airport h on depending the g facility's role and level of activity. For YKK the forecasts address the following elements: Commercial Nctivity NREMEMIEM= Commercial aircraft fleet Total annual commercial service operations T;ixi Activity Annual air cargo operations Annual air taxi operations General Aviation Activity Total number of based aircraft Based aircraft fleet mix Annual general aviation operations Local and itinerant operations N-fifitary Activity Operational Chm-acteristics Annual instrument operations Key steps In the aviation demand forecast process defined in Advisory Circular 1 -50/5070-613 "Airport Master Plans" include the following: • Identify aviation activity parameters and measures to forecast, • Collect and review previous airport forecasts, • Gather additional data as needed to forecast aviation activity parameters, • Apply forecast methods and evaluate results,- and, • Compare the results with the Federal Aviation Administration (FAA) Terminal Area Forecast (TAF). Peak period forecasts for peak month, design day, and design hour Critical Aircraft and Operations Activity T.411" Ca inparisim UN 3.2 SUMNIARY OF FORECASTS FOR YKM Development of forecasts of future activity forecasts for YKM followed the process described by FAA and included in Advisory Circular (AC) 150/5070-613 "Airport Master Plans." Details of historical information., assumptions, and decisions regarding these forecasts are contained in the following section. The following is a summary of the forecasting results. 1. The growth in enplaned passengers will continue to be influenced by competing service at both the Tri -Cities and Seattle -`Tacoma International Airports until additional destinations are added to the Yakima schedule. Efforts by the City of Yakima, Yakima County and other local supporters, such as the Chamber of Commerce and the Yakima Valley Development Agency have successfully attracted Seaport Airlines., which will offered six daily flights to Portland International Airport {PD1) and Paligborn Memorial Airport in Wenatchee from March 2012 to December 2012. 2. Commercial service growth will continue with growth rates driven by passenger levels, decisions regarding new destinations, and airline profitability. Adding additional flights will depend on whether the airline is attaining satisfactory load factors on existing flights. In other words.. the aircraft operating at YKM will need to depart with profitable load factors before adding flights. Since it is likely that service will continue to be offered on 75- to 100 -passenger aircraft, such as the Bombardier Q-400 currently being used by Alaska Airlines or a similarly sized regional jet, this translates to an average of 80 percent loads or 60 to 80 passengers per departure. 3. Air cargol'air taxi operations consist primarily of air cargo flights by the three carriers offering service to YKM using small turboprop aircraft such as the Cessna Caravan., Embraer 120., or Cessna 340. The remaining are non-scheduled air taxi flights. The cargo service will continue to expand as the population in the Yakima Valley continues to grow. This service will continue to be dominated by small "feeder" aircraft operating from YKM to the carriers' bases at Boeing Field, Spokane or Seattle -Tacoma International. 4. The general aviation community in YKM is healthy and active and these forecasts show a continued growth over the 20 -year period. While this growth is not "spectacular," it is assumed the business aviation sector will remain active and that business related operations will increase in the fixture. Sport aviation and private flights in small piston aircraft will also remain active at YKM. 3-3 5. Military operations at YKM consist primarily of training on the Instrument L"Inding System (ILS). Future use by the military is unpredictable, but this forecast assumes the military will continue to use the airport as it has in the past. 6. The number of aircraft based at YKM will continue to grow as the aircraft owners who increasingly use their aircraft for business purposes seek the services offered at YKNI and take advantage of the good flying conditions in the valley. Table 3-1 shows the anticipated growth in activity levels forecast for YKNI. The remainder of this chapter provides details of the development of these forecasts. Table 3 1< Forecast Summa ry Actual 2010 Enplaned Passengers 58,994 Operations 122,995 Commercial 2,190 Air Cargo/Air Taxi 5,777 General Aviation 38,481 Military 4,040 Total Operations 50,488 Based Aircraft 162 Som-ce: 4chial -,4iiportRecords Forecast - URS Forecast 2015 2020 2025 2030 65.334 75,50)8 96,370 122,995 2,'85 27483 2,983 3,596 6,222 6.701 7,219 7,778 40,130 42,132 44,287 46,651 4,040 4,040 4,040 4,040 5]1,677 55,357 58,529 62,065 175 185 196 208 3.3 FORECASTING PROCTSS The process used to develop aviation demand forecasts is the same., regardless of the type or size of the airport. Key steps in the process defined in Advisory Circular 150/5070-613 "Airport Master Plans- include the following: Identify aviation activity parameters and measures to forecast, Collect and review previous airport forecasts', Gather additional data as needed to forecast aviation activity parameters, Select forecast methods to include-, HE Apply ply forecast methods and evaluate results-, and, Compare the results with the Federal Aviation Administration (FAA) Tenninal Area Forecast (TAF). Subsequent sections of this chapter provide the background information oil how the forecasts were developed. Forecasts have been prepared for periods ending 5-, 10-, and 20 -years from the base year of the forecast (year 2010). Peak period forecasts were also prepared for the peak month., design day, and design hour of each period. 4 3.4 F 0 R E C A ST 0 F C 0 M M E R (A A I, A CTI V ITY 3.4.1 Backgroundand Trends 'I'lie FAA develops annual forecasts of commercial passenger activity. The most recent is the FAA Aerospace Forecasts, Fiscal Years 2009-2025. The FAA continues to forecast long term aviation growth despite global economic conditions. Since 2000, American airlines have dealt with the impacts of 9/11, heightened concerns about pandemics, the bankruptcy of four network. carriers (five with the recent filing by American Airlines), record high fuel prices., and the most serious economic downturn since the Great Depression. In spite of these challenges, the number of passengers traveling continues to grow., demonstrating the value of air transportation to the public. In last year's forecast, the FAA predicted the American commercial aviation industry would carry one billion passengers by 2023. Air traffic will not rise to prior forecast levels even when the economy recovers because of the absence of significant price cuts in the near term. Following previous downturns (e.g. the recessions in 1991 and 2001) carriers stimulated passenger demand by reducing fares sharply. The industry's response to the current economic downturn is to better match capacity (the number of seats) with demand (passengers) by modestly cutting fares and dramatically reducing seat capacity. According to FAA publications, there is no current evidence of petit -tip demand, therefore it is not anticipated that a return to previously forecasted passenger levels will occur, even after an economic recovery takes hold. 3. 4.2 Local Input On October 13, 2011, workshops were conducted in Yakima to identify local factors likely to influence aviation demand at YKM in both the short and long term. Participating in the workshops were the Master Plan Teclinical Advisory Committee (TAC) and the Citizen's and Agency Advisory Committee (CAC). 'I'lic purpose of the meetings was to gather information 3-5 about current activity at YKNVI and explore explanations for the situation and identify possible ways to optimize future service at YKNI. During these meetings and discussions that followed the opinion was expressed that travelers from Yakima generally chose between three airports when planning a trip Yakima Air Terminal (YKM), Tri -Cities Airport (PSC) in Pasco or Seattle -Tacoma International Airport (SEA). Both committees cited the following opinions as being important considerations when preparing the forecast of aviation demand: Aure of business travelers and families Passengers flying to and from 'YKM are a nux taking casual trips. The distance from YKM to SEA is approximately 120 miles or 2.5 hours driving time. During winter months this trip, which must traverse the Cascade Mountain range, is particularly difficult mid unpredictable. Most YK'XI passengers look for a direct flight not requiring a long layover at SEA. Layover times at SEA can be long because there are only three flights per day to or from Yakima. This fact limits use of the current service. Schedule, cost., and convenience are the three factors that influence the local traveler's choice of airports. The general perception is that it is cheaper to drive to Pasco than to Seattle results in more passengers "leaking" to Pasco than to Seattle. The reintroduction of eastbound flights, such as Delta service to Salt Lake City, would attract more passengers. In fact while this service was available in 2007 and 2008, passenger levels jumped by almost 15,700 enplanements per year. The shuttle bus service to and from SEA carries close to 400 people per month. Some of these shuttle passengers could become airline passengers if service improvements were made. Improving the ambiance of the passenger terminal could help attract more passengers. There is currently no restaurant or bar where passengers can wait for their flights. There is an overall need to bring more development and improve the overall attractiveness of the terminal to encourage additional passengers to use the airport. Improved marketing of the local airline service is important to attract new passengers. If the public is educated about how it can be cheaper to fly out of YKM than to drive to Seattle.. they will be more likely to use the local service. KM The introduction of a second airline often drives fare prices down and increases passenger levels. This was demonstrated at YKM during 2007 and 2008 when Delta's eastbound service was being offered. Walla Walla's wine tourism has increased passenger activity at the Walla Walla Regional Airport. The Yakima region could implement similar wine tasting tours and elevate the region's presence in this market. Regional commercial mid industrial growth will increase passenger and operations levels. The reliability of the air carrier service is very important to the city. Return flights from Seattle are unpredictable during the winter due to delays caused by weather. This lessens the overall reliability of the service and leads to less use by travelers. Driving over the mountain passes can be difficult during the winter, so passengers need better service. C.. When SEA is fogged in. Portland usually is not. This is a good reason to diversify y the number of destinations from YKM. The biggest factor in deciding whether to fly out of YKM is the cost of flying versus the cost of driving. It is often perceived as less expensive to drive to Seattle than to fly from Yakima. Generally if you are connecting with a flight and travelling beyond SEA the price difference is not as great. More and more passengers are driving to PSC to fly because the service is better. cheaper and more reliable. When ticket price is used as the primary online search factor tickets from YKNI are listed last below the airports in Pasco and Wenatchee (and in one case Moses Lake). Make flights available to destinations other than Seattle (e.g., Portland, Spokane, or Boise). In the past airlines at YKM flew to Portland and Boise, but airlines need to be confident flights will be fill] and profitable before considering reintroducing them. Z�l Airline service at YKM has been relatively consistent over the past decade. Service has been primarily back and forth to SEA offered by Horizon Airlines using 35- to 75 -seat aircraft and some unscheduled charter service offering flights to destinations associated with the gaming industry (Las Vegas., Reno, Elko., etc.) using 1.20- to 1.30 -seat aircraft. Total passenger levels have ranged from 89,,463 in 1999 to a low of 53,15-5 in 2004. Table 3-2 shows the number of passengers enplaned at YKM from 1990 through 2009. These show that although passenger levels fluctuated year by year there was overall growth from 1990 through 2001. With the tragedy of 9/11 and the resulting changes in the air tratisportatioii business,, passenger levels 3-7 dropped from 81,882 in 2001 to 59,.463 in 2002 (a nearly 30 -percent decline). In 2007, Delta Airlines added service from YKM to its hub in Salt Lake City under a community sponsored ticket guarantee program. With the initiation of this service, passenger volumes grew by 15 percent from 2006 to 2007 and close to 14 percent from 2007 to 2008. In 2008 the air service grant expired and Delta cancelled their flights at YKN4. The result was a decrease of 15,700 enplaned passengers in 2009. Tabic 3--2: Histot-ic-ld Euplajwd Pak,*seup,t,i- Levels Source: FA4 Termjnal,4reaForecast KW Euplanements YearPercent Air Taxi and Change Air Carrier Total Commuter 1990 39,()22 30,406 0,428 1991 2 1, 140 74,638 95,778 37.95% 1992 24,710 62,710 87,420 -8.73% 1993 16,826 62,177 79,003 -9.63% 1994 3.740 71,323 75,063 499° 6 1995 4,301 80,717 85,018 1126% 1996 4.633 86,105 90,738 6.73% 1997 3,247 89,162 922,409 1.84% 1998 2,655 84,617 87,272 -5.56°0 1999 1,154 88,003 89,157 2.16°x0 2000 1,104 85,266 86,370 -3.13% 2001 1,338 80,544 81,882 -5.200,0' 2002 1,514 57,949 59,463 -27.38% 2003 1.,543 55,756 57,299 -3,64% 2004 914 52,241 53,155 -7.23%' 2005 1,567 55,752 57,319 7,83% 2006 L004 56,116 57,120 -0,3500 2007 1,281 64,750 66,031 15.600,0 12008 1,678 73,034 74,712 13.1,3% 2009 2;224 56,770 58,994 -2L04% Source: FA4 Termjnal,4reaForecast KW 3.4.3 Forecast of Enphaned. Passentgers A variety of forecasting methods for air carrier passengers and activity were tested for relevance at YKM. The three most common forecasting approaches examined (regression analysis: time - series., and market share), share the shortcoming that they assume relationships that existed in the past will continue unchanged into the future. Consequently, they do not allow for the effects of more aggressive marketing, increased service levels., or other changes independent of past indicators but key to YKM capturing a higher percentage of the passengers from their catchment area currently leaking to PSC or SEA. Similarly, these methods do not pennit the analysis of the impact of point -iii -time activity changes such as the introduction of the new eastbound service by Delta in 2007. These factors are a vital component of understanding YKM's historical growth patterns. To counter this weakness., the second phase of forecasting involves a judgmental analysis. During this phase, decisions are made regarding the growth projections resulting from the analyses of each demand element. These decisions require that a number of intangible factors.- such as policy and objective changes., be considered. The forecast team adds these elements to the process using experience at other airports., industry trends. knowledge of the aviation Community, and information gathered from airport users and passengers. 3.4.3.1 Reoression Aroalvses Regression analysis bases projections of an aviation demand element (the dependent variable) on one or more outside indicators.. such as population or other socioeconomic factors (the independent variables). Historical values for both the dependent and the independent variables are tested using correlation analyses to determine whether a relationship exists between the variables. If it is determined there is a relationship, it can be used to project future aviation activity levels assuming a continuation of the relationship into the future. This method requires the use of forecasts of the independent variables as prepared by others. A regression model was prepared for this forecast comparing enplanements at YKNI to Yakima County population as forecast by the Washington Office of Financial Management. This resulted in low growth rates over the 20 -year forecast period with total enplaned passenger levels gradually growing by 15,718. Although this appears to be a low expectation., the model is included for consideration in the development of the forecast. 3-9 .4 .2 1*11me Series Analysis A time series analysis is the simplest and most widely used of forecasting tecl-iniques. The time - series analysis is a basic regression analysis fitting growth curves to historical data and using past groMli rates to forecast future activity levels. The time series analysis assumes that, although short-term perturbations may occur from time to time., a consistent overall trend can be identified over an extended period of time. The forecast from the time series analyses for this plan was not used since the correlation between year and passengers was not only weak-, but also negative (-0.647). This projection was rejected because the conditions that influenced past activity 0111; the high cost of fuel-, general recessionary conditions, and, airline retrenclurtent) were unlikely to be repeated in the future in the same manner. Therefore., these numbers are not presented in this forecast. 3.4.3.3 Market Share Analyses Market share analysis techniques involve a review of the historical activity levels at the airport compared to those for a larger market. The comparison is used to deten-nine what share of the larger market area is concentrated at YKNI. This share can then be compared to forecasts prepared for the larger market by the FAA to determine likely future activity levels at YKM. Market share models tested in this analysis included: A comparison of YK-%l enplanements as a percentage of total U.S. enplanement levels as forecast by FAA in the TAF, A comparison of YKM enplanements as a percentage of the enplanements for the FAA Northwest Mountain Region (Washington.. Oregon, Idaho, Montana, Wyoming, Utah and Colorado) enplanements-. and, A comparison of YKM enplanements as a percentage of the total enplanements for all commercial service airports in Washington State. The two variations of the market share analysis tested included determining YKM "s average market share over the past ten years (average market share) and the most recent (2009) share (static market share) extended into the future. These market share analyses are included in the forecast for further consideration. The underlying assumption is that the FAA's overall passenger market projections reflect realistic growth rates and that YKM can be expected to at least retain its demonstrated share of that market. 3-10 — Table 3-3 shows the results of the market analyses conducted for YKM using the average market share results in a higher forecast than the static share recorded in 2009. This difference reflects the fact that a single year's data is never as good a predictor of the future as is data from multiple years. In this case information dating back to 1990 reflects passenger levels when there were more daily flights than at present and periods when there were flights to several destinations. However., the average also gives weight to the previous years when national and regional economic and market conditions were vastly different than they are today. Given this, projections based on a static share over the 20 -year historical period represent a conservative estimate of the growth at YKM. Table 3...3x Etiplaued Passengers Forecasts Based oi-i --Nfiarket Share 2009 2015 2020 2025 2030 Share of U.S. Market Static 58,994 74,514 85,147 97,421 111,614 Average 58,994 192,818 221,673 255-317 294,757 Share Of Northwest Region Static 58,994 69.586 80,387 92,959 11--)7,670 Average 58,994 61,137 87,790 145,858 170,479 Share of Washington State Static 58,994 74,598 85,147 97,362 111,456 Average 58,994 139,192 159,686 181,152 2(-)7,079 Source: URS '-' Potei tial lark -i -1 et Anahvsis .3 43. 4 In February of 2010,.an air service market analysis was conducted for YKM entitled "True Market Estimate." This report identified the catchment area for YKXI as consisting of portions of Yakima., Lewis., King, and Kittitas Counties with a combined population of approximately 270,700 people. The analysis showed this catchment area generated 223,792 Origin and Destination (O&D) 2007 through 2008. These passengers.. of course., do not currently all use YKM at the present time. using the estimate of the size of the potential market from the air service report as a base and forecasting increases in passengers at the same rate as the growth in population for the catchment area as forecast by the State of Washington results in the identification of a potential future market of 377,679 enplaned passengers by 2030. K" 3.4.4 Summary of Enplaind Passenger Projections The projections prepared for this forecast all reflect growth over the next 20 years ranging from a conservative level of 15,757 additional passengers by 2030 if the only factor influencing growth is the rate of population growth to a high of 377,679 if the entire potential market is captured. The range of projections for passenger growth are shown in Table 3-4. I'MAe 3-4: Sununary td, Proiectiow, and prelerr(A Forecast of F"nl)laned passenuers 377,679 294,757 151,071 3-12 u. 2010 j 2015 2020 2025 .2025 U.S. Share Regional Share WA State Share Population Potential Year Growth Market Static Average Static Average Static Average 2010 58,994 58,994 58,994 58,994 58,994 58,994 58,994 298.,066 2015 63,975 74,514 192,818 69,586 61,137 74,598 139,192 323,230 2020 67,806 85,147 221,673 80,387 87,790 85,166 158,686 342-587 21025 71,476 97.,421 255,317 92,959 145,858 97,362 181.,152 361,133 2030 74,751 111,614 294,757 107,670 170,479 111,456 207,079 3 7 7,6 79 377,679 294,757 151,071 3-12 u. 2010 j 2015 2020 2025 .2025 The forecast approved for use in the master plan represents a vision for the airport that is expressed as follows, 1. For the short-term (0 to 5 years) there will be moderate growth. The assumption is that the airport's share of the national, regional and statewide markets will remain static. This implies that the people from the Yakima area who fly will continue to choose the airport they currently use with the majority opting to avail themselves of the service at Tri -Cities Airport (PSC) or Seattle -"Tacoma International Airport (SEA) rather than that at 'YKM. Further implied is that the service levels at YKNI will not change. Under these assumptions annual growth of passengers was forecast to be approximately 2.09"6 per year. 2. In the intermediate time range (6 to 10 years) growth at 'YKM is expected to continue at a moderate pace of about 30 o per year. However, during this period it was assumed that the first step in service improvement would occur such as a new flight to a new location. 3. For the long term forecast (I I to 20 years) it was assumed that actions by airport management and the community economic development agencies would result in service improvements that would alter the current passenger distribution paradigm resulting in an increasing percentage of the local passenger market opting to use YKM instead of driving to PSC or SEA. During this time period passenger levels could grow at a rate of 5% per year. The primary assumption in this time franc is that new airline(s) would begin service to Yakima to locations that are not currently served. In assessing this forecast it is important to identify the number of assumed circumstances that have been used in making forecasts and identify the ways that changes in these assumptions could result in markedly different activity levels. In this analysis the following need to be considered. New service to new locations could be oftered at any time. This would impact the forecast in two ways. First, an immediate growth in passenger levels would be experienced. Second the successful introduction of such service would lead to the "reclaiming" of portions of the potential market that currently goes elsewhere. YKNI could continue in its current state with single airline service to a single market. Under this scenario growth would likely be steady but unspectacular. This growth would be driven almost solely by the growth in local population levels. Without service increases there would be no market capture from PSC or SEA. Due to a change in operating or service philosophy, Alaska Airlines could reduce service to YKM, or cease service altogether. Decreasing service will result in a loss of market MN share over the long run with minimal annual growth rates. If service is discontinued the results would be catastrophic. To assure that the forecasts presented herein are useful for long range plaiming, the preferred forecast is presented with two contrasting scenarios designed to represent the range Of future possibilities for YKM. These are described as follows. Low Growth: This forecast assumes that the City's efforts to attract new service are not successful and the population of the region does not increase at the rates projected by the State. The forecast is based on passengers growing at t.2 the annual percentage projected by the State for population growth. Status Quo: This forecast is based solely on the rate of population growth in Yakima County as forecast by Washington State. The forecast assumes that there will be no successful new service initiatives that attract a larger share of the potential passenger market. The majority of passengers will continue to use PSC and SEA. Preferred Forecast: The assumed conditions here are that the City and community's efforts to attract new service are successful over time. The forecast assumes that these service improvements will occur sometime in the intermediate- to long-term period. However they could occur at any time. The three forecast scenarios are shown in the following Table 3-5. The numbers shown represent the range of possibilities for future passenger levels for future planning purposes. For determining facility requirements the high growth forecast will be used. Financial planning will examine the range of forecasts. 3-14 — Table .3-5: Rauge of EInplaned Passenger Forecast High Growth Status Quo Low Growth Preferred Forecast Growth Annual Year Passengers Passengers 2010 58,994 2011 61,775 2012 64,556 21013 67,337 2014 70,118 2015 72,899 22016 75,033 21017 77,166 2018 79300 2019 81,433 2020 81,567 2021 90,,738 2022 9T908 2023 105,079 2024 112,249 2025 119,4211 2026 1215,750 2027 1321,0811 2028 138,411 2029 144,741 2030 151,(:171 Growth Annual Rate Passengers 58.,994 4.71 % 59,990 4.504O 00.986 431% 61.983 4.1340 62,979 3.97°'0 63,975 1934'o 64,741 2.84% 65-507 2.769,6 66,274 2.69% 67.040 2.6290 67,906 &58% 68,540 790% 69,274 732°0 70,1)0)8 6.82% 70,742 6.39% 71,476 5.3(-P,6 72,1:31 5.03 46 72.786 4,799.'0 73.441 4.5740 74,096 4.374.6 74,751 Growth Annual Rate Passengers 58,994 1.6906 59,492 1.66° b 59,986 1.6346 60,476 1.61% 60,9621 1.58% 61,444 1.21140 61,812 1.18% 62,178 1.17°6 62,541 1.16°6 62,903 1.14°,o 63,262 I ,()S° 6 63,605 1.07% 63,945 1.060,b 64,2284 1.0540 64,621 1.(W b 64,956 0.92° b 65,254 0.914b 65,550 09 -p -lb 65,845 0.89().b 66,139 OM% 66,431 Growth Annual Rate Passengers 58,994 0.844'060,174 0.83% 61,377 0.820,6 62,605 0. W`0 63,857 0.7946 65,134 0.60% 67,088 0.59% 69,101 1158% 71.I74 ().58% 73.309 0.57% 75,508 004% 79.,284 0.54°0 83,248 0.53% 87,410 0.5246 91.,781 0.52% 96-370 0.46% 101..188 0.45% 106,248 0.454xo 111,560 0.454,-6 117,138 0.44% 12.995 Growth Rate ,).o(-)9,6 1.00% 2,0000 2.00% 2.11014'6 100%' 3.009 ,6 3.W -'O 3.00% IOMI'O' 5.00% 5,oO% 5.001° 0 5.0000 5.00% 5. 11014.6 5.00° 5.(-)()9,0 3-15 3.4.5 Forecasts by Others Since the development of the previous master plan two independent forecasts of enplaned passengers have been prepared for YKM. The first of these is the TAF previously cited, and the second is the Washington State Department of Transportation, Aviation Division Long-range Air Transportation System Plan (LATS). Both these forecasts employed top-down modeling with a forecast prepared for a larger entity (U.S. or State) with the totals disaggregated to individual airports. The weakness in this methodology is it gives no consideration to the specific circumstances driving activity at individual airports and encourages the adoption of a stagnant forecast. As can be seen in Table 3-6 the TAF forecasts do not reflect the fact the airport will maintain a constant share of an expanding market. The TAF assumes YKM will lose ground in the marketplace, dropping below a static share of any of the markets studied in the TAF. fable 3 6: Prefer -red EcIrecast Coinpared ii4th TAY and LAX` S Year FAA TAF WSDOT LATS Preferred Forecast 2010 58,994 58,994 58.,994 2015 61,598 9(),1(-)(- 65334 2020 66,166 95,300 75, 508 2025 71,0�9_) D-0900 , 9637( 2030 76,367 106,800 1222,095 The state forecast produced under the LATS program shows a slightly more optimistic forecast., but the overall levels are still less than those that would result from the airport merely holding on to its existing share of the larger market areas. 3.4.6'I'ocat Ptissenger Fo.reclIst The preceding section dealt with forecasts of enplaned passengers only. Naturally there will be a complementary number of deplaning passengers at the YKM. Historical records show deplaning passenger levels are roughly equal to those enplaning. This accounts for the fact that most flights are roundtrips. Therefore, this forecast assumes deplaning passenger levels will remain equal to those for enplanements, and the total passengers using YKNI will be twice the enplaned passenger projections. Table 3-7 shows this forecast level for all passengers. 3-16 .:. Tahle 3-7: Forecasts for Total 11a.ssengers Z� Year Enplaned Passengers Total Passengers 2010 58,994 117,988 2015 65,134 130,268 2020 -0 75508 15 7,0 16 2025 96.370 192,740 21030 122,995 245,990 3.4.7 Forecast of Air Carrier Openations Air carrier operations are recorded to include all take -offs and landings of commercial aircraft having a capacity of more than 60 passenger seats. At 'YKM this includes all of the scheduled coniniercial activity. An aircraft operation is defined as a take -off or a landing-, thus, each flight consists of two operations. A direct relationship exists between the number of passenger enplanements and the number of air carrier operations. The average number of passengers on a departing airplane helps determine the frequency of flights and"'or the size of the aircraft being used on a particular route. This relationship is measured using a passenger boarding load factor, expressed as a percentage of seats filled per departing aircraft. When an air carrier consistently has a boarding load factor above 80 percent., it generally chooses to increase the number of flights offered or to use all aircraft with greater seating capacity in serving the route. Given the existing fleet inix and what is known about the plans of the airlines. and the current industry trends in service, it is assumed operations at YKINI will continue to be serviced by regional aircraft such as the Q-400 currently in Horizon service. Regardless of which airline serves the YKM market, this size of airplane has been proven to be reliable and profitable for the carriers in markets where enplaned passenger numbers are tinder 200.,000 and the markets being served are within LOOO miles. Neither condition is likely to change at YKM in the future. The forecast of air carrier operations shown below has been determined from the ratio of passenger enplanements per operation using the following process: Determine the ratio of enplaned passengers to airline departures, - Project changes in the enplaned passenger to departure ratio'. Mb A - LApply projected ratios to the enplaned passenger forecast to determine the number of departures-. and, Double the number of departures to calculate the total operations. Using these average seats per departure numbers. the historical mid assumed passenger load tactors., and the forecast of annual enplaned passengers, the forecast of annual air carrier operations shown in Table 3-8 was developed. Table 3-8: Forecasts of Annual .-kir C'ariier Operations Year Enplaned Passengers Average Seats/Departure Average Load Factor Annual Departures Annual Operations 2010 58,994 76 71% 1,095 2,190 2015 65,134 76 754,0 1,143 2,285 2020 75,508 76 80° 6 1,242 2,484 2025 5 96,370 76 85% 1,492 2,984 2060 122,995 76 90% 1,798 3,596 344.8 Forec4 ast of y011 1 /A it- 1' tax i openations The definition of the commuter/air taxi operational categor- y is somewhat confusing at airports such as YKM. Operations recorded in this category include takeoffs and landings by scheduled coniniercial carriers using aircraft with fewer than 60 seats. This category includes air cargo operations and operations by air taxis on a non-scheduled or for -hire basis. There were 5,777 operations registered in this category during 2009 at YKM which include operations perfornied by the air cargo carriers and a limited number of air taxi operations perfornied by either based or transient aircraft. Historical records show the number of operations in this category has been declining steadily over the past 20 years from a high of 20,014 in 1992 to a low of 5,777 in 2009. Most of this decline can be attributed to the change in the type pe of aircraft operated by the airlines at YKM. In the past they used 30 -passenger turboprops which were recorded in this category but in recent years they changed to 76 -passenger models. Preparing a forecast for this category begins with defining the air cargo activity. There are currently three air cargo carriers flying in and out of Yakima: Z�, Empire Airlhies operates a feeder route for FedEX using the Cessna Caravan 208 aircraft. They have three daily flights from Spokane with departures to other cities in Washington State each morning. Afternoon flights consist of two arrivals tram Spokane, o which then return to Spokane. Anieriffight operates as a feeder service to UPS using the Embraer 120 aircraft. They operate one flight per day arriving from Boeing Field each morning with a departure in the afternoon. A., AeroffiT1 ght operates at YKM using the PA32 or Cessna 340 aircraft. They have a daily flight from Boeing Field with a continuation to Pasco each morning. This route is flown in reverse (Pasco to Yakima to Boeing) each afternoon. These carriers account for 14 air cargo operations each day. Subtracting for the lack of Sunday, service., air cargo accounts for 4,382 annual operations. Air cargo growth is generally dependent on factors related to local growth and is less apt to be influenced by the introduction of new services. In this case the air cargo activity was forecast to grow at the same rate as the growth in overall population in the Yakima region. This is equal to roughly 0.014 percent per year., which produces a moderate increase in annual operations to 5,.741 by 2030 as shown in Table 3-9. The remaininc., 1,395 annual operations fall into the traditional "air taxi" Table 3-9- Foreca,,4 of 0-mil-1141ter/Ah, T*ayi Opp°rations category of non-scheduled flights., generally flown in Year Air Cargo Air Taxi Total Commuterl small aircraft at YKM. Air Taxi Operations The forecast for this 2010 4,3822 1,395 5,777 category was based on the 2015 4,688 1,533 6,222 assumption that growth in 2020 5,016 1,686 6,701 air taxi operations at YKNI 2025 5,366 1.,853 7,219 would be roughly 2030 5.,741 2,037 7.,778 equivalent to the growth in air taxi operations statewide. This forecast made projections based on YKM maintaining its share of the total commuter/air taxi category as forecast for the State of Washington in the TAF. 3.4.9Generld Aviation Operations 3.4.9.1 General Aviation Service Area It is assumed airports within a -SO-mile radius of Yakima compete directly with YKM for general aviation activity. As seen in Table 3-10.. there are twelve such airports. Few of these. however.. MM have the capability to compete for the corporate aviation sector customers since six are privately owned and operated and only Ellensburg's Bowers Field is capable of fully accommodating corporate aircraft. The following table summarizes the facilities available at each of the airports located within 50 miles of YKNI. Uabk� 3-14). Regional General Aviation Airports Airport Location Longest Runway Approach Vagabond Anny Heliport 8 miles NE NA NA Desert Aire 321 miles E 3.,665' Visual Christenson Brothers (pvt) 37 miles 'IN'13 7,506- Visual Mattawa (pvt) 42 miles NE 2,6()(1 Visual McMahan (pvt) 18 mile-, SE 2,000, turf Visual Sunnyside 32 miles SE 3,4^3 Visual Prosser 44 miles SE 3.,453' Visual Harrah (pvt) 12 miles SW 2,650- dirt visual West Valley (pvt) 11 miles W 22,40( Visual Tieton State 27 miles W 2,509' turf Visual Vantage (pvt) 34 miles Nye 2,,4(-)(-)' gravel Visual Bowers Field 34 miles -IN- 5,590' Non -Precision 3,4. *10 Generld M-hation 1'rends There has been an overall decline in general aviation activity over the past decade that reflects the industry's reaction to higher fuel prices and operating costs. These factors, as well as others such as the continued availability of all types of AvGas will continue to exert a negative influence. However, the Aircraft Owners and Pilots Association (AOPA) statistics offer a glimpse into the potential direction the general aviation industry may be moving. For the purposes of this master plan., the scenario assumed for general aviation is as follows: Business aviation will continue to grow and remain an important component of general aviation. The efficiencies provided by air transport and the benefits of business aircraft ownership will help offset higher operating costs. The eventual introduction of new technology such as Very Light Jets (VI,Js) will further support continued growth of business aviation. The number of older technology two- to four -seat aircraft comprising the bulk of the general aviation fleet will decline somewhat over time. Some of these aircraft will be 3-20 replaced by newer technology aircraft and new light sport aircraft. The older aircraft remaining will likely fly fewer hours. However., considering the total cost of ownership and operation, fuel cost alone may not be the determinant whether or not the aircraft remain part of the active general aviation fleet. Over time., there will be a divergence in the general aviation industry with business/corporate flying representing one end of the spectrum., and the sport pilot flying a Light Sport Aircraft under a sport pilot certificate representing a large portion of the private recreational flying at the other end. Over time there will be fewer and fewer of those aircraft hafting historically represented the maiii-stay of the general aviation fleet. The AOPA report further suggests that business /corporate aviation will continue to be the segment that makes the greatest demand oil the airport facilities. 14.11 1.,ocal Factors Given these trends in the national general aviation market, the question is—will based aircraft or general aviation operations at YKNI be affected? During forecast workshops conducted as part of this master plan., several opinions were expressed regarding general aviation at YKNI by aircraft owners., agencies and businesses on or near the airport: Yakima is likely to exceed FAA's growth curve for general aviation because there has been no drop-off in the number of aircraft based at the airport. Westside (Puget Sound Region) growth and congestion could cause spillover to the eastside (i.e.., YKM) as people took for less crowded airspace, cheaper hangars and better flying weather. Small coi -porate flights will increase at YKNI. Thaircraft Cessna 182 is the size of airc companies in Yakima use for business purposes. Improved marketing of the airport will help with growth. YKNI is in a good location with good weather and a high number of days of sunshine. It has unrestricted space (both airside and landside) and the wide runways are preferable to the shorter, narrower runways at other facilities in the region. There is only one full-service fuel vendor in operation at the airport and training aircraft based in YKM currently fly to Sunnyside for cheaper fuel. A facility that could provide automotive gasoline (MoGas) could attract aircraft to YKM. Pullman is the closest airport with MoGas available. M1 Spoil aviation is expected to continue to grow in Yakima since Cub Crafters builds approximately 50 sport aircraft per year at YKNI and provides training, repairs and support services to the owners of these aircraft. At the moment., hangar space is about even (supply/ demand) but the cost to build hangars is going up. There is no waiting list for hangars at YKNI but there is a demand for hangars caused by owners with aircraft that are stored on tie -down aprons wanting to move into an enclosed hangar. 14.12 Genenal Aviation Foreunst With this data as background., forecasts can be produced for general aviation growth at Yakima. In this respect two factors will be examined. The first will be the number and type of aircraft calling YKM home over the next twenty years. The second will be forecasts of operations by general aviation aircraft. 3A 111 Fo recas C of Based Ai rc raft Historical records of the number of aircraft based at YKM since 2000 were examined as part of this master plan. The following graph shows the grov,,th experienced over time. Over the last 1.0 years there has been a steady trend upward at YKM. To forecast the growth in based aircraft at YKNI., various forecast modeling techniques were used. Standard regression analyses were discounted as a viable approach as any model that relies on historical relationships with any independent variable such as population have proven to have low correlation values and therefore are poor forecasting tools. There are, however, several forecasting methods that can be used to generate reliable estimates of future growth in based aircraft. These are: FAA Terminal Area Forecast (TAF): FAA based aircraft forecasts for 2010 through 2030 contained in the Terminal Area Forecasts for YKM were evaluated. Under the FAA TAF model, based aircraft are expected to continue to increase through 2030 when 204 aircraft are expected to be based at the airport. Population Based Growth: Testing the historical relationship between area population and the number of based aircraft resulted in a finding that the relationship between the two, although not very strong historically, did show evidence that area population is a force behind based aircraft. 'I'lierefore, we have produced a forecast of based aircraft using the growth rate the state has produced for population applied to Current based aircraft counts. This projection represents local growth conditions. 3-22 — Market Share Analyses: As with previous forecasts, projections have been made to represent the number of aircraft at YKM that result from the airport maintaining its current share of the growth in the State of Washington and the NW Mountain region as forecast by FAA in the TAF. WSDOT LATS Market Share: Forecasts for the airport prepared under the WSDOT LATS provide another recent comprehensive analysis of regional aviation demand in the YKM service area. WSDOT LATS based aircraft and operations forecasts for the region provided the foundation for market share allocations of activity to YKM. To account for the fact the LATS forecasts were produced using 2006 data as a base, it was decided that while the actual forecast may be dated, applying the growth rate from LATS to the actual 2009 based aircraft number would produce a reliable projection of future growth. WIT61 9N A Table 3-11 shows the results of these projections for based aircraft at%M. In reviewing these and considering the factors discussed in the preceding, it was determined the preferred forecast for based aircraft at 'VKA/I should combine the growth rates used in developing the LATS with the growth expected based solely on area population growth. 'Ihe LATS growth rates included factors reflecting the expectations within the state's aviation system, combined with the DOT's expectations as to how the growth would be distributed within regions of the state and finally to the individual airports while the population based forecast relies solely on the State Office of — :* 3-23 Financial Management's (®FM) projections for growth in Yakima County. This combination results in a forecast of continued growth at YKNM at a rate sustainable and consistent with the national trends discussed in preceding sections as well as reflecting the local factors discussed by the stakeholders. fable .3- 11 - Forecasts for BaNed Ai rcrafi Year TAF Population Growth Share of NVA Share of Region LATS Projection Average/ Preferred 2010 162 162 162 162 162 162 2015 174 176 172 173 179 175 2020 183 188 182 182 189 185 2025 194 201 192 192 199 196 2030 304 215 202 201 218 208 3 4, 1 lhy, 21 Based Aircra-ft Met -Mix The current based aircraft fleet at Yakima consists primarily of small piston -engine aircraft. Eighty-six percent of the based aircraft are single engine and 1.1 percent multi engine. The remaining 3 percent are jet or rotorcraft. It is expected that this fleet will evolve based on changes in the aircraft manufacturing, delivery, and use trends being experienced nationally. Naturally the fleet will continue to be dominated by small private aircraft used as personal or business aircraft. However., the increasing reliance on jet aircraft by the corporate sector in general will be felt in Yakima as the population and economy continues to evolve. The forecast of based aircraft fleet is based on the following: Single-Engine/Piston (SEP): This category includes both traditional single-engine piston aircraft as well as the newer light sport aircraft (LSA). Multi -Engine (1\,IE): 'Ilia multi -engine category is composed of both twin -engine piston and turboprop aircraft. However., the FAA Aerospace Forecasts 2008 to 2025 project multi -engine fixed wing piston powered aircraft to decline at an annual rate of 0.9 percent. Turbojet: This category includes both traditional business/corporate jet aircraft- as well as the very light jets (VLJ). Rotor: The rotor category includes both piston and turbine -powered rotorcraft. 3-24 — The FAA Aerospace Forecasts note that light sport aircraft such as those being manufactured by Cub Crafters at YKM and VLJs are expected to make significant in -roads into the low and high ends of the general aviation fleet through 2025. The reasons for this expectation are that these newer more affordable aircraft will continue to attract the general aviation market in a manner that the older aircraft fleet will not. Although these aircraft do not have their own specific categories in the fleet mix forecasts, it is assumed they will represent an increasing percentage of the aircraft in the SEP and turbojet categories. The based aircraft fleet mix forecast for YKNI uses current data and forecasts changes to the mix based on the overall evolution of general aviation in the United States and the expectations and observations of the airport stakeholders. The fleet mix percentages for YKNI were applied to the based aircraft forecast for the airport. The recommended YKM fleet mix forecast for the benchmark years is presented in Table 3-12 below. !'�ible 3-112: Recommended VKM Fleet Nlix Forl-cast Year Single Engine Piston Multi Engine Piston Turbine Rotor Total % No. % No. % No. % No. % No. 2010 85.29'0 138 11.1% 18 2.5°,'o 4 1.2O-16 2 100.0% 162 2015 85f)9 6 149 1 LW 6 19 '_I& 6 5 1.4% 1 6 175 2020 84,20,-O 156 11.1 Q`O 21 10% 6 L7.*0 3 100.09 .0 185 2025 817% 164 10.9% 21 3.3°6 6 2.1°0 4 100.0% 196 2030 819% 173 10.5% 22 4.1 % 9 2.5% 5 100.0% 208 14. 1-2. 3 General Aviation Operations As with activity indicators at many airports the historical records for general aviation operations exhibit a long term reduction in the total number of operations. From 1997 to the present the number of animal operations have fluctuated but remained relatively stable around the 45,000 to 50.,000 range. Therefore our forecast will need to rely on techniques considering this historical record but do not under estimate the growth rate based on the early years of this same record. Market Share Analyses: For general aviation operations, the share of the market in the State of Washington, the Northwest Mountain Region and the t.Tilited States likely to occur at YKM was reviewed. These shares were calculated using the percentage of the larger market that was experienced at YKM in 2009. 3-25 WSDOT LATS: As discussed before, the WSDOT L,kTS study represents the most recent, comprehensive forecast of aviation activity in the state of Washington. In the study, aviation activity was forecast through 2030 for each region and airport in the State. Under LATS- aircraft operations at YKT%I are anticipated to grow at an annual rate of 1.20'0 through 2015 and then slow to annual growth of I percent per year through 2030. Operations per Based Aircraft: The final forecasting technique used relied on applying a factor for the number of operations per based aircraft to the based aircraft forecast presented in the previous section. This technique is being used as a baseline for comparing the others. Forecasts generated by using operations per based aircraft alone are generally unreliable because the historical patterns are not reliable and the relationship has not proven to be strong. The alternative operations forecasts for YKM are presented in Table 3-13. The exhibit also shows the preferred forecast for general aviation operations. This preferred forecast used an average of all of the projections. Ta 1) 1 e .3 13: Ceneral --kviafloa Operatioas I, csrecast Year TAF State Market Shares Region Nation LATS OPBA Preferred 21010 38,481 38,481 38.481 38,481 38,481 38,481 38,481 2015 39,780 39.832 39,996 38,245 41,336 41,343 40.330 020 41,218 42,2214 42,318 39,633 43,445 43,966 42,132 .025 42,716 44,837 44,844 41,127 45fi61 46,539 44,287 2030 44,279 47,727 47,6123 42,749 47,990 49,538 46,651 Records of general aviation activity at YKM show that., on average., about 55 percent of all operations were transient and 45 percent local. Future levels of local and itinerant activity were forecast using this distribution, as shown in Table 3-14. 3-26 — Table 3-14: 1_.€ recast of General A;;hfflon Local and Itinerant Oper-ations Year Total Transient Local 2010 38,481 21,165 17.,316 2015 40,130 22,E7-2 18,059 2020 4-,13- -3,173 18.,960 -�ol 2. -5 44,287 24,358 19,929 2030 46.651 25,658 20,993 14.13 Milit-Itry Oper.11tions Between 1990 and 2009, total military operations at YKNI averaged 4,040 per year with higher levels occurring in the 1990s. In forecasting future military operations levels, it has been assumed that they would remain a low percentage of total airport activity and would continue to average 4,040 per year. 3.5 PEAKING The facility requirements determination presented in the subsequent section depends., in part., on forecasts of peak future aircraft and passenger activity levels. Peak levels of activity closely correlate with the need for facilities, such as runways, taxiways, aircraft apron and passenger terminal facilities. Three primar- y descriptors are used as indicators of peak aviation activity: C. Peak Month: Defined as that month in the calendar year when the highest overall activity levels occur. The terns "design month" is interchangeable with peak month. Average Day: Defined as the average day within the peak month. This indicator is developed by dividing the peak month activity by 31. Design Hour: Defined as the peak hour within the average day, typically ranging . between 10 and 20 percent of the average day activity. According to FAA Advisory Circular 150/5360-13., design hour operations may reach levels as high as 12 to 20 percent of the average day operations and drop as low as 6.25 percent. It is important to note that neither the average day nor the design hour is the absolute peat. occurring within a given year. By definition., average day activity will be exceeded at least fifteen days during the peak month. Likewise, design hour activity will be exceeded numerous times due to the calculation methodology used. M" Peaking forecasts are prepared to determine the maximum number of passengers needing to u.W. the terminal facilities and the hourly operations demand the runway S-,'StCM. In this regard, we have estimated peak period operations based on the following observations and assumptions: Enplaned Passengers: A peak month: value of 10 percent of total annual enplaned passengers is used to reflect the elevated activity experienced during the peak travel months—typically Ally and August (normal month equals 8 percent of the year). C. Average day: The average day calculation divides the peak month by 31 days to vield an average daily operations figure. Peak hour: The peak- hour calculation is used to determine the maximum number of passengers during the busiest one hour period of the average day. With three daily departures this number will be relatively high as a percentage. The peak hour enplaned passenger forecast is estimated to be 35 percent of average day. Colnuierchd Openations Peak month: Since this category included scheduled service, the peak- month will not fluctuate from the average. For commercial service the peak month will be equal to eight percent of the annual. Average day: The average day calculation divides the peak month by 31 days to yield an average daily operations figure. Peak hour: With three scheduled departures per day, there are two peak hour operations (one take off and one landing). This number will increase as flights are added Nil- Carao,.Air 'I'axi Peak month: Like commercial operations, this category is primarily scheduled activity therefore the peak month has been estimated to remain at eight percent of the year. Average day: The average day calculation divides the peak month levels by 31 days to yield an average daily operations figure. Peak hour: With this category dominated by air cargo., the peak hour will be related to the cargo carrier's daily schedules., which consist of morning arrivals and evening departures. A figure representing half of the operations in the morning is used in the peak calculation. ceneral Aviation Peak month: General aviation activity is assumed to peak during the summertime when the days are longer and the weather suited for training activity. A peaking factor of eleven percent of the total annual operations is used in this analysis. Average day: The average day calculation divides the peak month levels by 31 days to yield an average daily operations figure. Peak hour: Peak hour operations are assumed to occur during the early summer evening periods when general aviation pilots are conducting training activity. During this time levels as high as 25 percent of the average day are expected to occur. Peak month: Since the peak periods for each category are not likely to occur simultaneously, the peaks for total will not consist of the total for the other categories. Total activity levels are assumed to peak during the sunnuertinic with a peaking factor of eleven percent of the total annual operations is used in this analysis. Average day: The average day calculation divides the peak month levels by 31 days to yield an average daily operations figure. C..-ur operations are assumed to occur Peak hour: Like general aviation., total peak ho during the early summer evening periods when general aviation pilots are conducting training activity. During this time levels as high as 25 percent of the average day are expected to occur. The forecast peak period operations for Y are shown in Table 3-15. Rag Ta tile 3-15: 1; orecast of Peak Period Activity Annual Average Day/ Peak Year/Category Peak Month Activity Peak Month Hour Enplaned Passengers 2010 58,994 5,899 190 67 2015 .................... ................................................................... 65,134 6,513 210 74 2020 75,508 7,551 244 85 2025 96�,370 9,637 311 109 2030 122,995 12,300 397 139 Commercial Operations 2010 2,190 175 6 2 2015 2 22 8 5 183 6 2 2020 2,483 199 6 2025 2,983 239 8 3 2030 3.,596 288 23 5 Air Cargo/Air Taxi Operations 2010 5,7777 462 ................... .................................................................... 15 ............ 7 20 15 2 6,222 .498 16 8 2020 6.701 536 17 9 2025 7,219 578 19 9 2030 7.778 622 20 10 General Aviation Operations 2010 38,481 4,233 137 34 2015 40.130 4,41.1 142 36 2020 42,132 1,635 150 37 21025 44,287 4,872 157 39 2030 46,651 5�332 166 41 Military Operations 2010 4..040 444 .................................................................... 14 4 2015 4.,040 444 14 4 2020 4,040 444 ........................ 14 4 2025 4,040 444 14 4 '1030 2 4,040 .444 14 4 Total Operations 2010 50�,488 5�,554 179 45 2015 52.,677 5,794 187 47 2020 55.,3i7 6,089 196 49 2025 5 8, 52 0 6,438 208 52 2030 62,065 6,827 220 55 3-5.1 Total Annual Operations Table 3-16 combines the forecasts of all activity categories determined in the preceding results in a forecast of total annual operations through the year 2030. 'rable 3-16: 11 orecast of Total Annual Opelations 3.6 INSTRUMENT OPERATIONS An instrument operation at an airport is defined as any arrival or departure from an airport by aircraft operating in accordance with an Instrument Flight Rule (IFR) flight plan or with the provision of IFR separation from other aircraft by a ternimal control facility-. or, any contact with the ATCT by aircraft operating under an IFR flight plan. Instrument operations can be conducted at any time, regardless of meteorological conditions. Actual instrument approaches., however., are defined as instrument operation-, conducted during instruineiit meteorological conditions. Instrument meteorological conditions exist when the cloud ceiling is less than 1,000 feet above ground level (AGL) and/or visibility is less than three miles. Instrument approach statistics are normally compiled by an Airport Traffic Control Tower (ATCT). At YKM a three-year record of flight tracking data was obtained from FlightAwarc, an aviation software and data services company based in Houston- Texas. FlightAware provides flight tracking of private and commercial flights at airports throughout the united nited States. The FlightAware data used in this analysis reflects flight plans that were filed to./from YKM from September 2008 through September 2010. This data, compared with total operations for the same time period, shows 28 percent of all flights at YKNI are classified as instrument operations. This percentage is expected to hold constant over the forecast period, as shown in Table 3-17, due to the relative stability in the mixture of commercial operations, that are almost all included as instrument operations and general aviation, where the same relative percentages of instrument operations are envisioned. M1 2010 2015 2020 2025 2030 Commercial 2,190 is 4; 2,483 2,083 3.596 Air Cargo/Air Taxi 5,777 6,222 6,701 7,219 7,778 General Aviation 38.,481 40,130 42,132 132) 44,'287 46,65I Military 4,040 4,040 4,040 4,040 4,040 Total Operations 50.,488 52,677 55,357 58,529 62,065 3.6 INSTRUMENT OPERATIONS An instrument operation at an airport is defined as any arrival or departure from an airport by aircraft operating in accordance with an Instrument Flight Rule (IFR) flight plan or with the provision of IFR separation from other aircraft by a ternimal control facility-. or, any contact with the ATCT by aircraft operating under an IFR flight plan. Instrument operations can be conducted at any time, regardless of meteorological conditions. Actual instrument approaches., however., are defined as instrument operation-, conducted during instruineiit meteorological conditions. Instrument meteorological conditions exist when the cloud ceiling is less than 1,000 feet above ground level (AGL) and/or visibility is less than three miles. Instrument approach statistics are normally compiled by an Airport Traffic Control Tower (ATCT). At YKM a three-year record of flight tracking data was obtained from FlightAwarc, an aviation software and data services company based in Houston- Texas. FlightAware provides flight tracking of private and commercial flights at airports throughout the united nited States. The FlightAware data used in this analysis reflects flight plans that were filed to./from YKM from September 2008 through September 2010. This data, compared with total operations for the same time period, shows 28 percent of all flights at YKNI are classified as instrument operations. This percentage is expected to hold constant over the forecast period, as shown in Table 3-17, due to the relative stability in the mixture of commercial operations, that are almost all included as instrument operations and general aviation, where the same relative percentages of instrument operations are envisioned. M1 Table 3-17- PI orecast of Instrument Operations Year Total Instrument Operations Operations 2010 50,488 14,137 2015 52,677 14,750 2020 55,357 15,500 2025 58,529 16,388 2030 62,065 17,378 3.7 01"FR/kTIONS BY AIRCAZAFT' TN Forecasting future activity by aircraft type is a very key step in the development of an airport's master plan. This forecast allows for the identification of the Critical Aircraft that will be used to determine many of the future airport requirements, particularly on the airfield. The critical aircraft is defined as that type (or combination of types) that regularly use, or are expected to use the airport. Regular use is defined as 500 or more annual operations. The forecast of future operations by aircraft type at YKM was prepared using historical information, data collected during interviews with airport users, and analysis of trends in both national and regional aviation as presented in preceding sections of this report. The forecast anticipates the continued use of aircraft such as the Q-400 in the commercial service market with small turbo -prop aircraft such as the Embraer 120 or Cessna Caravan providing air cargo service. A special effort was made to analyze the types of aircraft using YKM today in order to best forecast the aircraft likely to use the airport in the future. For this study, the three-year record of flight tracking data obtained from Flight ware, was used. This flight tracking data does not include flights occurring during visual conditions or for any flight for which a flight plan was not filed and is not a complete record of all flights at YKM during this three-year period. The data does reflect the best available information on actual flight activity by transient aircraft at YKM. The flight plan data recorded 40,698 aircraft arrivals and/or departures over the three year period. This averages approximately 13,500 per year, or 28 percent of the airport's total annual operations. f7lightAware data is reputed to accurately record nearly 95 percent of flights where flight plans. were filed. The other five percent are aircraft operations where the owners have requested that the flight information not be reported for privacy reasons. As seen from this data, about three percent of all activity at YKM was performed by business jet aircraft. These range from small business jets such as the Cessna Citation to the Boeing 747-8. Table 3-18 shows the breakdown of flight operations by aircraft type for both the current year as well as the projected changes in operational fleet through 2030. In forecasting future activity by aircraft type., the following assumptions were used. 1. Use of YKM by business and corporate aircraft will continue into the future with slow but steady increases in the overall percentage of the fleet. These business jet operations today are primarily small to medium jets such as the Cessna Citation or Learjet 30. In the future it is expected that more of the jet activity will be by larger aircraft such as Grumman Gulfstream III and IV as well as the Global Express. 2. The airport is regularly used by Boeing aircraft ranging from the 737 series to the 747-8. These operations are typically training flights where the aircraft does not touch the runway surface. However.. YKM is a designated alternate airport for flights bound for Seattle and occasionally receives these stopovers during bad weather conditions. This level of activity is expected to continue into the future. As Boeing's production levels continue to increase demand for these types of flights will also increase. Given current production schedules it is anticipated that this activity will be primarily the 737 series and the 747-8. Weather diversions will continue to be a small but important component. 3. Regularly scheduled commercial airline service is currently limited to operations by the Bombardier Q-400 turboprop aircraft with a seating capacity of 75. In March of 2012, additional service will be added by Seaport Airlines using smaller 9 -seal turboprop aircraft. For the future it is assumed that this inix will continue with the possible addition of regional jet aircraft with a seating capacity of 75 to 100 should a fuel efficient model be introduced to the commercial fleet. 4. Air cargo flights to and from Yakima are expected to continue to consist of small, low - capacity aircraft such as the Cessna Caravan or the Embraer 120 feeding the cargo hubs in Seattle and Spokane. 5. Other general aviation flights being conducted by small turboprop or piston aircraft currently comprise approximately 8000 of all recorded operations at YKM. In the future it is expected that these types of aircraft will continue to be the prominent users of the airport. OM Table 3-18: Forecast of Operations by .-kircraff Tvpc Typical 2010 2015 2020 2025 2030 Aircraft/Category Aircraft % Total % Total IN) Total % Total Q/0 Total Jets B-1 Learjet 30 U% 23 0.0% 2) 4 0.0% 25 0,0% 26 0,00x0 29 Cessna B-11 Citation 2.0% 1,034 23% 1,195 23% 1,279 IS% 1,639 3.5% 2.172 C-1 Learjet 25 0.11'6 36 0.1% 39 OJ% 50 0.1% 59 01% 99 C-11 CRJ-700 0.20/4 106 03% 147 03% 155 0.3% 164 0.3% 174 Bill Citation X 0.010 0.5% ?63 0.54** 277 1.04x0 585 1,4% 621 Gulfstream Cil 0.010 0.00% 0.0400.0% 0,4% GIII GulfstrVeam DII 0'0% 0,00/0 0.0% 0.0% 0ffl/0 GI Global DIII 0.00110 0.3% 132 03% 166 0.4% 234 0.5% 310 Express DIII Gulfstream 0.0% 0.3% 132 0.3% 155 0.4% 234 0.5% 310 . . . . . . . . . . . . . . . . . . . . . . . . . . . v .... .. .. .. .. .. .. .. .............................. . . . . . . . . . . . .. .................................... ................................... ---------- Boeing 737 - C-111 all series 0.4°f0187 0,4% 19-5 0.446205 OA% 21 C).4°'0230 C -IV Airbus A330 0.0% 1 0.0% 1 0.0% 1 0.0% 1 0.0% 1 D-11 Learjet 35 0,0% 2 0,2% 79 U% 127 OA% 205 0.5% 298 D -IV Boeing 77 0.0016 1 0.0016 1 0.0% 1 0.001b 1 0.00/0 1 Boeing 747- ........................ .___________ D -VI 0.0016 2 0.0016 2 0.0% 2 0.001b 2 0.00/0 2 Total 2.80% 1,392 4.2% 2,199 4.4% 2,441 5.8%0 3366 6.8% +,246 Turboprops Bombardier C-111 4.Y�6 2,190 4.2% 2.191 4.09-b 2,202 5.0% 2,920 8.0010 4�965 Q-400 Beech King B-1 Air, Beech 11.4% 5,77711.8% 6,230 12.2°0 6,734 12.4% 7,??3 5.046 3,103 1900 Twin- Engine Piston Beech Baron, I7.240 3.664 18,0% 9,479 18.1% 10,016 18,0% 10,534 18.0% 11,172 Cessna 404 Single -Engine Piston Piper Cub, 62.6P.*0 31,599 59,8% 31,490 59.1°-o 32.704 56.5% 33,066 59.696 36,991 Beech 180 Rotor Robinson, Bell 1.7% 866 2.00" 1,053 2.2% 1,217 2.440 1,405 2,6'N 1,614 Total IWO 50,488 100.0 52659 IWO 55,336 100,0 58,524 100.0 62,065 Based on historical activity records, the critical aircraft for YKNIM is the Bombardier Q-400 operated by Alaska Airlines. This aircraft recorded more than 2,190 operations in 2010. The Q-400 is classified as a C-111 with a maximum takeoff weight of 64,000 pounds. Projecting the future leads to the conclusion that the Q-400 is likely to remain the critical aircraft at least through the next ten years since Alaska is expected to continue to serve Yakima with these airplanes. Beyond 2020 Alaska service will still be offered using the Q-400 but fleet changes may occur as, business and corporate aviation become a larger factor at YKM. This could lead to increased use by large corporate jets such as the Gruninian G -V and the Global Express which are classified as D-111 by FAA and weigh 90,000 pounds. However, it is likely that the Q-400 will continue to be the critical aircraft through the end of this 30 year planning period. Z:> 3-35 I 'fliis chapter assesses the facilities at Yakima Air Term ilia] /McAllister Field (YKM) and their ability to accommodate the activity levels developed in the Aviation Demand Forecasts. Capacity deficiencies are identified as are the actions needed to correct them. The first issue addressed is the ultimate configuration of the airfield followed by an analysis of the passenger tenninal., air cargo facilities., aircraft hangar and apron areas. Fixed Base Operator (FBO) facilities., access and vehicle parking, utilities., and aviation support facilities. Table 4-1 summarizes the conclusions from this chapter. Ta b I e 4 1: Existing Facilities Assessinent Conclusions Airfield System The wind coverage and capacity needs at YKIVI are met by a single runway. Runway 9/27., at 7,604 feet., provides sufficient tape -off length for all of the aircraft forecast to use the airport. Passenger Terminal The existing passenger terminal building needs to be remodeled and renovated to serve short-term needs and will require expansion before 2020. Terminal layout and maintenance issues may require action sooner to maintain an acceptable level of service. Automobile Parking The current public parking lot should be adequate through the year 2020. URS recommends expanding the rent -a -car ready /rcturn and rental car parking area prior to this Wine. Air Cargo Although air cargo is forecasted to continue to consist of feeder service using small aircraft., additional space will need to be provided in the future, either by remarking existing pavement or by constructing new air cargo apron. Based Aircraft Hangar With the forecasted growth in based aircraft. as well as the existing unmet demand Storage for hangar space, additional area for hangar development will need to be made available for future development. FBO and support Expanded FBO facilities are required to provide support for the general aviation facility expansion community. These facilities will provide not only aircraft maintenance hangars, but also pilot lounge areas., area for fueling aircraft, and sufficient space for transient aircraft parking. Fueling The current system is adequate, assuming the private sector continues to upgrade its facilities and improve delivery as needed. 4-1 QJT i 4.2. AIRFIELD RE JIREMENTS There are two active runways at YKM.. primary Runway 9/27 and crosswind Runway 4/22. Runway 9/27 is 7,604 feet long and 1.50 feet wide. Runway 4/22 is 31,835 feet long by 150 feet wide. Both runways have parallel taxiway systems, with Taxiway A serving Runway 9/27 and Taxiway B serving Runway 4/22. Taxiway A is 81 feet wide and B is 75 feet. Federal Aviation Administration (FAA) Advisory Circular (AC) 150/5300-13, Ail -port Design (Change 14), requires that the future classification of the airport be used as the basis for airfield design. In the forecast chapter., the critical aircraft at YKM was deters ninedto be the Bombardier Q400 operated by Alaska/ Horizon Airlines. The Q400 has an Airport Reference Code (ARC) of C -Ill. Runway 4/22 will continue to serve only small aircraft, and the existing B -I (small) classification will to remain unchanged. 4.'2..1 Runwav Length Requirernents The required length of a runway at all airport is calculated based on the types of aircraft regularly using it. The types of aircraft using YKXI were identified using flight -tracking data obtained frons FliglrtA-iAiare. These data recorded 40,,698 instrument arrivals and/or departures at V over a three-year period (an average of 13,566 instrument operations per year, or 28 percent of the airport's total annual operations). The data shows business jet aircraft accounted for 3 percent of all activity at YKM. These range from small business jets, such as the Cessna Citation.. to limited use by the Boeing 737. The Q400 will remain the critical aircraft because Alaska continues to serve Yakima with these aircraft. Beyond 2020. fleet changes may occur as business and corporate aviation become a larger factor at YKM. This could lead to increased use by large corporate jets such as the Gulfstream G -V and the Global Express, which FAA classifies as D -III and weigh tip to 90,000 pounds. Table 4-2 shows the types of aircraft using YKM today or forecast to use the airport in the future, and shows the runway take -off length required for each. The runway lengths assume all airport elevation of 1.099 feet and a mean maximum temperature of 87 degrees Fahrenheit. The FlightAwarc data indicate the average trip length will be 1,000 to 1,500 miles. Take -oft lengths were calculated for each aircraft using the aircraft operations manuals, the website Jetadvisors.com, or conversations with the aircraft manufacturers' representatives. 4-2 fable 4-2: F.x..Istim- and 1, uture A ircraft I ise Required Take -off Annual Operations FAA Class Aircraft Type Runway Length (Feet) 2010 2015 2020 2025 2030 Jets B-1 Learjet 30 4,042 23 24 25 26 29 B-11 Cessna Citation 3,942 1,034 1,183 1,272 1,637 2,225 B-111 Citation _N 5,582 0 263 275 585 636 C-1 Learjet 215 4,520 36 39 50 58 1(--)2 C-11 CRJ-700 5,978 106 147 154 164 178 C-11 Gulfstream GIII 5,738 to to 0 0 0 C-111 Boeina 737 - all series 8,900 187 195 204 217 235 C -IV Airbus A330 9,00c) 1 1 1 1 1 D-11 Gulfstream GIV 5,684 D D D-11 Learjet 35 4,042 t a 79 127 205 305 D-111 Global Express 6,538 0 131 165 234 318 D -III Gulfstream V 6,718 0 131 154 234 318 D -IV Boeing 777 � - 9'(_ fi-H) I I I I I D -VI Boeing 747-8 10,000 Subtotal 1,392 2,196 2,181 3,363 4,350 Turboprop B-1 Beech King Air, Beech 1900 3,500 5,777 6,220 6,701 7.221 6,358 C-111 Bombardier 0-400 4,0(_x) 2,19 a 2,187 2,192 21,917 5,086 Twin -Engine Beech Baron, Cessna 404 3,500 8,664 9,465 9,967 10,524 11,444 Piston Single -Engine piper Cub, Beech 180 IP L'200 31,599 31,444 3 2_5 4 33 31033 3 37,893 Piston , Rotor Robinson.- Bell 866 1,053 1,211 1.403 1,653 Total 50,488 52,582 55,064 58,466 63,579 Totals maYnot add due to rounding. Source: .4citial - Flig&4 ii,are Forecast - URS Coiporation As shown., the take -off length requirements vary from 4.000 feet for the Learjet to 8.900 feet for the Boeing 737. The Boeing 747-8 and 777 aircraft technically require longer runways but their use of YKM is limited to tough -and -go activity. As Figure 4-1 below shows.. only the largest aircraft require a runway length longer than the. existing 7,604 feel. 4-3 i.gure 4-1: Aircraft. i�Li PF%vav Length Requil eineil 6, . . . ..... ... . . . . . . ............. . . . . . . . . . .. . ................................ .. .............................. ...... . . . . . . . . . . . . . ...... . . . . . . W� . . . . . . . . . ...... . . . ..... ....... .... * ********************************************* .......... Cdob'fl P'�-,' .......... ....... :::: .......... ... . ... . . ....... . ................ ...... ................ .... ...... .................... ...................... ......................................... ....... ............................... .... ....... . .......... .... ....... ... ... .......... ..... .... ... ............. ............. *** ............ .............. ................ . .................................................................... ..................................................................... ................................ . ...................... ... ....... A �-M� ................................... ............... . . .................... :..****:::::::::::::::::*::* .. . ............... ........... :::::: .......... ........................... .............................................. . . ... ...................................... Guidance included in the FAA AC 150/5325-4B, Runway Length Requirements for Airport Design, was also used to calculate required runway length. The AC attests that the existing runway length at YKM is adequate for the airport, as shown in Table 4-3. EM Table 4-3- PAA Run-siray Design Program Output Airport and RunwaN Data Airport and Runway Data Airport elevation (mean sea level) 1,094 feet Mean daily maximum temperature of the hottest month 8 YT Nlaximum difference in runway centerline elevation 49.8 feet Length of haul for airplanes of more than 60,000 pounds 1,500 miles, Runway Length Recommended for Airport Design Small airplanes with approach speeds of less than 30 knots 300 feet Small airplanes with approach speeds of less than 50 knots 800 feet Small airplanes with less than I() passenger seats'. 95 percent of these small airplanes 3,100 feet 100 percent of these small airplanes 4,700 feet Large airplanes of 60,,000 pounds or less: 75 percent of these large airplanes at 60 percent useful load 4,,700 feet 75 percent of these large airplanes at 90 percent useful load 6,200 feet I(-)(-) percent of these large airplanes at 60 percent useful load 5,500 feet 1 ()0 percent of these large airplanes at 9(--) percent useful load '(0- 8. ) 10 feet Som-ce: FA4AC 150 53254B, Runway Lei1gth Reqifirenientsfio;-Airport Design 4. 12. '2d Runway Orientation.'and Wind Coverage Wind and weather conditions affect airport runway capacity and use because of the combined effects of wind direction, wind velocity, and visibility. Prevailing wind and visibility conditions determine the direction in which takeoffs, and landings are conducted and frequency that each runway is used. FAA AC 150/5300-13, Airport Design, presents guidelines for runway wind coverage. The circular states that when a single runway provides less than 95 percent wind coverage for the class of aircraft anticipated to use it on a regular basis, a crosswind runway is recommended and supported by FAA. In the following wind analyses., the term Visual Meteorological Conditions (VMC) is used when visibility is at least three statute miles and the cloud ceiling is at least 1,000 feet above ground level (AGL). Visual Flight Rules (VFR) are in effect under VMC. Instrument Meteorological Conditions (IMC) are used when visibility is at least one statute mile but less than three statute miles and/or the cloud ceiling is at least 500 feet but less than 1,000 feet AGL. Instrument Flight Rules (IFR) are in effect under IMC. 4-5 At YKM,, VNIC occur our average 94.7 percent of the year and IFR. conditions only 4.03 percent. The remaining time (13P0 of the year) operations cannot occur. L.TRS obtained historical wind and weather data for YKM from the National Climatic Center (NCC) for the years 2000 through 2009. Analyses show that based on all-weather wind coverage with a 13 -knot crosswind limitation, Runway 9%27 pro -vides 98.01 percent coverage and Runway 41/22., 96.83 percent. The two runways have a combined wind coverage of 99.26 percent. Winds are calm (0 to 10 knots) an average of 90.3 percent of the time. Figure 4-2 presents these data as an all-weather wind rose and includes calculations for 10.5-, 13-, 16-, and 20 -knot crosswind coverage. Under VFR conditions with a I3 -knot crosswind, RuiiNvay 9/27 is usable 97.90 percent of the time and Runway 4/22 96.66 percent. Combined., the runways provide coverage of 99.22 percent. Winds are calm an average of 89.8 percent of the time, as shown in the VFR wind rose in Figure 4-3. Under IFR conditions with a 134mot crosswind limitation, Runway 9/27 is usable 99.93 percent of the time. winds are calm an average of 99.8 percent of the time., as shown in the IFR wind rose in Figure 4-4. As the wind rose data show, Runway 9/27 provides more than 95 percent wind coverage under all-weather. VFR, and IFR conditions. Given this, FAA Guidelines suggest that a crosswind runway is not required for wind coverage and, therefore, Runway 4/22 will not be eligible for future FAA grants for rehabilitation. M All Weather (78,061 observations) CROSSWIND RWY 04/22 RWY 09/27 COMBINED 10.5 knots 94.43",b 96.51% 98JWI� 13 knots 96.839.'o W01%* 99.26% 16 knots 99.07% 99.26% 99.79%* 20 knots 99.81% 99.81% 99.97% '`ource: National Oceanic andAtmospheric Administration, Xational Climatic Data Center. Station 727S1 - Yakima, Washington. Period ofrecord.- 2000-2009 P`i;�Xu rk, 4- 21 - A 11 XV ca t h er %-V d R ose M VFR (73,893 observations) CROSSWIND RWY 04/22 RWY 09/27 COMBINED 10.5 knots 94.1211,6 96.32% 98.08p,b 13 knots 96.669.4 97.90%* 99.22% 16 knots 99.02% 99.229,0 99.7890* 20 knots 99.80% 99.80% 99.97% '`ource: National Oceanic andAtmospheric Administration, Xational Climatic Data Center. Station 727S1 - Yakima, Washington. Period ofrecord: 2000-2009 F-1-oure ;4-.3-. Visual Hight Rules (NTR) \N.A.nd Rose En IFR (3,147 observations) 10.5 knots 99.87% 99M% 99.929,0* 13 knots 99.939.; 99.9Yo 99.95% 16 knots 99,97% 99.97910 99.97% 20 knots 99.979,0* 99.91/% 99.97% Source: National Oceanie and.4fmospilei*ic,,4dinini,,zhatioit, National Climatic Data Center. Station -12 781 - Yakima, Washington. Period ofrecord: 2000-2009 Fif-gure 4 4: Instrument Flialit Rules (IFR) Wind Rose M 4.3 RUNWAY CAPACITY Runway capacity measures the theoretical maximum number of aircraft operations that can be accommodated on the runway system over a specified period. A variety of techniques have been developed for determining airfield capacity, with the most widely accepted method described in FAA AC 150,15060-5., Airport Capacity and Delay. The analyses employed herein are based on this publication, which evaluates airfield capacity in two ways: Annual Service Volume (ASV): This is an estimate of the airport's annual capacity. The ASV accounts for differences in runway use, aircraft mix., weather conditions, and other factors that occur at the airport over a year's time. Hourly Capacity: This is an estimate of the number of operations that can take place on The runway system during a I -hour period. Hourly N7FR and IFR capacities are calculated based on runway configuration., percent arrivals.- percent touch-and-go, taxiways- airspace limitations, and runwav instrumentation. Table 4-4 shows The results of the capacity analysis for YKM's two -runway system compared with the forecast operations levels. The analysis of capacity shows that demand levels forecast for YKINI will not exceed the capacity of the runway system within the 20 -year planning period. 4-10 — Table 4-4: Runway C:apacity/Demand (-:Omparisorl 2010 2015 2020 2025 2030 Annual Service Volume 23(-),Oc3() 330-())0 230,000 330,000 230,000 Annual Demand 50,488 51,582 55.,(-)64 58,466 63,579 Percent Capacity 21.9010 212.9% .2199*O 25,60,0' 2170/o Hourly Peak Hour Capacity 99 98 98 98 Peak Hour Demand 45 47 49 52 Percent Capacity 45.9296 47.9690 50.009 6 53.0606 IFR Conditions Peak Hour Capacity 59 59 59 59 Peak Hour Demand 13 14 14 16 Percent Capacity 210390 23.73% 73.73" o -27.129.0 Sonrce: URS Coiporation Capacity to;-,4ST7and peak hom- conditions deiived fi-om Sketch 9 -,qC 150,15060- 5 YOteS:,4ST7-,4m?naISe1vice T-ohime FTR - Visual Flight Rides IFR - InstrunientFlightRides 43.1 Desicfn- Stand'ards 98 56 57.14% 59 19 The airfield at YKM is classified as ARC C-111. C-111 is also the classification for the design of Runway 9/27. The information contained in Table 4-5 shows the standards for this category compared with the current layout features of the airport. 4-11 Table 4-5: F, x..Is tim-L_ Couditions i,s. C -I H Design C- riferia (Ruuway9121) L_ Design Feature Existing (ft.) Standard (ft.) Difference Runway: Width 150 150 Meets Standard Runway Shoulder Width I () 25 15 feet Runway Blast Pad Width 150 .-)Cx) 50 feet Runway Blast Pad Length 200 2 Meets Standard Runway Safety Area (RSA) Width 522 5 CX) Meets Standard Safety Area Length (beyond runway end) 1,000 I,000 Meets Standard Object Free Area Width 8(a0 800 Meets Standard Object Free Area Length (beyond runway end) 1,0( X1,()()() Meets Standard Obstacle Free Zone Width 400 4W Meets Standard Obstacle Free Zone Length 8,()04 8,004 Meets Standard Taxiway: Width 81 75 Meets Standard Safety Area Width 118 118 Meets Standard Object Free Area Width 186 196 Meets Standard Taxilane Object Free Area Width 162 162 Meets Standard Runway Centerline to: Taxiway Centerlinc, 400 4W Meets Standard Aircraft Parking Area 500 5()(-) Meets Standard Taxiway Centerline. to Fixed or Movable Object 93 93 Meets Standard Taxilane Centerline to Fixed or Movable Object 81 81 Meets Standard Sow-ce: F.A4,4ckisoty Circ roar 150,5300-13, _4hpod Design, Cha;�ge 6 Runway 4/22 is classified differently from 9/27 to account for the fact that operations are limited to small single-engine aircraft. FAA classifies Runway 4/22 as B -I (small). Table 4-6 lists the standards for this classification. 4-12 — Table 4-6: Fx..Istim- Cougilt ions vs. 11-1 (sniall) Design C'ritcria ( T 'Runwa'k 4/22*) Design Feature Existing (ft.) Standard (ft.) Difference Runway: Width 15() 60 Meets Standard Runway Shoulder Width 5 10 5 feet Runway Blast Pad Width None 80 80 feet Runway Blast Pad Length None 60 60 feet Runway Safety Area (RSA) Width 2O) () 1 ?0 Meets Standard Safety Area Length (beyond runway end) 600 240 Meets Standard Object Free Area Width 400 250 Meets Standard Object Free Area Length (beyond runway end) 600 240 Meets Standard Obstacle Free Zone Width 250 250 Meets Standard Obstacle Free Zone Length2()() - Meets Standard Taxiway: Width 75 25 Meets Standard Safety Area Width 49 49 Meets Standard Object Free Area Width 89 89 Meets Standard Taxilane Object Free Area Width 79 79 Meets Standard Runway Centerline to: Taxiway Centerline 300 150 Meets Standard Aircraft Parking Area 420 125 Meets Standard Taxiwav Centerline to Fixed or Movable Object 44.5 44.5 Meets Standard Taxilane Centerline to Fixed or Movable Object 39.5 39.5 Meets Standard I5ource: F14 A(Kisoq Circular 150,,5300-13, Ai;pod Design, Change 6 Vote: Runwai, 4,,22 and Taxhvai�B were constructed to nieetB-IIIstandards iliatexceed B -I ('miulh standards. 4.3. Ale Requirement Recorn men dation The preceding analysis shows the current length of 7,604 feet on Runway 9/27 is sufficient for all future operations by all aircraft types., except for the Airbus A319 and 320 and the Boeing 737, 777., and 747 aircraft. The critical aircraft for the airport, the Bombardier Q400. requires 4,000 fect for take -off during hot weather, and this length is available. It is concluded that the existing length will be sufficient for all operations forecast to occur over the next 20 years. The exception is the continuation of flight diversions from the Seattle -Tacoma International Airport (SEA) That occur periodical] -y. These diversions commonly involve Boeing 737 and Airbus A319/320 aircraft., both of which require a longer runway to operate at peak efficiency. The 4-13 number of diversions has historically been low (fewer than 200 per year), and this level of activity alone does not j ustify a run-,vay extension. Secondly, the runway system has all-weather wind coverage of 98.1.8 percent with a 10.5 -knot crosswind, so no additional runway is needed to provide for wind coverage. hi fact., the wind rose data show that Runway 9/27 provides more than 95 percent coverage for all aircraft under all weather conditions. This results in a determination that Runway 4/22 is not eligible for continued FAA support. However, other reasons for maintaining Runway 4/22 do exist. Runway 4/22 provides flexibility in operations, with general aviation (GA) aircraft having the ability to operate more efficiently off the runway. Additionally, during periods when Runway 9/27 is unavailable because of construction or other activities., most airport operations can continue on Runway 4/22. Finally, no airfield capacity constraint has been identified for the 20 -year time frame for either the current two -runway airfield configuration, or the single -runway configuration that will result if Runway 4,122 is closed. This analysis showed that no additional runway capacity is required at Yakima. 4.3.3 Runway Safety Areas (RSA.) The RSA is a critical, two-dimensional area surrounding each active runway that must be: Cleared., graded. and free of potential hazardous surface variations, Properly drained., Capable of supporting Aircraft Rescue and Fire Fighting (ARFF) equipment., maintenance equipment., and aircraft under normal weather conditions., and Free of objects., except for those mounted using law -impact support-, and whose location is fixed by function. Based on FAA criteria from AC 150/5300-13 for a C-111 runway, the RSA for Runway 9/27 needs to be 500 feet wide, extending 1,000 feet beyond each runway end. Presently the RSAs on both ends of the runway comply with these standards. For Runway 4/22., the RSA should meet the standards for a B-1 (small) aircraft. The RSA includes an area 250 feet beyond the runway end measuring 120 feet wide. 4-14 — 4.3.4 Ruirway Object Free Areas (OFA) The ROFA is a two-dimensional ground arca surrounding each runway. The ROFA clearing standard precludes parked aircraft or other objects from the area, except NAVAIDs and facilities whose locations are fixed by fimction. For Runway 9127, the current OFA is 800 feet wide and extends 1,000 feet beyond the end of the runway, in accordance with C -III runway standards. For Runway 4122, the OFA is 250 feet wide and extends 240 feet beyond the end of the runway. As with the RSAs, the OFA dimensions fall entirely on airport property and meet all FAA criteria. 4s $ 5 m in'tiv ay Protection _ e P The RPZ is trapezoidal in shape and centered on the extended runway centerlinc for each runway end. Its function is to enhance the protection of people and properly on the ground. It begins 200 feet beyond the permanent runway threshold (at the end of the primary surface). The RPZ dimensions are based on the type of aircraft using the runway, type of operations (visual or instrument) being conducted, and the visibility minimums associated with the most demanding approach available. RPZ dimensional standards are defined in the FAA AC 15015300-13, Airport Design. Table 4-7 shows the YKM RPZ dimensions. All RPZs at YKM meet these standards, and the airport owns all property within the RPZ for each runway end. Table -7a Runway Protection Zone ( ],Z) Zone Inner Outer Aircraft Approved Runway Length Width width Acres Served Approach (feet) (feet) (feet) 09 Large Non Precision 1,700 1,000 1,510 48.9 27 Large Precision 2,500 1,000 1,750 78.9 04 Small Visual 1,000 250 450 8.0 22 Small Visual 1,000 250 450 8.0 4.4 TERMINAL REQUIREMENTS The passenger terminal area is located on the north side of the airport at the approximate intersection of Runways 9/27 and 4/22. The terniiiial area consist-, of the passenger terminal building, terminal curbfront, commercial aircraft parking apron, the surface access system and automobile parking areas. and the airport administrative offices. The terminal area is accessed using either West Washington Avenue or South 24th Street onto the airport entry drive. Parking is located in front of the terminal with public parking, rent -a -car., and employee parking provided in different areas. The apron directly south of the terminal building is designated for airline use. Four aircraft parking positions are marked on this pavement., although they are seldom used at the same time. The apron also provides for airline ground service equipment (GSE) and enplaning deplaning passenger circulation. Public automobile parking is provided in a main parking lot north of the terminal. The lot contains 188 spaces. Users can enter the lot either before or after the terininal curbside. Rental car parking is located east of the terminal with 36 spaces available in a restricted lot. 4.4.1. Passengerl'erminal Building, Requirements Within the passenger terminal building, services are required for processing passengers arriving and departing on commercial flights. Enplaning services include ticketing, baggage, passenger service areas, and airline offices. Processing services typically include passenger and bag screening facilities operated by the Transportation Security Administration (TSA). Deplaning services include baggage claim, rental car counters, and parking prepay facilities. Other services necessary to plan for in a teniiinal building include concessions (restaurants and gift shops), restrooms, advertising and display areas, mechanical and utility rooms, and janitorial service and AMEREEM YKM is currently served by Alaska Airlines, which offers three daily commercial flights to and from SEA using Bombardier Q400 aircraft with 76 passenger seats. Occasional charter operations using narrow body aircraft with 1.00 to 1.47 seats operate at YKM on a nonscheduled basis., and YKM serves as a diversion stop for commercial flights when SEA is not accessible. A new terminal needs to be planned to ensure additional airlines and larger aircraft are not precluded from use should demand arise, as well as ensuring current and projected peak loads are accommodated. The following discussion provides details on the facility requirements for a new passenger terminal at YKM, -,vhich are summarized in 5 -year increments in Table 4-8. 4-16 — Table 4-8: Tuimilnal Buil inn Requirennents .1 2010 2015 2020 2025 2030 Annual enplanements 58,994 65, 134 75,508 96,370 122,995 Peak hour enplanements 67 74 85 109 139 Peak hour airline operations 3 4 Facility Requirements Unit Enplaning Ticket counter length t 40 40 60 60 60 Agent work area s.f. 480 480 7 2) ()- 720 720 Passenger queuing SI 800 600 9()o 900 900 Circulation space SI 400 400 600 600 600 Self-sen,ice kiosks SI 40 40 60 60 60 Airline offices &f. 800 so() 1,2itti 1,200 1,201) Airline baggage make-up S.f.)DO 3,000 3,(-(-0 3,�--- TSA baggage screening SI 1,0(-)() 1,000 1,000 1,000 Total enplaning requirement s.f. 4,520 5,320 7,480 7,480 7,480 Security/Screening Passenger security lanes no. I 1 1 2 2 Screening area SI 1,050 1,050 Lolio 2,100 2,100 Passenger queuing area s.f. 804 898 1.02 1,308 1,668 TSA administration s.f. 7(-)0 70() 700 700 700 Total security requirement s.f. 3,554 3,638 3,770 5,108 5,468 Gate Areas Number of gates 4 G Crate processing area S. 0 0 300 6()0 60 () 1 ,- . 20 Q Seating/waiting area SI 1,072 1,184 1,360 1,744 2,224 Resirooms &f. 450 450 450 450 450 Concessions s.f, 200 200 200 200 200 Circulation SI 157 168 216 254 362 Total gate area requirement s.f. 2,179 2,302 2,826 3,248 4,436 Table 4'-N: Ternlinal BuildinT Requirements (Continued) L_ 2010 2015 2020 2025 2030 Deplaning Baggage claim devices units I I I I I Baggage claim active area s.f. 240 240 240 240 240 Waiting area S.f. 1.,072 1,184 1.36C) 1,744 2,224 Circulation area S.f. 131 142 160 198 246 Inbound baggage area SI 375 750 750 750 750 Rental car Counter length IT 32 32 32 32 3_2 Area s.f. 384 384 384 384 384 Customer queuing S.f. 320 320 320 320 3 2) () Offices s.f. 300 30) 300 300 _3 0 Parking prepay SI 50 50 50 50 50 Total deplaning requirement s.f. 2,497 2,497 2,620 2,814 3,236 Offices Airport management S. f. 5,000 i t i00S,(-)( -)O 5,0(k) 5_00( i Other S.f. -S(-X) 50(__) 500 500 5()0 Total office requirement SS. 5,500 5,500 5,500 5,500 5,500 Other Needs Concessions SI 750 750 750 750 750 Display area S.f. 2t zit 2o) 20() 200 200 Restrooms S.f. 450 450 450 450 450 Mechanical/electrical S.f. 548 581 672 737 799 Janitorial SI 365 388 448 491 533 Total other requirement s.f. 2,313 2,313 2,369 2,520 2,629 Total Terminal Requirement s.f. 20,563 20,563 21,750 24,910 27,201 4.4.1.1 Paswng,-erEnt-daningF-611cifiPies The terminal at YKM should provide ticket counter space and check-in kiosks for three airlines to accommodate the forecast activity levels and allow for future expansion. URS calculated the requirements at the ticket counter assuming each airline would require two agents with space to process enplaning passengers, separated by a bag well between the agent positions to accommodate checked baggage. Each airline will also require office space for administrative staff, employee break/locker areas, and air cargo offices. Space requirements for these are included in the calculations under the airline offices heading in Table 4-8. Additionally each airline will need baggage make-up space. This space includes the area needed to move the bags from the counters to the area where they are loaded onto carts to transport to the aircraft. Prior to. but adjacent to, these bag make-up spaces, a bag screening facility will need to be provided. This facility, operated by TSA. needs to be sufficient to accommodate the equipment and personnel necessary to screen peak -hour baggage. 4A.L2 Passenger Screening Checkpoint Facilities Once passengers are ticketed, they proceed to the passenger -screening checkpoint. There is currently a single processing lane at YKNI with a theoretical capacity of accommodating tip to 120 passengers per hour. URS reconiniends that any expansion of the terniinal building allow for two screening lanes, with one magnetometer and one carry -on screening machine per lane. TSA design standards require an average of 1,050 square feet per screening lane., including a seating -composure area., response corridor, law enforcement officer, and a private search room. For passengers waiting to access security screening, a queuing area is calculated assuming that no more than 75 percent of the peak -hour enplaning passengers will be in line at any given time and each will require 16 square feet of space. TSA may also desire ancillary operations support space for employee break room and/or training room functions. These are not necessarily required to be adjacent to the checkpoint. I 4.4A.3 ("Vate Area Once ticketed and through security, passengers proceed to the hold room/gate area to await aircraft boarding. This area requires sufficient seating for 90 percent of the peak -hour Z:> passengers. An estimated 20 square feet per seat is required for the seat and associated circulation space. In addition to seating, a departure podium, queuing area, and exit corridor add approximately 300 square feet total per airline gate. Finally, space must be provided for restroonis and concessions., since this area is located behind the security checkpoint and passengers can no longer access nonsecure facilities. 4.4.1.4 Deplaning Services When passengers deplane, they proceed frons the aircraft through the hold room to the baggage claim area. The future baggage claim area should include one automated baggage claim device. 4-19 Assuming a 25 -foot -long device with a 12 -fool -wide retrieval zone in front., the area for baggage claim will need to be approximately 300 square feet. Additionally, the area needs to accommodate people who are meeting incoming passengers. Given the peak -hour passenger levels projected, this "ineeter/greeter- area will need to provide waiting area for about 85 people. This area needs to provide for rental car agencies with customer service areas, queuing space, and parking prepay kiosks. 4A.1.55 Other Seri -ices In addition to facilities used for processing passengers., the terniinal must also provide other public services such as restaurant/concessions (minimum of LOOO square feet), restrooms in both secure and nonsecure zones 0450 square feel per restroom area to include one men's... one women's, and one family facility), a display area for advertising, and building systems and janitorial rooms. 4.4J.6 Airport Management Space When a new terminal is constructed., it should include space for airport management. Space requirements include one office for the Airport Manager, as well as one for the Assistant Manager and clerical, and support staff at 150 square feet per office. This space should also include a security badging workstation, conference/ meeting area, kitchen/support area, circulation space., and restroom. The current passenger terminal includes 30,838 square feet of space oil two levels and the current airport administration building is 4.,700 square feet. However, portions of the existing terminal are not used for passenger processing, so the comparison of raw square footage space is not adequate for detennining terminal needs. The layout and condition of the building must also be considered. A detailed terminal conditions analysis was conducted as part of this master plan and is included as Appendix B. The analysis concluded the existing building was in fair condition, but requires a number of rehabilitation projects be undertaken over the next several years. These included replacement of mechanical systems, roof repairs, electrical system updates, and physical rehabilitation of interior spaces. Recently it has become clear the addition of a second airline has caused congestion points within the terminal that need to be addressed before enplanement levels increase in the future. 4.4.1.7 Terminal Apron The existing commercial aircraft apron provides space for four aircraft parking positions that can accommodate the Q400. These are designed to allow for power inipower out aircraft operations. 4-20 .:. In addition, the terminal apron has space allocated for taxilaries, area for ground servicing the aircraft, and storage of the ground service equipment (GSE}. Theexact size of any future terminal apron will depend on the filial footprint and layout of the terminal building. However, a minimum area equal to the current four aircraft gates should be provided into the future. 4.4.1.8 ikutornobile I'm -king At YKM, public automobile parking is provided in the lot on the north side of the passenger terminal. This lot has 188 parking spaces, eight of which are handicapped accessible. The average occupancy for these spaces is about 70 percent. Given this, the calculated need for additional spaces must consider the excess capacity before recommending that new spaces be added. To the immediate east of the terminal is a parking lot for rental cars with a capacity of 36 spaces. The requirement for additional spaces is based on the increase in annual enplaned passengers. Additional spaces for cargo and package drop and employee parking is located in a restricted lot directly to the west of the terminal building. Employee parking is also available at the Administration val 'fable 4-9: Automobile Parking Requirements pnl Building, where 12 spaces are provided. Employee parking Year Enplaned Public Employee Rental Total Passengers Car requirements should remain relatively stable over the forecast 2010 5R994, 188 15 36 239 period, as the growth rates forecast 2015 65,134 188 17 40 202 2020 -)8 75,5(. 188 19 46 234 for YKM will not trigger a need for 2025 96,370 215 25 59 298 additional achnirlistiative employees. 2030 122,995 274 31 75 381 Forecast automobile parking requirements are shown in Table 4-9. 4.4.2 Air (.'argo Activity .V Three different carriers provide air cargo services at YKM. Empire Airlines operates a feeder route for FedEx using the Cessna Caravan 208 aircraft with occasional ATR 42/72 aircraft. Empire has three daily flights from Spokane, with departures to other cities in Washington State each morning. Afternoon flights consist of two arrivals from Spokane, -which then return to Spokane. �M] Ameriflight operates as a feeder service for UPS using the Embraer 120 aircraft. Anicriflight operates one flight per day, arriving from Boeing Field each morning with a departure in the afternoon. AeroFlight operates using the PA32 or Cessna 340 aircraft. It has a daily flight from Boeing Field with a continuation to Pasco each morning. This route is flown in reverse (Pasco to Yakima to Boeing) each afternoon. FedEx operates from a building west of the terminal that measures approximately 7,700 square feet. UTPS and AeroFliglit operate from the west GA ramp. Each of these carriers requires space for aircraft parking and processing. The amount of space needed for air cargo processing is calculated at one and a half times the physical dimension (wingspan and length) of the airplane itself, multiplied by the number of aircraft expected to be on the ground at the same time. This provides space for both parking and loading,"Unloading the aircraft. Table 4-10: Air Caruo Requirenienti Year Annual Operations Peak Hour Operations Parking Need (spaces) Area Required (SI) 2010 5,777 7 4 14.,469 2015 6,222 8 4 15.,582 21020 6,701 9 5 18,080 2025 7,219 9 1; 18,080 22030 7,778 1 t 5 19,480 4.5 AIRCRA FU STO RAG E REQU FREME NTS There are more than 160 general aviation aircraft based at YKM housed in hangars or stored outdoors on tiedowns in four distinct areas-, the northwest GA area-. the terminal area-, the east GA area-, and, the southeast GA area. The northwest area measures more than 53 acres and includes aviation and non -aviation -related buildings. The area includes 29 paved tiedowns and 2 helicopter landing pads. The G -')L tenninal area covers a triangular area measuring approximately 9 acres. Included are several hangars., 35 paved tiedown spaces, and other facilities. The east GA area is the home of the McAllister Air Museum mid CubCrafters manufacturing facility. The area encompasses 9 acres and provides space for I I aircraft tiedowns. The south GA area is a mixture of old hangars owned by the airport and new., privately owned hangar buildings. The area measures about 163 acres., most of 4-22 — it currently undeveloped with development in some areas limited by flood plains or the existing landfill. The long-term forecast for based aircraft at YKM anticipates 208 aircraft by 2030. This is an Z:� increase of 46 aircraft from the present 162 based aircraft. The majority of these aircraft will need to be hatigared. The forecast shows that future based aircraft will consist of an increasingly Z� I-) higher percentage of high-performance twin and turbine aircraft whose owners prefer to shelter In Z:) them indoors. The number and type of aircraft storage facilities needed over the course of the 20 -year planning period is detailed in the sections below. 4. _15. I Hangar Storage Requirements Covered aircraft storage is in demand at YKNI. Forecast growth in based aircraft will lead to a need for additional hangars. Table 4-11 lists the assumed storage preferences for the aircraft types. Combining these with the based aircraft forecast produced the requirements for hangar space as shown in Table 4-12. As shown, demand for open-air tiedowns will remain low with the biggest growth in demand expected to be in corporate hangars. I It should be remembered the demand for aircraft hangars is based on forecasts that can change. Consequently. while URS recommends these larger hangar z facilities be reflected in the airport's long-term plans, URS also recommends that hangars only be constructed as specific needs arise. table 4-11: Stowage Distribution Percentages Aircraft Type T -hangars Corporate Hangars Tiedown Single Engine Piston 80% 15% 5% Multi -Engine Piston 50% 50% 0% Turbine 051-1 100% 05C I Rotor 0% 100% 0% ToAb I e 4-120 1 langa r Req it 1 reme rit s EM Corporate Year T -Hangars Totals Hangars 2010 119 37 163 2015 128 39 175 2020 135 42 185 2025 142 46 196 2030 149 51 208 EM 45.2 Based. Aircraft Tiedown Storage Requireinents At present, some based aircraft are stored outside on tiedown aprons. These are generally small single engine piston aircraft. Space planning for these aircraft is calculated based on 360 square yards of apron for each parking space. This provides space for aircraft parking and circulation between the rows of aircraft. This space allowance assumes pilots have a certain degree of familiarity with the parking situation and, therefore represents a minimum that should be provided. '*Etble 4-13- 110ased jkirci-xifi 1'ieihn4m Rcq u jrenici-its Year Tiedown Spaces Tiedown Area (s.y.) 2010 7 2,520 2015 7 2,520 2020 8 2,880 2025 8 2,880 2030 9 3,240 4.5.3 TrIansient Aircraft Tiedf.mn Requirements Tiedown space is also needed for transient aircraft. It is best to provide this space at or adjacent to FBO hangars. In calculating the area required for transient tiedowns, an allowance equal to 700 square yards per aircraft is used. This area is larger than applied to spaces for based aircraft tiedOWDS for two reasons. First, the user of the transient space may not be as '1'able 4-14. 'Pi -ancient 'fledown Requii°enients familiar with the Itinerant Operations Transient airport's ground Tiedovms Zn Year Average Daily Transient movement patterns, Annual day Arrivals Arrivals Required and providing a 21010 21,165 74 19 to 5 greater margin of Z- 2015 22.072 77 .10 10 5 safety is prudent. 2020 23.173 81 21 10 5 Second, all types 2.025 24,358 85 22 11 5 and sizes of aircraft 2030 25.658 90 23 12 6 are parked in the transient tiedown area, and a greater apron allowance provides more flexibility in how the tiedowns can be used. URS employed the following method to calculate the number of aircraft that will require transient aircraft parking spaces. Determine the average day number of itinerant aircraft operations. average E�� Convert the itinerant operations to the number of arrival aircraft by dividing by two. Divide the number of aircraft performing itinerant operations by two to account for the fact that based aircraft performs some itinerant operations. Assume that no more than 50 percent of the resulting daily transient aircraft operations will require storage at any one period. Based on Chapter I Forecast of Aviation, itinerant operations are forecast to constitute 45 percent of overall operations, or 74 daily operations by 2030. Using the methodology cited above., six itinerant aircraft tiedoivii positions will be required. 445.4 Sunirneary of Aircraft Storage Rectuirei-nents The preceding analyses show the focus for future aircraft storage should be on hangars (either Z:> => group or T -hangars) instead of tiedowns. Table 4-15 shows the amount of space needed for aircraft storage throughout the forecast period. 4.5 5 Fixed BaseOperl�ltor (FBO) Facilities In the future, as the number of based aircraft increases and the level of operations continues to rise, the airport will need to ensure that adequate land is set aside for FBO facilities. In this report, this is calculated at 15 percent of the total area designated for based aircraft storage and transient tiedown space. Table 4-16 shows the number of aircraft the facility will need to RRaMMUM The area set aside for the FBO expansion should include the transient aircraft parking spaces discussed previously. 4-25 Table 4-1.,'�. Aircraft Sfioraoe Requirenients Facility 2010 2010 2015 2020 2025 2030 Number 110 119 124 131 138 Small T -Hangars 1,140,858 1.205,470 1.297,043 Acres 23.15 24.83 26.19 Space (Is.f.) 651,360 701,133 734,162 774,519 814,443 Number 9 10 10 10 11 -Medium T -Hangars Acres 3.47 3.72 3.93 4.15 4.47 Space (s.f.) 63.000 70.000 70,000 70,000 77,000 Number 37 39 42 46 51 Group Hangars Space (s.f.) 275,2150 291,629 316,997 1 34-3,251 382,500 4. Number 7 7 8 8 9 Based Tiedowns Space (&f.) 6,300 6,300 7,200 7,200 8,100 Number 5 5 5 5 6 Transient Tiedowns Space (s.f.) 12.500 11500 12,500 12,500 15,000 SI. 1,008,410 1,081,562 1,140,858 1,205,470 1,297,043 Total Requirement acres 23 25 26 28 30 FaIt' 4-16: Total GA 4I adlift Nved 2010 2015 2020 2025 2030 GA Needs Square feet 1,008,410 1,081.,562 1,140,858 1.205,470 1.297,043 Acres 23.15 24.83 26.19 27.67 29.78 FBO Needs Square feet 151,262 162,234 171,129 180,821 194,556 Acres 3.47 3.72 3.93 4.15 4.47 4.6 AUTOMOBILE PARKING AND ACCESS FAA and TSA are still developing overall security regulations for general aviation. However, it is clear that access to the airfield will become more limited in the future., especially in environments where commercial air carriers are operating, such as YKNI. Vehicle access gates at YKNI currently limit automobile access to the operations and hangar areas to the owners and operators of aircraft. . i 4.7 t,"IALFFIES AND DRAINAG"E Existing utility services at YKM are discussed in Chapter I Existing Conditions. No deficiency was identified in the current level of services available. Consequently, no recommendation is provided for changes to the existing utility services. As new facilities are developed.. utilities will need to be extended or expanded to provide the necessary services. For the terminal and GA areas., utility services typically include electricity, water, data cables, and the collection of storinwater run-off. 4,8 AIRPOR'I*' SUPPORI­ FACIIATIES -Analysis of airport support facilities and services includes requirements for the storage and distribution of aircraft fuel., facilities, and equipment required for maintenance of the airport. 4.8.1 Fuel Service As noted in Chapter 2, Existing Conditions, fuel service at YKM is available for Jet A and MOLL aircraft fuel. Three aboveground storage tanks each provide 12,000 -gallon capacity and are located on the west GA apron. No change is recommended to the existing fuel service at this time. 4.8.2 Perimeter Fencins A.e g/Equipment As indicated in Chapter 2, the Airport Operation Area (AOA) is completely enclosed by a perimeter security fence. It comprises 7- and 8 -foot -high chain link fencing topped with 3 -strand barbed wire. No change is recommended to the existing security at this time. However, as new facilities are developed., the security perimeter may need to be reevaluated to accommodate any expansion that may happen. 4-27 4.8.3 Summ'ary of Require-nients The result of the analyses contained in this chapter is that numerous facilities will need to be expanded and possibly relocated to meet the demand levels shown in the aviation demand forecasts. Table 4-17 presents a summary of the requirements. Subsequent sections of this master plan will explore where new facilities can be located., as well as develop a plan for long- range implementation. Fable 4_17: ENistina Facilities Assessinent Actual Conclusions Airfield System The wind coverage and capacity needs at YKM are met by a single runway. I- Runway 9,127, at 7,6(--)4 feet. provides sufficient take -off length for all of the aircraft forecast to use the airport. Passenger Terminal The existing passenger terminal building will need to be expanded before 2020. Terminal layout and maintenance issues may require action to be taken sooner to maintain an acceptable level of service. Automobile Parking The current public parking lot should be adequate through the year 2020. It is recommended that the rent -a -car ready/return and rental car park -Ing area be expanded prior to this time, Air Cargo Although air cargo is forecast to continue to consist of feeder service using sm all aircraft., additional space will need to be provided in the future, either by remarking existing pavement or by constructing new. Based Aircraft Hangar With the growth in based aircraft that has been forecast, as well as the existing Storage unmet demand for hangar space, additional area for hangar development will need to be made available for future development. FBO and support Expanded FBO facilities are required to provide support for the general aviation facility expansion community. These facilities will provide not only aircraft maintenance hangars, but also pilot lounge areas, area for fueling aircraft, and sufficient space for transient aircraft parking. Fueling The current system is adequate. assuming the private sector continues, to upgrade their facilities and improve delivery as needed. Elm 9 i 5. *1 1 N TR 0 1) tj CA" 10 N The purpose of this chapter is to identify and evaluate alternative development strategies for the Yakima Air Tenninal./MeAllister Field (YKA1). Developing alternatives is the best way to ascertain how to meet the facility needs established in the previous chapter (Chapter 4, Facility Requirements). In this chapter the facility requirements that require physical improvements are identified, alternative way's to meet those requirements are developed and these are compared and a preferred development plan is selected to be the basis for the Airport Layout Plan (ALP). The following areas have alternatives that have been analyzed for the ALP at YKM. 1. The airfield (runways and taxiways), 2. The passenger terminal area (Terminal building, aircraft apron, and auto parking), and 3. General aviation areas (hangars and tiedowns). The following assumptions were drawn from analyses prepared in previous chapters and represent the framework used for formulating the development strategies. OF........................................................ . ................................. . . . . . . .. . . .. . .. . . .. .. ... . . ................................................... . W . ...................... w-'-'yZBMW . . . . . . . .... ............ ..... : ............ . ..................... . .. ..... . ............. . . . . ......... . . . ................. .............. ... ..... . ....... . ... ....... .. . . .......... .. . .......... .. ...... .. . .. ...................... ......................... ... .. .. ........... W1 Although all development proposals have alternatives, in some cases only one is feasible. The findings of these analyses are summarized in Table 5-1 with details on the decision process discussed in the remainder of this chapter. Table 5-1: Summary of Alternative Analyses Issue Airport Classification and Design: FAA ARC Classification Runways: Runway Length Crosswind Runway 5-2 C-111 for all airfield facilities. The recommendation is to extend the runway to 8,,847 feet. It was necessary to assure that the existing length of 7.604 feet is maintained on Runway 9/27 to accommodate all forecast operations. Preserving the potential for a runway extension should demand for additional length occur in the future, either to accommodate new aircraft or as part of a strategic plan to attract new airport tenants was determined to be essential to the long-term goal of using the airport as a central component of community economic development. FAA standards have shown that Runwav 4/21 is not required for either capacity or wind coverage. Therefore the runway,- is not eligible for continued FAA funding. No alternatives were considered. Three alternatives were considered including,: (1) keeping the runway at its current length; (2) maintaining the previous master plan's recommendation for extension of the runway to 10,000 feet; or (3) extending the within the current airport property lines (8,847 feet). The alternatives considered were to either close the runway and redevelop the land for other airport purposes or for the City to commit locally generated funds to its long- term maintenance and operation. The City has determ ined that the runway should continue to function until the cost of maintenance exceeds the City's ability to finance them. 1';i ble -SA - Suniiuiry ot'A peen.-ttive .Ali' lyses (( 'outinlied) Issue Conclusions summary Taxiways Taxilanes Realign taxiways to chin inate None considered. direct access from parking aprons to the runway in order to reduce the potential for runway incursions. Provide new access taNiways as appropriate to support new development areas. Pavement Maintenance Airfield pavements Continue with the annual A complete schedule for pavement pavement maintenance program maintenance has been established as for all pavements part of the Pavement Conditions Index report completed as part of this study. The full report is included as Appendix C to this master plan. Terminal Facilities Passenger Terminal Building Support Facilities The recommended action is to construct a new terminal at the existing site in order to continue to use the aircraft apron and automobile parking facilities. The existing tenninal building needs to be bigger based on the forecast 'increase in passengers. Additionallv, the condition of the existing building is such that major maintenance and rehabilitation efforts would be needed to keep it functional over the long term. The airline apron., automobile parking, and other facilities associated with the passenger terminal are included in the alternative discussion related to the terminal building. Two primary alternatives were considered: the firstmaintains operations in the existing terminal building and the second constructs a new terminal to replace the existing. Several alternatives were considered as to the ultimate location of a new term ina 1. None considered km J.'a ble -S--1 : Suininary of'A fternative Alralyses (( 'outinlied) Issue Conclusions Summary General Aviation General Aviation Facility The recommendation is to use Primary consideration was given to existing hangar facilities to satisfy where new GA development should demand while facilitating occur. continued development in the south GA area. The existing GA areas will need to grow in order to accommodate the increased demand for hangar and aircraft parking aprons. Support Facilities Fueling The current system is adequate. None The private sector will continue to upgrade and improve as needed. 5.2 RUNWAY ALTERNATIVES 1 17 Runwav 9/..� The forecasts of aviation demand for both the number of operations and the types of aircraft to use YKM have shown that the existing length of Runway 9/27 (7,604 feet) is sufficient through the year 2030. The two previous airport master plans recommended the runway be extended to a total length of 10,000 feet and this is reflected on the current Airport layout Plan (ALP) and has been accounted for in airport land use planning. As demonstrated in Chapter 3, Forecast of Aviation, there is no justification for a runway extension at this time., nor is one foreseen within the next 20 years. However, during the master planning process it was recognized by the City that the Yakima Air Terminal/McAllister Field is one of the key components of a long-tenu regional economic development strategy. By including a plan to provide a longer runway, the City can continue to work toward attracting better airline sen, ice., aircraft manufacturing facilities and heavy maintenance and overhaul facilities. Should these efforts be successful, the work required for a runway extension could begin. This will include developing a detailed project purpose and need statement, additional planning and further environmental analyses, and review and approvals by the FAA. By including all extension in this master plan the local land use planning agencies can continue to consider the long-range airport configuration in comprehensive planning activities. Three runway alternatives were considered. No -action (Figure 5-1). The current runway length has been shown to be adequate for all current and forecast activity at the airport. Extend Runway 9/27 to 10,000 feet (Figure 5-2). Even though current forecasts do not justify a runway extension., the master plan could retain the possibility for a runway extension at 10,161 feet as recommended in both the 1998 and 2003 master planlnd that has been considered in the development of both the city and county's comprehensive planning efforts. Extend Runway 9/27 to The Maximum Extent Possible on Existing Airport Property (Figure 5-3). This alternative plans for a runway extension to obtain the maximum length possible (8,.847 feet) while staying within current airport property. This positions the City to respond to future opportunities in aircraft manufacturing, maintenance or testing without requiring the purchase of additional land or creating adverse impacts on adjacent property owners. Alternatives 2 and 3 include an extension of parallel Taxiway A to provide coverage for the full length of the runway. 5-5 1,1g,ure 5-1.: No—kcfion m li / . . ........ bil *1 !ff 1,1g,ure 5-1.: No—kcfion m 1"4"'ure -5-2. t-Atend 1-6111,way W217 to V),000 Fect 5-7 Figure S-3Extend Runwav 9;27 to tile N-laxinlum Extent on Existing X L- - irport, Property (8,84'! I'vet) 5-8 5.2.2 Atip lysis of Runway 9/27 Alter-watt ves 'the safe and efficient movement of aircraft is a primary factor in alternative evaluation. Safety is the number one priority and all alternative layouts meet FAA safety criteria. Determining which of these alternative represents the best course of action at YKM requires a comparison of the three. This comparison uses criteria that consider the needs of the airport and its users, balanced with any identified impacts to the environment and community. The. evaluation criteria used are: Doesf It Meet ffie Xirporil's For Needs- 'nic types of aircraft forecast to use YKNI require that the current runway length be maintained. Any of the alternatives are acceptable in this regard. Does it llave,kiiy Impact ori the kpproach Cdipability- 1he current precision instrument approach procedure is to Runway 27 with an Area Navigation (R -.N -'AV) (Required Navigation Performance) approach available to Runway 9. Neither Alternative I nor 3 will change the Runway 27 threshold and therefore will have no negative impact on the published approach. Alternative 2 relocates the Runway 27 threshold 1,278 feet to the east resulting in a need to relocate the instrumentation and redesign the approach procedure. lint am ffie EireironmenLal Considerations: The primary environmental difference between the alternatives could be expected to result from noise exposure with the shifting of the runway ends. However, given the low levels of activity and the nature of the forecast fleet mix, noise levels are not significant enough to create community impact. No other environniental effects are anticipated at this time. Of course prior to any runway extension project a detailed environmental analysis will be required. ,-kr e There Considel-ations. Alternative I requires no physical change to the airport and therefore is free of complicating factors. Alternative 2 requires changes to both ends of the runway including the relocation or closure of South 16th Avenue and relocation of all component parts of the Instrument Landing System (ILS). Alternative 3 will require extensive land preparation efforts including grading activities to ensure the Runway Safety Area (RSA) and Object Free Area (OFA) requirements are met. Whot is the 1:,st'hilated C'os! Planning level cost estimates have been prepared for the alternatives to include all aspects of the project as well as any identifiable environmental and permitting requirements., professional design 5-9 fees, state sales taxes, and contingencies. These are offered for comparative purposes and the true estimate of cost will need to be based on more detailed study at the time of implementation. The cost of Alternative I would be negligible since no physical changes are required. Alternative 2 requires that the runway be extended by constructing 1,279 -foot extensions to both ends. The cost estimate includes relocation ofthe ILS system components., roadway relocation costs associated with South 16th Avenue, and environmental studies, in addition to the cost of the runway. extension. Alternative 3 limits construction activities to the Runway 9 end. Only the localizer would needto be relocated. The cost estimate includes the work required to secure project approvals (environmental and purpose and need statements) as well as all activities associated with extending the runway and taxiway. Table 5-2 presents a summary of the findings of the alternative analyses for Runway 9/27. Table -5-2. Analysis otizuniva_y AltC7,11atives Meets Airport Needs Impact on Approaches Land Use and Environmental Compatibility 5-10 Alternative I Alternative 2 Alternative 3 Meets the needs of the critical aircraft and forecast operations. No impact on the precision approach to Runway 27 No off -airport impacts 10,000 feet exceeds the needs of the aircraft using YKM or forecast to do so. It does provide for future flexibility and maintains the ability to react to future opportunities. The Runway 27 threshold will move 1,271 feet to the cast under this alternative requiring a relocation of the ILS system and a redesign of the precision approach procedure. The extension to Runway 9 will require that the non -precision approach to this end also be redesigned. Extending the runway on both end-, changes the Airport Compatibility Overlay Zone (ACOZ) in both directions and over three individual jurisdictions. 8.,847 feet of available runway meets the needs of the critical aircraft as well as providing expansion potential to react to unforeseen opportunity. No impact on the precision approach to Runway 27 but the non -precision approach to Runway 9 will need to be redesigned. Off -airport impacts are limited to the properties immediately off the end of Runway 9. Table 5-2: .Analvsis of Runivas, Alternatives onfinued) Alternative I Alternative 2 Alternative 3 Eng.meerm&logistical None Establishing work zones on None Considerations both ends of the existing runway adds complications and costs to the implementation. Additionally the relocation of the ILS equipment and the relocation of South loth Avenue create complications as well as expenses. Estimated Cost of None $14.5 Million $5.8 million Implementation -2.3 Rutv�i ay 9/1-1 Recommendation Although Alternative I provides for the needs of the aircraft forecast to tLw. YKNL it does not allow for flexibility in attracting new users. In this respect Alternative 3 is the superior alternative. It is recommended that the ALP depict an extension to Runway 9/27 that brings the physical length to 8,847 feet. As Figure 5-4 shows, all aircraft can use this length of runway for operations at YKM. It is recognized that this extension is being recommended for planning purposes and that there is no current demand driving implementation. When demand materializes, the City will need to work with FAA to assure that an extension is justified and all environmental clearances are obtained. k" B 737 Gl'ba! EXP'ess In= .. . ....... ... ... . .... ... ....... .. Lea, 30...................................................................................................... ......................................................... ................................................................................ : ............................................ . ................... .... .... ........ . ... ................................. ..................................................................................................................................................................... J."'.35 . . . . . . ..... ......................................................................................................................... .............. .............................................. D 1000 20(Y) 3OW 4OW 501W 6" i030 Et)W 9OW 10OW .: Required Runxay Length :*.-*.-i Proposes! Aw,way Lc-Slh 1, igure S-4: Aircraft Use of 8,847-l'oot Runw-a I y at 5.2.4 Runwai, 41'22 In the Facility Requirements chapter it was shown that Runway 4/22 was not considered to be essential to airport operations based on FAA criteria. The wind rose showed that Runway 9/27 provides more than 95 percent coverage for all aircraft under all weather conditions. This resulted in a determination that Runway 4/22 is not eligible for continued FAA support. However, other reasons for maintaining Runway 4/22 do exist. Runway 4/22 provides flexibility in operations for most general aviation (CTA) aircraft. Additionally, during periods when Runway 9/27 has been unavailable because of construction or other reasons, most commercial operations have been able to continue service using Runway 4/22. Therefore, the future for the runway needs to be included in this analysis. Unlike the previous discussion, the future for Runway 41122 has a limited basis for analysis. It will either be phased from operation as the pavement deteriorates or the City will elect to reconstruct and maintain the runway at their expense. Over the course of this master plan ATCT persortnel have recorded the number and types of operations that occur on Runway 4,122 each month. These data show that use is generally limited to small single-engine piston aircraft that fall within the FAA classification for B-1 (small). These records further showed that use of the runway was approximately 4.5 percent of total annual operations with the heaviest use occurring between May and August. Based on this data, if Runway 4/22 is to be reconstructed, it should be reconstructed to B-1(small) standards. This will include reducing the width from 150 to 60 feet, a-, well as reductions in other dimensions as shown in Table 5-3. The cost of reconstruction for this runway at B-1 (small) standards has been estimated to be $1,140,000. Taltic 5-3: 11-1 (small) Desian 0-iteria (Run -wry 4/22) Design Feature Existing (ft.) Standard (ft.) Difference UM= Width Runway Shoulder Width Runway Blast Pad Width Runway Blast Pad Length Runway Safety Area (RSA) Width Safety Area Length (beyond runway end) Object Free Area Width Object Free Area Length (beyond runway end) Obstacle Free Zone Width Obstacle Free Zone Length 15o 60 Reduce the. runway width by 90 feet S 10 Increase runway shoulder width None 80 Add new blast pads to the end of the runway None 61) Add new blast pads to the end of the runway -Xio 1210 Reduce RSA width 600 240 Reduce RSA length 400 21 5 () Reduce OFA width 600 240 Reduce OFA length will be reduced 25 25() Meets Standard 2 0 2 -) Meets Standard Source: F,4,4 Aakisoiy Circular 150.,j300-13-4hportDesign, Change 6 Note: Riunray 4,22 and Taxiii,ay B ivere consmicted to n7eetB-III standards that exceedB-1 (small) standards. : -�- Runiva ; .2.zs y 4f22 Recominewhation Given the low usage of the runway, it is recommended that the City stabilize the current pavement and restrict use to small aircraft. At the same time alternative funding sources such as WSDOT Aviation can be explored to ascertain whether adequate non -FAA funding Sources may be available M for reconstruction. Should these efforts prove to be futile, the runway should be closed to aircraft operations. 5. 1 6`1'ax-iways The taxiway system at YKTA/I currently serves the runway system efficiently allowing exit from the runway and safe access to the terminal and hangar areas. Additionally, the critical dimensions of the taxiways match or exceed FAA Airport Design standards. The analysis of the taxiway system identified the following items for discussion: 1. At the time that Runway 9/27 is extended, an equal extension to Taxiway A should be accomplished. The taxiway should be constructed at a width of 75 feet. 2. Taxiway C currently provides access to Runway 9/27 as well as to the South GA area. At present Taxiway C crosses the runway approximately 830 feet from the Runway 27 threshold. Based on standards and guidance from AC 1501/5300-13A this taxiway connection needs to be revised to assure that aircraft do not have a direct path onto the runway. It is recommended that a partial parallel taxiway be constructed to allow the general aviation aircraft from the south GA area to cross the runway at the Runway 27 threshold. When this is built the section of Taxiway C between Taxiway A and the runway can be closed and all aircraft routed to the end of Runway 27. The passenger terminal facilities at YKM are located on the north side of the runway at the approximate intersection of Runways 9/27 and 4/22. The terminal area consists of the passenger terminal building, terminal curblront, commercial aircraft parking apron, the surface access system and automobile parking areas, and the airport administration offices. 5-14 The terminal area is accessed using either West Washington Avenue or South 24th Street onto the airport entry drive. The passenger terminal building was constructed in 1950 at a cost of $200,000. In 1968, a ground level concourse in a "V" configuration was added to provide enclosed circulation space behind the security checkpoint. The terminal was again expanded and renovated between 1997 and 2000, expanding the passenger hold room., adding toilets to the secure area., and installing a canopy over the baggage unloading area. On the landside, the project reconstructed the departures/arrivals curbside canopy and renovated the passenger ticketing and baggage claim lobbies. The terminal currently has approximately 30.,838 square feet of space on two levels. All passenger processing occurs on the ground floor. The second floor includes an unoccupied restaurant and bar space that has several different floor elevations, a meeting room, and an abandoned ATCT. A URS team conducted a Terminal Facility Assessment in June and July of 2011, a copy of which is contained in this report as Appendix B. The team included a terminal plai-mer and architect, an electrical engineer., amechanical engineer., and astructural engineer. The team evaluated the overall condition of the terminal building and assessed how well the building accommodates air passenger processing. The information included in this report is based on review of documents and information provided by the airport, on-site inspections, and comments and input received from airport personnel. In addition to the assessment of the terminal., the Facility Requirements determination in the previous chapter showed that over the next 20 years., the space requirements within the terminal will need to be expanded. The alternatives being considered for the terminal begin with the decision as to whether the City should construct a new passenger terminal or renovate the existing. If the decision is made to construct a new building, the decision then becomes —where is the best location for the new terniinal. Making the first decision involves defining the level of renovation that would need to occur in the existing terminal and comparing the cost of this with the cost of constructing a new facility. The terminal assessment revealed several major factors that need to be addressed. 1. The interior layout is inefficient and creates points of conflict with passenger movements. 2. The interior layout includes fixed facilities such as walls and elevators that not only limit the flexibility of the space but also limit the use of the space for other functions. This is particularly noticeable in the area of the baggage claim and Rent -a -Car (RAC) facilities. 3. The current interior &cor is outdated and needs upgrading. 5-15 4. Any rehabilitation of the terminal will require that it be brought into compliance with the 1997 Uniform Building Code. 5. '11e building's roof, while in good condition, shows signs of ponding and has numerous Z:> penetrations due to heating, cooling, and other mechanical units. The roof should be replaced within 5 years. 6. The building space on the terminal's second level is not suitable for use as a passenger terminal. Most facilities on this level have not been maintained at the same level as the public spaces on level one. 7. Portions of the fire suppression system may be undersized. 8. The heating, cooling, dampers, rooftop ductwork, and water heaters all should be replaced prior to 2015. 9. The building is not wired for modem communications and computer systems. Based on these deficiencies the cost of aterniinal upgrade is likely to be close to the cost of building a new terminal. In this case a preliminary estimate shows a cost of $14.5 million to rehabilitate the existing structure and expand to meet future needs. This is compared to a cost of roughly $18.4 million to construct a new building. If it is determined that the City's preference is to construct a new terminal.. the next decision is to select the site for the new building. The master plan has identified three potential sites for a new terminal. 'I'liese are shown in Figure 5-5 and described as follows. Terminal Alternative 1: Rehabilitate the existing building and expand as needed. Terminal Alternative 2: Coi-tstruct a new terminal building adj acent to the existing in order to maintain the existing roadway access., parking, apron area, and other support functions. Terminal Alternative 3: Relocate the terminal complex to the cast of Runway 4/22 if the City determines to close the runway. Terminal Alternative 4: Relocate the terminal complex to the southeast. These alternatives were compared to determine which would best serve the airport's needs. The criteria and a comparison of the positions are as follows. 5-16 — TERMINAL ALTERNATIVE #2 a ETA. Figtire 5-5: T,ocatioi-i Alterwilives 5.3.1. Analysis ofTerminal. Aftern tives The following presents a summary of the alternative analysis for the terminal. Meets FAR Part 77 Criteria: No terminal location can be developed if it does not meet this criterion. Alternatives 1, 2, and 4 meet this criterion but the position of Alternative 3 only works if Runway 4/22 is closed. While this runway is currently not eligible for federal funds, it is in use and the City has decided to commit funds to its operation and maintenance. Therefore, construction of a terminal area would not be compatible as long as the runway is operational. — :* 5-17 �rT ERM7 TER ALTERTERMINj N Figtire 5-5: T,ocatioi-i Alterwilives 5.3.1. Analysis ofTerminal. Aftern tives The following presents a summary of the alternative analysis for the terminal. Meets FAR Part 77 Criteria: No terminal location can be developed if it does not meet this criterion. Alternatives 1, 2, and 4 meet this criterion but the position of Alternative 3 only works if Runway 4/22 is closed. While this runway is currently not eligible for federal funds, it is in use and the City has decided to commit funds to its operation and maintenance. Therefore, construction of a terminal area would not be compatible as long as the runway is operational. — :* 5-17 Available Land: Is the site large enough to accommodate an expanded tenninal building as well as to allow for flexibility in operations should conditions change in the future. All three alternatives have adequate land available although the City currently owns the land for Alternatives 1, 2, and 3 but would need to purchase approximately 40 acres of land to develop Alternative 4. Can Site Adapt to Unforeseen Needs: Any new ten-ninal needs to be adaptive to unforeseen increases in demand levels. This includes the possibility that larger aircraft will be used.. that additional airlines will of service., or that passenger levels will increase faster than forecast. All of the alternatives are expandable. Compatibility with Other Land Uses: The passenger terminal area must compliment (or at least not conflict with) surrounding land uses. None of the sites create compatibility issues with surrounding land. Additionally, Alternative 4 would provide incentive for further development of adjacent land. Design Issues: This factor identifies whether there are any site-specific issues that could complicate the design and construction of terminal facilities. These factors could include soils., grading, removal of existing facilities.. etc. For Alternative I the existing building would need to remain operational during the rehabilitation of the structure, adding a level of complexity and increased cost. For Alternatives 2. 3. and 4 the new terminal would be constructed separate from the existing building. Alternative 2 would have the advantage of being able to use the existing aircraft parking apron., the auto parking lots, and the surface access system. Alternatives 3 and 4 would need to add those support facilities as part of the tenninal construction. No other specific design issues have been identified at any site. Cost Issues: Working with the designs issues identified in the preceding bullets, cost factors were developed to represent relative cost differentials between the sites. The cost estimates reflect the level of effort involved in implementation. Costs for Alternatives I and 2 are limited to the cost of the terminal building since support facilities (aircraft apron, auto parking, etc.) will remain usable. For Alternative 3 all facilities will need to be reconstructed and in Alternative 4 reconstruction will also be needed as will land acquisition. A summar- y of the Terminal Analysis is shown in Table 5-4. I'able -5-4: Bunn mare ofTernninal Location Analvsis 5.3.2. Area Aften ati T. Tenninal Alternative 2 should be selected as the plan for the development of the terminal at YKM for the following reasons: I. It is the least expensive of any of the "new building- alternatives because it can be accomplished in a nianner that allows continuous use of the terminal support facilities. 2. Rehabilitating the existing terminal provides for a cosmetic upgrade without fully addressing some of the issues that exist at the building such as the external vents for the heating, ventilation., and air conditioning (HVAC) that necessitates all the roof penetrations. 3. Reconstructing the existing terminal will necessitate that operations be conducted during construction. This could suppress demand at a time -when the City and Community are attempting to promote the use of the local airport. k1m Alternative I Alternative 2 Alternative 3 Alternative 4 Meets FAR Part 77 Criteria Yes Yes Yes Yes Sufficient Land Available Yes Yes Yes Yes Can Site Adapt to Yes Yes Yes Yes Unforeseen Needs Coinpatibility with Other Yes Yes Yes Yes Land Uses Design Issues Yes No No No Cost $14.5 Million $18.3 Million $2(-).9Million $28.5 'Million 5.3.2. Area Aften ati T. Tenninal Alternative 2 should be selected as the plan for the development of the terminal at YKM for the following reasons: I. It is the least expensive of any of the "new building- alternatives because it can be accomplished in a nianner that allows continuous use of the terminal support facilities. 2. Rehabilitating the existing terminal provides for a cosmetic upgrade without fully addressing some of the issues that exist at the building such as the external vents for the heating, ventilation., and air conditioning (HVAC) that necessitates all the roof penetrations. 3. Reconstructing the existing terminal will necessitate that operations be conducted during construction. This could suppress demand at a time -when the City and Community are attempting to promote the use of the local airport. k1m 5 . 4 GENERAL lt-VIA'I*'ION/'AIRCRAF'I*'S'I'ORAGE REQUIRTENT S Based on the growth in based aircraft and loss of private hangars at YKM,, new general aviation facilities are required. The need is summarized in the following table: 1 [tic 5-5: -suninin ry ol, Cefwral 'Xifiation Requircluenis Facility 2010 2015 2020 2025 2030 Number I lo 119 124 131 139 Small T -Hangars Space (s.f.) 651,360 701,133 734,1621 772.519 814,443 Number 9 10 10 i() 11 Medium T -Hangars Space (s. f) 61,000 70,000 70,000 70,000 77,000 Number 37 39 42 46 51 Group Hangars Space (s. f) 275,250 291,629 316,997 343.251 382'5()0 Number 7 7 9 8 9 Based Tiedowns Space (s.f) 6300 6,30() 7,210 7,200 8.300 Number 5 5 5 5 6 Transient Tiedowns Space (& f) 12,500 12'5(_) C 11,5( )C) 12,500 15,000 sf 1,008,410 1,081.,562 1,14U,858 1,205,470 1,297,0 43 Total Requirement acres 231 25 2) 6 28 30 In addition there is a need to replace hangars that were lost due to the closure of the privately owned and operated hangars at the Noland Decoto site (Alternative 1). Refer to Figure 5-6 for Alternative locations. This area offered storage for approximately 75 aircraft, most of which have remained on the airport but are currently using tie -downs. To accommodate long -tenni growth it is recommended that the City continue with their plan to purchase facilities at Noland-Decoto and in the short-term direct general aviation demand to the existing T -hangars. This allows for immediate use of existing facilities and provides a low-cost development option. Additional demand should be accommodated at the south GA area (Alternative 2) where infrastructure exists and additional hangar development can be accommodated. However, as the number of aircraft based in this area increases, taxiway access could become an issue. With a single taxiway connection accommodating two-way traffic, delays are likely to become more frequent. Also., all aircraft must cross the active runway. As traffic increases it will be necessary to provide 5-20 — for a partial parallel taxiway to allow these crossings to occur at the end of the runway rather than at their current location. G G O ENEXRAIL AVIATIN ALTERNATIVE #1 I N ............. °§ low ........................................ .... ......... t ..... ......................... �AVIATINJ. g ALTERNATIVE #2 ED U RM r4cm . . ........ .... . ... . ..... - .............••..... Figure �-6: Cleiierai _aviation Development zklternatives 5.5 OTHER REQUIREMENTS As noted in Chapter 2, Existing Conditions, fuel service at YKNI is available for both Jet A and 1001.1, aircraft fuel. Three aboveground storage tanks each provide 12,000 -gallon capacity and are located on the west General Aviation apron. There is an additional 12,000 -gallon aboveground fuel — :* 5-21 tank at the McAllister Museum. No changes were recommended to the existing fuel service at this tz> time. 5.6 AIRPORT LAND USE PLAN Combining the recommendations for each of the airport's main functional areas into a single long- term development plan provides a plan for the long-range use of the airport. Figure 5-7 shows the on -airport land use plan for YKM. Land within the existingairport property boundary is categorized into four broad land use categories based on role or function. The land use categories of the Airport Land Use Plan are defined as follows: Aircraft Operations Area (AOA): This area comprises the runway and taxiway system, associated aircraft movement areas., and the Object Free Area and Runway Safety Area. The Aircraft Operations Area is defined by recommendations promulgated by the Federal Aviation Administration in Advisory Circular 15015300-13., Airport Design, and Federal Aviation Regulation (FAR) Part 77., Objects Affecting Navigable Surfaces. No development is allowed within these areas except that permitted by FAA and specifically required to support aircraft operations at the airport. TerminaUSupport: This land use category includes the passenger terminal building, the aircraft apron., auto parking areas, rental car facilities., cargo areas, airport support facilities, and other uses, activities, and services engaged in supporting the commercial facilities and passengers at the airport. General Aviation: The general aviation uses include FBO services., aircraft storage and tie -down facilities., T -hangars., conventional hangars., aircraft maintenance and repair hangars. specialty aviation services., and corporate and aviation activities and businesses. Aviation/Industrial: This category accommodates conitnercial and industrial activities that are compatible with airport operations and noise levels. The uses may or may not be aviation oriented but should be limited to those that specifically benefit from their proximity to the airport, or that are able to operate without adverse impacts to airport operations. 5-22 — AVIATION! TERMINALMUPPORT ..INDUSTRIAL A AIGA""ONIINDUSTRIAL FUTURE AYL471OW GENERAL INDUSTRIAL AVIATION GENERAL AVLATON TERMINALPSUPPORT GENERAL AVIATION AVIATIQW AVLATIM %INDUST INDUSTRIAL . ......... . ... ... .. ... .... Al INDUSTRIAL EXISTING AVIGATION EASEMENT SENEGAL AVIATION AREA A ------ VIATIOWINDUSTRIAL I M AIRPORT LAYOUT PLAN 6. 1 1 NTR 0 D U; CTI 0 N This chapter presents the Airport Layout Plan (ALP) for the Yakima Air Terminal/McAllister Field (YKM). The ALP describes and graphically depicts recommended development for the airport. The recommendations shown on the ALP reflect input received from the City of Yakima., Yakima County, the City of Union Gap, the Federal Aviation Administration (FAA), airport stakeholders, and the general public. The analyses and findings of the previous chapters provided the tecl-inical and policy guidance for this plan's outcome as reflected in the ALP. The following plans make up the set of drawings commonly referred to as the ALP: Sheet 1: Title Sheet Sheet 2: Airport Layout Plan Sheet 3: Airspace Plan., Inner Approach - Runway 9,'27 Sheet 4: Airspace Plan., Outer Approach - Runway 27 Sheet 5: Airspace Plan, Runway 4/22 Sheet 6: Inner Approach Surface, Runway 91/27 Sheet 7: Inner Approach Surface, Runway 4/22 Sheet 8: Terniiiial and General -Aviation (East) Plan Sheet 9: General Aviation (West and South) Plan Sheet 10: ®n -Airport Land Use Plan Sheet 11: Airport Community Land Use Plan Sheet 12: Airport Property Map Exhibit A The plan sheets are found at the end of this chapter. .. 6-1 6.2 TITLE SHEET The Title Sheet, Sheet L serves as an introduction to the Airport Layout Plan (ALP) drawing set, providing a location and vicinity map of the airport and an index of the drawings. 6.3 AIRPORT LAYOU:T PLAN The Airport Layout Plan, Sheet 2 graphically depicts both existing airport facilities and the airside and landside projects that have been recommended for the 20 -year planning period. Specifically shown are, i. Tlie extension of Runway 9/27 to a total length of 8,847 feet allows the City to be prepared to provide a longer runway should filtUre tenants required it. The runway extension is not currently justified within the time frame (20 years) covered by this master plan. It is included as a contingency should unforeseen demand develop or opportunities present themselves. The City will need to justify the project and conduct enviroinuental analyses before construction can begin. 2. FAA criteria for a crosswind runway indicate that Runway 4/22 is not required to provide wind coverage or to serve demand. The City has indicated that it will continue to maintain Runway 4/22 as a BI (small) facility using non -FAA funding for as long as it is feasible. As the pavements deteriorate and the surface becomes unsuitable for aircraft operations in the future, closure of the ninway will be considered. 3. Some access taxiways and taxilancs, most notably Taxiway C south of Runway 9/27.. will be reconfigured to eliminate direct access to the runway and reduce the potential for runway incursions. 4. A new partial parallel taxiway is recommended on the south side of Runway 9/27 to direct runway crossings to the end of the runway instead of at the intersection. This project is will increase safety in operations. At the same time an additional parallel taxiway to access the Soutti GA area is recommended to provide two-way traffic to the runway. 5. A new passenger terminal building should be constructed at the site of the existing building. This location allows for the continued use of the access and Parking area-, as well as of the concrete aircraft apron. The new terminal is required to serve existing as well as projected activity levels. 6-2 6. Acquisition of portions of the former Noland-Decoto property is recommended. This allows the T -hangars to be returned to service to accommodate forecast increases in general aviation demand and to provide the airport with an additional source of revenue. 6.4 FAR PART 77-17 AIRSPACE PLAN 'flee airspace plan for YKM is depicted on Sheets 1, 4, 5, 6 and 7. These sheets illustrate the imaginary y surfaces defined in Federal Aviation Regulation (FAR) Part 77, Obstructions to Navigable Airspace as they apply to Runways 9/27 and 4/22. The surfaces shown should not be penetrated by objects of natural growth, man-made objects, or terrain. The airspace surfaces as applied to YKM are as follows. 6.41 Prhnary Surface The primary surface is an imaginary surface centered on the runway centerline and extending 200 feet beyond each end of the runway. The primary surface width is based on the type of approach procedure available to the runway. The primary surface width for Runway 9/27 is 1,000 feet based on the precision instrument approach procedure to Runway 27. This dimension is applicable for both current and future conditions. For Runway 4/22., the primary surface is, and will continue to be 250 feet since this is a visual runway. 6.4.2 Approach Suilace The approach surface is the imaginary inclined plane beginning at the and of the primary surface and extending outward to distances tip to 50,000 feet, based on the type of approach procedure available to the runway end. The width and slope of the approach surface depend on the type of approach procedure available on the runway. 'flee approach slope to Runway 27 is based on the precision instrument approach. It begins 200 feet from the physical end of the runway and is 1,000 feet wide at that point. It extends outward for 10.,000 feet and upward at a slope of 50:1 then outward for an additional 40.000 feet and upward at a slope of 40:1 at which point it is 16.000 feet wide. The approach slope to Runway 9 is based on the non -precision approach procedure available. It begins 200 feet from the physical and of the runway and is LOOO feet wide at that point. It extends outward for 10.,000 feet and upward at a slope of 34:1 at which point it is 3,500 feet wide. 6-3 Visual approaches are available to Runway 4/22. The approach surfaces begin 200 feet from the end of the runway where they are 250 feet wide. They extend Outward for 5,000 feet and upward at a slope of 20:1 at which point they are 1.500 feet wide. 6.4.3 Horizontal Surface The horizontal surface is the imaginary plane 150 feet above the established airport elevation. The shape of the plane is determined by strildng arcs from the end of each primary surface. The radius of each arc is based on the most demanding type of approach procedure planned for the runway. The individual arcs are connected by lines tangent to the arcs. At YKM, the airport elevation is 1,099 feet above mean sea level (MSL), so the Horizontal Surface is 1,249 feet MSL. 6.4.4 Conical Surface The conical surface is an imaginary inclined plane beginning at the edge of the horizontal surface and extending outward at a 20:1 slope for a distance of 4.000 feet. At YKM the conical surface begins at 1,249 feet at extends outward and upward to 1,449 feet. 6.4.51'r,ansitional Surface Transitional surfaces are the inclined planes extending outward from the primary surface., at a 7:1 slope until they intersect with the horizontal surface. They e-xtend upward from the approach surface to the intersection with the horizontal surface. In reviewing the FAR Part 77 Imaginary Surfaces drawing for YKNI, it is seen that numerous objects penetrate the defined surfaces including trees., buildings and terrain. On the sheet existing and potential obstructions have been identified and are noted and the obstruction removal plan is provided. 6.4.6 Inner Run-vi'ay Approl'tch Surfaces 'Elie existing and future Inner Approach Plans and Profiles for the runway ends are shown on Sheets 6, and 7. These drawings depict the critical inner portions of the approach zones for the runway end. On the sheet., existing and potential obstructions to the approaches have been identified and are noted and the obstruction removal plan is provided. RE 6.55 TERMINAL AND GENERAL AVIATION AREA The focus of Sheet 8 includes the passenger terminal., terminal access roadway and curbfront., automobile parking areas, and the aircraft parking apron. As shown on the plan, several improvements and additions are recommended for these facilities: I. A new passenger terminal building is recommended for construction to the cast of the existing building. This was shown to be the least expensive of any of the "new building" alternatives considered because it can be accomplished in a manner that allows continuous use of the existing terminal support facilities such as access., auto parking and aircraft parking. 2. The commercial aircraft apron area should be maintained to provide for tip to 4 aircraft parking positions. 3. A new public parking area should be constructed west of the airport access road, south of West Washington Avenue. Approximately 200 new spaces will be provided in this lot. 4. At the time that the new terminal building is completed the airport administration offices will be moved to the new building. Sheet 8 also includes details regarding the East General Aviation area. There are no changes envisioned for this area. On Sheet 9 details are provided for both the West and South GA areas. In the West GA area the only change recommended is for the City to purchase the T -hangars and the portion of the Noland Decoto property where they are situated. This purchase will immediately provide approximately 30 affordable hangar positions to the GA community. Also on Sheet 9., details on the eventual expansion of the South GA area are shown. This area will provide the majority of the future private GA expansion. As shown., the area is expected to continue to provide land for private box hangar development. i 6.6 OFF-AIRPOR'I'l L.J.NAND USE YKM is situated within the City of Yakima but two other political jurisdictions exist within the immediate area, Yakima County and the City of Union Gap. Sheet 10 shows that the land surrounding the airport is a mixture of residential., commercial., industrial and undeveloped. To assure that the airport remains compatible with the surrounding land., two critical factors must be 6-5 considered: height hazards., as represented oil the FAR Part 77 Imaginary Surfaces Plan. and the potential impact of aircraft noise. At YKM the land use planning drawing considers these elements. The compatibility planning boundary for the geographic area encompassed by this land use plan represents a composite of the FAR Part 77 Imaginary Surfaces and the DNL 65 noise contour for the year 2030. 6A1 Height Height requirements around the airport are defined by FAR Part 77. Objects Affecting Navigable Airspace. The Part 77 Surfaces surrounding YKM have been discussed and defined previously in this chapter. These drawings illustrate the airspace that needs to be kept clear of obstructions, including objects of natural growth, man-made objects, and terrain to assure safe., all-NA,eather operations. 6.6.2 Noise Aircraft -generated noise impacts are typically the primary source of concern between airports and surrounding land uses. Preparing and implementing plans for compatible land uses in the Z:> airport vicinity is strongly encouraged by the Federal Aviation Administration (FAA). In measuring noise impacts FAA has recognized that the threshold of significance is the 65 day - night sound level (DNL). FAA Advisory Circular 150,15020-1, Noise Control and Compatibility. Planning for Airports, provides guidance in determining land uses that are compatible or incompatible with noise levels of various magnitudes around airports. The following discussion provides details on the methods used to model noise impacts in the vicinity of YKM as well as a discussion of the impacts that this noise has on the area. 6.6.21A Day -Night Sound -Level Noise is generally defined as unwanted sound., and as such the deterniiiiation of what constitutes an acceptable level to any individual is subjective. In analyzing noise impacts from airports the day -night sound level (DNL) methodology is used to detennine both the noise levels being experienced under existing conditions and the potential changes to noise levels that can be expected in the future. The basic building block in the computation of DNL is the So -Lind Exposure Level (SEL). An SEL for each aircraft type has been calculated by FAA and these data sets are included in the Integrated Noise klodel (INM) software. The Integrated Noise Model (INM) has been specifically developed by the FAA to plot noise Contours for airports. The original version was released in 1977. and the present Version 7.0.d was released in May 2013. The program is provided with standard aircraft noise and performance data. M The SEL levels included in the INM were computed by FAA by adding the decibel (dBA) level for each second of a noise event that is above a certain threshold. An "A" -weighted decibel is the sound level which is weighted in a manner that closely matches the car's response. Such weighting reduces the influence of lower and higher frequencies relative to the middle frequencies, and is usually expressed in dBA units. To determine the basis for SEL's the operation of an individual aircraft was monitored in a test environment and the highest dB reading for each second of the event as an aircraft approached and departed was recorded. Each of these one -second readings was then added logarithmically to compute the SEL for that aircraft type. Figure 6-1 depicts the typical dBW values of noise commonly experienced by people. This illustrates the relative impact of single event noise in "A" -weighted level. 6-7 ....................................................... I I , igure 6-1: A Comparison of Common Noise Levels m It is important to note that SEL levels are not the metric used to assess noise impacts in the vicinity of an airport. Instead they are used to the calculate DNL levels. TheFAA relies on DNL contours with levels above 65 as the threshold of significance at an airport. To define this threshold the SEL measurements are converted to DNL. This involves the addition, weighting, and averaging of each SEL to achieve a DNI, level for a particular location. The SEL of single noise events that occur between the hours of 10:00 p.m. and 7:00 a.m. are additionally weighted by adding 10 dB to the SEL to account for the assumed additional disturbance perceived during that time period. All SELs are then averaged to achieve a level characteristic of the total noise environment. Very simply, a DNL level for a specified area over a given time is approximately equal to the average dBA level that has the same sound level as the intermittent noise events. Thus., a DNI, 65 dB level describes an area as having a constant noise level of 65 dB that is the approximate average of single noise events even though the area would experience noise events much higher than 65 dBA as well as periods of quiet. The main advantage of DNL is that it provides a common measure for a variety of differing noise environments. The same DNL levels can be used to describe either an area with very few high level noise events or an area with many low level events. DNL is thus constructed because it has been found that the total noise energy in an area is a good predictor of community response. Figure 6-2 graphically depicts the relationship between SEL events and the DNL levels. DNL levels generally are depicted as noise contours. These contours are interpolations of noise levels based on the centroid of a grid cell and drawn to connect all points of similar noise levels. Contours appear similar to topographical contours and form concentric "noise footprints". The footprints of DNL contours as calculated by the INNI are drawn about the airport and used to predict community response to the noise from aircraft using that airport. 6-9 Single Event Noise Cumulative Noise Exposure 14iatire 6 2- Converting SEL to ML NII(Aefirt- tl- The DNTL noise contours shown in this report were generated using the Integrated Noise Model (IN14), specifically developed by the Federal Aviation Administration (FAA) to plot noise contours for airports. The original version was released in 1977, and the present Version 7.0.d 6-10 was released in May 2013. The program is provided with standard aircraft noise and performance data that can be tailored to the characteristics of individual airports. The INXIII program requires the input of the physical and operational characteristics of the airport. Physical characteristics include runway coordinates.. airport attitude, and temperature. Operational characteristics include aircraft mix, flight tracks, and approach profiles. Optional data that is contained within the model includes departure profiles., approach parameters, and aircraft noise curves. All of these options were incorporated in order to model the noise environment at YKM. Physical Characteristics The physical configuration of a runway system has obvious impact on the noise environment. Likewise., the direction of flight is a factor in noise exposure (take -offs generate more noise than landings) so defining the percentage of time that operations occur in each direction is key to understanding noise impacts. At YKM there are two runways but activity occurs primarily on Runway 9/27. No changes have been made to the orientation of the runway but the extended runway length was used to calculate the 20 years hence contour (year 2030). Aircraft use the ends of runways for operations based on wind direction and speed and air traffic control guidance. The percentage of time that operations occur on each runway end was determined through wind analysis and discussions with Airport Traffic Control Tower (ATCT) personnel. Operational To model the existing and predicted noise impacts at YK-M, the actual recorded activity levels obtained from ATCT and the airport for 2010 and the forecast operations levels for 2030 presented in the approved aviation demand forecasts presented in Chapter 3 were used. Since different aircraft types generate different noise profiles it is important to define the types of aircraft that use the airport today and project those likely to use it in the future. The forecast of aviation demand included a detailed breakdown of annual activity by aircraft type and these were used to generate the noise contours. Flight Tracks - In general, aircraft noise impacts are greater below the takeoff paths than at the arrival end of the runway. When landing, all fixed wing aircraft follow roughly the same approach slopes, thus noise differences depend mostly on the aircraft size and engine types. Also., because engines are set to low power levels on approach., the noise produced by the airframe from features such as wing flap and extended landing gear may be greater than the actual engine noise. M When taking off, fixed wing aircraft do not typically follow the same departure slopes. Within a couple of miles of the runway end, jets reach a higher altitude than do the more slowly climbing propeller aircraft and the noise level on the ground diminishes as they climb. With this in mind, the path of the approach to (or departure from) a runway helps to define where noise impacts are experienced. The INIM input includes flight paths for straight -in approaches to Runways 9 and 27 that are common to commercial aircraft, and circling approaches for other aircraft and touch and go paths for general aviation in training on all runway ends. These are based on both approach and departure plates, ATCT descriptions., and the City's policies. Day/Night Traffic - The time of day when an operation occurs is important in determining the impact that the noise will have on a community. In the INNTL night operations are assigned a 10 dB penalty to reflect the impact that noise has during these hours. Determination of the day/night traffic split for YK-Nl was based on the current airline flight schedule and activity records from the ATCT. It is estimated that 959*0 of all operations occur during the day. 6.6.3 .1,and Use Compatibility The Land Use Compatibility Matrix, Table 6-1, indicates those land uses that are compatible within the specific DNL noise contours. It identifies land uses as being compatible, incompatible, or compatible if sound is attenuated. The matrix reflects the fact that 65 DNL is generally recognized as the threshold of concern by FAA. The matrix acts as a guide for local land use planning and control and a tool to compare relative land use impacts. It must be remembered that the DNL noise contours do not delineate areas that are either free from noise impacts or area,-, that are subjected to noise impacts. In other words, it cannot be expected that a person living on one side of a DNL noise contour will have a markedly different reaction to the noise event than a person living nearby, but on the other side of the contour line. For this reason, when implementing noise compatibility programs the contours are used as a guide. -uiv attenuation programs are adjusted to include neighborhoods rather than individual properties. What can be expected from analyzing the noise contours is that the general aggregate community response to noise within the DNL 65 noise contour., for example., will be less than the public response within the DNL 75 noise contour. For this master plan 65, 70, and 75 DNL noise contours were generated to help determine land use impacts and compare the existing condition with that which can be projected for the future years. The area between the 65 and 70 DNI., contours is where many types of land uses are normally unacceptable and where land use compatibility controls are recommended. The area located inside the 70 and 75 DNI, noise contour is subjected to a significant level of noise and the sensitivity of various uses to noise is increased. 6-12 — Table 6-1: LandUse (--'(-)ivipafihfflt'y Nlafrix Source: Federal,4ilatjon Achninish-ation (F.4-4),46AIswy Circular (<40 150,5020-1 -Xoise Control and Compatibilily Planning, for ,4hports .Nuinbers in Parentheses refer to the notes (Continued on INText Page) MW Yearly Day Night Noise Level (DNL) In Decibels Belo5w 65-70 70-75 75-80 80-85 Cover 6 85 Residential Residential other than mobile homes and transient y N10) N N, N lodgings Mobile Homes 'V N N N, N, N Transient Lodajn2s y N(l) N(l) N, N Public Use Schools y N(l) N'(1) N. N N Hospitals and nursing homes Y 25 30 N N. N Churches, auditoriums and concert halls Y 25 30 N N. N Government services Y y ?5 10 N N Transportation y y YQ Y(3) Y(4) Y(4' ) y y YQ YO) Y(4) N —Parking Commercial Use Offices., business and professional y y 25 30 N, N Wholesale and retail building materials, hardware y y y(2) Y(3) Y(4) N and farm equipment Retail trade - general y y 25 30 X" N Utilities y y y(2) Y(3) Y(4) N Communications y y 25 30 X" N Manufacturing and Production Manufacturing - general y y y(2) Y(3) Y(4) N Photographic and optical y y 25 30 N. N Agricultural (except livestock) and forestry Y Y(6) Y(7) Y(8) Y(S) Y(S) Livestock farming and breeding y Y(6) Y(7) N N. N Marine and fishery resource production and Y y y y y y extraction Recreational Outdoor sports arenas and spectator sports y Y(5) Y(5) N N, N Outdoor music shells, amphitheaters y N N N N N Nature exhibits and zoos y y N N X" N Amusements., parks. resorts and camps y y y N N N Golf courses, riding stables and water recreation Y y 25 N N, N Source: Federal,4ilatjon Achninish-ation (F.4-4),46AIswy Circular (<40 150,5020-1 -Xoise Control and Compatibilily Planning, for ,4hports .Nuinbers in Parentheses refer to the notes (Continued on INText Page) MW The designations in this table do not constitute a Federal determination that any land use covered by the program is acceptable or unacceptable under federal, state or local law. The responsibility for determining acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with local authorities in response to locally determined needs and values in achieving noise compatible land uses. Key to table Y = land use and related structures compatible without restriction N = Land use and related structures incompatible without restrictions 7(-),, 30 or 35 = Land use and related structures generally compatible when measures to achieve 25, 30, or 35 dB attenuation incorporated into the design of structures Notes: 1. YVhen the community determines that residential or school uses must be allowed. measures to achieve outdoor or indoor noise level reduction of at least 25 dB to 30 (113 should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide 2Cac1B, thus the reduction requirements are often stated as 5, 10., or 15 dB over standard construction and normally assume mechanical ventilation and closed windows year round. However the use of NLR criteria will not eliminate outdoor noise problems. I Measures to achieve NLR of 25 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, and noise sensitive areas where noise levels are typically low. 3. Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas., noise sensitive areas or where the normal noise level is low. 4. Measures to achieve NLR of 35 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas., noise sensitive areas or where the normal noise level is low. S. Land uses are compatible provided that special sound reinforcement systems are installed. 6. Residential buildings required a NLR of 25. 7. Residential buildings required a NLR of 3C). 8. Residential buildings not pennitted. 6.6.4 NoiseImpticts '17he drawings that follow show the INM contours that were generated for the baseline conditions 2012 (Figure 6-3) and the 20 years hence conditions in 2030 (Figure 6-4). As can be seen, the future noise exposure is only marginally greater than the existing condition. In either the present or future case., there are no noise sensitive public use facilities in the area encompassed by the 65 DNL and there are no incompatible land uses anticipated for the airport within the time frame of the master plan. At present, aircraft operations do not generate much attention in the airport vicinity since most are conducted by small, piston powered aircraft and noise levels exceeding DNL 65 are contained on airport property both today and in the 20 -year future. Therefore. the airport's noise impact on the surrounding communities will change as a result of the recommended improvements. 6-14 — .i . Yakima Air Terminal - McAllister Field 11177-rWow 65 70.: 65 LEGEND Airport Property INM Contours 65 DNL Contour 0 DNL COMOUr Noise Sensitive Facilities Identification N o ise S e n s i t i v III e F a c H i t i e S (Churches, Schools. Libraries, NUMIng Ponies) '.'x ..........• ... ................... .............. 6•5 ....................... .. . . ........ 70 ............. .. . ..... 4............. 1. ................. ....... 65 . ... . ... .... . .... ..... ... ... ... . .. ...... .. ..... .. . .... .. ... .i . Yakima Air Terminal - McAllister Field 11177-rWow 65 70.: 65 LEGEND Airport Property INM Contours 65 DNL Contour 0 DNL COMOUr Noise Sensitive Facilities Identification N o ise S e n s i t i v III e F a c H i t i e S (Churches, Schools. Libraries, NUMIng Ponies) Figure 6-4: Integrated Noise Model (INM) - Year 2030 LEGEND Airport Property IN M Contours 65 DNL Contour .. .... ...... : 70 DNL Contour Noise Sensitive Facilities Identification Noise Sensil itive Facilities (Churches, Schools, Libraries, Nursing omes) ii T- J77 ..... . . ..... OPT- . ......... . ...... ...... -41 ......... .. .. ......... ........ . .. 65 .......... ..,t .... ................ 70 .. ...... - - ---- . .. ..... .... . ... .... ... 65 4 .. .. . ... . ... rt .... .. ... ... . .... . .. .. . .... ... .... rr ..... ..... ..... .... .. .. .... ... .. ... ... .. . % - - ---- '0 770 . . ....... . ... 65 ..... ..... 65 70 65 Yr y4 Yakima Air Terminal - McAllister Field Figure 6-4: Integrated Noise Model (INM) - Year 2030 LEGEND Airport Property IN M Contours 65 DNL Contour .. .... ...... : 70 DNL Contour Noise Sensitive Facilities Identification Noise Sensil itive Facilities (Churches, Schools, Libraries, Nursing omes) ii 6.7 AIRPORT PROPERTY MAP 'I'lie Airport property Map is shown on Sheet 11. (ALP drawings are currently under review at FAA and will be provided after FAA's review process is complete.) The information on the map details the property acquisition history at the airport. 'Ilie, tabular information shows the parcel numbers., type of acquisition (fee simple or avigation easement), and the Federal program under which the property was purchased. MM G-20 ....... .............................. ....................... .............:. .. ii riml irkAl I MAI 1 :411 =1 :I iv� I I Ll Ll 0 2014 Airport Layout Plan Drawing Set F.11 1:m i Lei M1=3 =1` ][1111.6 Um 1501 4TH A%IENUE,SURE 1100 GE LE. Wx X101 C. PHONE ..06,47-7[D PROJ�TIIxNxGER FTED 6v RU7 D ES IG NE.01 RLQ CHEC VE09v YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN TITLE SHEET SCALE: ]DATE FEBRUAR, 2014 AIHNUMetH 3-53-0089-3-' SHEET NUMBER 1 OF 12 SHEET 2 OF 12- AIRPORT LAYOUT PLAN SHEET 3 OF AIRSPACE r► . APPROACH, . 1 SHEET 4 OF 12- AIRSPACE PLAN R APPROACH, RUNWAY SHEET 5 OF AIRSPACE l RUNWAY 4/22 SHEET s r APPROACH SURFACE, RUNWAY SHEET 7 OF r APPROACH SURFACE,RUNWAY SHEET 8 OF 12- TERMINAL AND GENERAL AVIATION (EAST) PLAN SHEET fOF 12- ■ AVIATION (WEST AND OPLAN SHEET 10 OF 12- ON -AIRPORT t.,■USEPLAN SHEET 11 O r LAND USE i AIRPORT SHEET 12 OF 12- AIRPORT PROPERTY MAP (EXHIBIT "A") Um 1501 4TH A%IENUE,SURE 1100 GE LE. Wx X101 C. PHONE ..06,47-7[D PROJ�TIIxNxGER FTED 6v RU7 D ES IG NE.01 RLQ CHEC VE09v YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN TITLE SHEET SCALE: ]DATE FEBRUAR, 2014 AIHNUMetH 3-53-0089-3-' SHEET NUMBER 1 OF 12 AIRPORT VICINITY ag AID AIRPORT LOCATION IALL-WEATHER WIND ROSE I IVISUAL FLIGHT RULES VMND ROSE I IINSTRUMENT FLIGHT RULES WIND ROSE I ALL-WEATHER (?OXSI OBSERVATIONS) I CROSSWNHE RM 0422 RWWY N i(TOMINITIR: r I RtN,-,jl 9D27% 1 7q �O , N,-,� T 1 9, F I 'k, 'cl % 1 1 271 72781 *[MKFcVA vBSERIAAHCNPER-C, 2000-2009 VER EM893 OBSERVATIONS} RYff 64422 RABY 0927 1 COMBINER 05 I?Nwl, I SE 65% ti'w , 93 .7 'k, 93 11 % I 7a % �ONWTI 1 9393SD% 1 197% 72781 e*IMA,VYA 10C0 _ccPi 18SER VAI KN P ERIC , 1f p 4 . '8F . v -F _j- j7t IFQ, I! , 7 'c- 17 RUN14111 9 !E L 1 106 A 'A 5 z LATITURE 4E°34'.'547,• L--N,'lTUAE 12 97'S` T, _47 It J, poff IFR EEI 41 OBSERVA TW14SI SR T'll PT 21 REH' P7__ 'T 'T 711, 1 I?NWCTS icii�% 9391% 16INCTS cS c7% 9397% �ONWCTS cS c7% 9397,% % fJCraA ESTHER REP -HN,-, STATION 72781 e*INIA,WA 18SERVAHCIAPERIC, 20.10 2STANDARD RSAC A�-1,LATEDB4SEDnNAFP•-,PTELEVATI•-IN A _EUNIRA'ENE, CCCREINATFS 13 REFLErTE'­:N PWPI�OT -.10FCFEA j ' T -7 IS LATH,Jf,E 4&`,4 09P- -S'S ------ j Iv- _14P�-ONT -RR. 4 �U S - IN - it T A,mma _1k r. ml L.AT TURE 46- S4 21 IPT� At I LC r S'T" N�NTUES 120- 3' Y 34 3P5' I.. AN: T �P' is 30. �v sv, �_L _E -F ERS F£= J5y Fz= -0, A s Af- If's 3 7 EL :A4*.;.- -aI EL �l D -S ZVMEL LITITUPP �6- -,Y 55 531 NOTES I SEE bE�EL-PMENI THE BL IL N ESTRIC TION UNE,aFl i IS BASE DON A MAXI LII M EITILDIN HF k -HT ALI,_RV.AFLF FEBTIP-.ALS -PE UPVRNREI.ANI� Ali`A� FR •A^ THE PRIPTAR. SURF.P-E N SNF�_Rbj A -E WITH FAR P. -ES IT 177SURFN , I NI -1 DECLARED 111STAHI-ES USED -IN PRI-IPI-ISEID U THE EITENST-'N P-1 RUPPIlce 9 SSIT-1WN KIN P! ANNI*-,PURPOSES :PIL : FAA.APPRuVAL OF 44 E ITENSI- TIVIALL BE EASED )IT.-HATIC-E ]WINE RITIK AL ARl- RAFT 5 FC- TStll FUINWA'i 3 EXTIHEDNN PPIW­ � 1,RVUCH F-UJINIANI-E AT TIME -F PR ,E' -T INITIATiCIN I RUNIAll. 4s2 HAS BEEN DETERMINED TUBE PMN E SSE TITI,Q_ BASE[ - ,--N FAR. TERIA FITURF STATUSF TTI RUNNVAVULLBE EBPENDPPJT ON THE IT, S1,11,11SABILIT T,-, MANTAN THE PAVEMENT BSlNr, WIN -FAA FUNDINI-, 7 NO THRESH LC SNIN,SURF,A.-E PINFTFATIORI 5 ARP--RTIS--URRENTL, -PER.TTIiP-, UNDER RICIS THAT Vi,1SC EVELt FEB T AF-'--MPJT F -'F THE '%,400 THIS SPE`!FJESA T-INVA, VAIPTH C,F F4FT VATH-Ni"i SHOULDERS. UPSS 15014THASENUE, SUITE 14ULI SEAI`TLE,VSUITEm9i,lol PHONE 2061435-2700 T MAN .- ER JJ': `DRAFTED B: �D B, ITU-, 1 _HE'_i,ED B. PROPOSED AIRPORT FACILITIES RUNWAY DATA TABLE HEIGHT' L_AJiHJDE 120.31-2,GBY I HEIGHT' PVT - 8,-,, HANGAR T P1 RUNWAY 4-22 TBD RUNWAY 9-27 NrEm PVT 5 8,-,, HANGcR EXISTINGPROPOSED HOT 5 NON -PIAT -1-H ViN [,:'REN SAE S, --- TRIONGF—_'­ aNIARo ­,TH.1 PROPOSED RUNWAY DE'�-N,- ATIH-T•:B IS- A, R-I'Sm.L, A'yid 29 Pit, CRTTI:A[­IRCRAFT Rv, 10 8,-,, HATbmcP EIEE:IBARCN HVIII 81 1 HATb AR RomBWH1ER :'_P', Nt, FUNYVAT NiME NllnNS LEN,--TH Rv, r, 8,-,, HANGcR r. NAi 14A T-HANImAR L B M RR47 WIDTH Rv, 15 8,-,, HANGcR LE 4 N'To fT 15U 150'� HAN� � NET, FUNWATORIENTAUCT4 I HA2,: ARMC,N-All 111:114 A° IS 1AIS 12 OF FI': E SJRPliFT A 1lM;NiSTR W KUl 19 Nt— CHANC-E PERCENTIRIND COER,AE (16 kNOT, T 4 4M -RAFT RES':;JE FIRE FIGAJHNt -TORFF, 19 T 5 TERMINAL BUILT-IN,-, I9 2F, Nt CHAN,� LINE+.tF-51C,HT �s A NOT'OSTPU-TEFI T n 8,-,, HANGcR NO-19STFUCTED N•- CHANC-E EASEMENT T,PE I ASPHALT i TT 8,-,, HATbmcP nSPHAiJ Nt SIM,,LF,-,EAR T 1.3 04A -IEP TREATMENT PLANT 1, U:44�-,ITHLB nlE LBS Nt CHAN,� -4%,E ENTEESP-41 BT'AL,--EAR T 16 8,-,, HATbmcP SD!'.t.6S I T 17 8,-,, HANGcR IB-SNOLBS I Nt CHANC-E SISAL. TANDEM NEAR E C;JB CRAFTERS ES M.:A, ISTEF MT,' EUM LBS NOCHAN,� VIsSIX APPFvACH AIDS SE 8,-,, HATbmcP PAPI.REIL i PAP,RE,L SE 2 8,-,, HATbmcP VAS', FEIL MXS,PAPI � NO CHAN''-� NO CHAN�:F INcTRUME PIT APPF �AN:H AJISF EA 8,-,, HANGAR M:'NE H: N SE 5 Ic HELP—S TER ILS IC AT 11 ­, �� HATP NO CHANI: APPFC'ACH McIEPUT'+ DIINIDILIES N-12 "ISU, I ci, "ISU, A 21 NPI z 314441LE AIR a 3A -MILE i NO CHMI':E NO CHAN'-,E FAIT PART 77 AFHPR�'AKIH SLCPF N-12 NO I TO TID 1 21 �l A I ; 501 511, 1 NO CHAN�-,E NO IS 11BZ SE ILLI. NATI .'PIAN. BE MIF! Pill, H, IL HIRL N•:'•: HAN'A{ 1=04 03L!.L 1 T411 NP! Nt CHAN,-E N-12 1=04 'IR mocHAN,� FUNWAT -,AFET t cREA,R5A,' LENGTHIER -,ND[,FP,NFTUREEND 24C-' ERT I I "(N' l'oAT 1 Nt CHAN,-E LENGTH PRK R H:, THEBIHr4.D 24C-' ERT ROD, RON, I Nt CHAN,-E IcIt HS2P3' I 52z, 5'2` Nt CHAN,� r•D-EtTFFB ARE A10FAN LENGTHIER (OND [,FP,NFTURE END 4 ERT I 1"(i'' I TxT mt cHAN,-E LENGTHPRI`R H:,THEEIHrLD 24r, ENS ROD, ROD' N,-,CHAN,� IcIt llC 4 MIDI W CHAN,-E r•DITACI_E FREE Zv NF,vFZ) JH ENE' 2 I 40ol 40U CHAN,� LEN17TH BFI�:NEIR , 2, T.AT -ou NOCHAN,� PFF•:IFNT FIFFECTIll •-,RADIENT ES'. NOCHAN,� MAAC,EAHE WITHIN FWYLENGTH INU 141 n6ES,, Rnl:HAW-,E PUN A': ELE�SJT-�NSWSLI� ��. I IT, I IQIY E4-71N,� END 10"55 1049 H' Nt CHAN,-E CHAN,� DISPLA',-C THREEHOLD 2 R�-T SPIA-IF -J .-—IF TnISCHEXWN 7QST 1076 n* 1 A -21 1 IN2 I 1055 1119c Nt " HAN-E RUFJWAINTERSEl TP 445 10'9__6 r 105926 Nt CHAN,-E uco. I IQIY HIGH 1LOWPOINTSi,, 10490' RW4 RW PP 1 RW9 RW 21 RW9 w21 xl TONSITUDE 2STANDARD RSAC A�-1,LATEDB4SEDnNAFP•-,PTELEVATI•-IN A _EUNIRA'ENE, CCCREINATFS 13 REFLErTE'­:N PWPI�OT -.10FCFEA j ' T -7 IS LATH,Jf,E 4&`,4 09P- -S'S ------ j Iv- _14P�-ONT -RR. 4 �U S - IN - it T A,mma _1k r. ml L.AT TURE 46- S4 21 IPT� At I LC r S'T" N�NTUES 120- 3' Y 34 3P5' I.. AN: T �P' is 30. �v sv, �_L _E -F ERS F£= J5y Fz= -0, A s Af- If's 3 7 EL :A4*.;.- -aI EL �l D -S ZVMEL LITITUPP �6- -,Y 55 531 NOTES I SEE bE�EL-PMENI THE BL IL N ESTRIC TION UNE,aFl i IS BASE DON A MAXI LII M EITILDIN HF k -HT ALI,_RV.AFLF FEBTIP-.ALS -PE UPVRNREI.ANI� Ali`A� FR •A^ THE PRIPTAR. SURF.P-E N SNF�_Rbj A -E WITH FAR P. -ES IT 177SURFN , I NI -1 DECLARED 111STAHI-ES USED -IN PRI-IPI-ISEID U THE EITENST-'N P-1 RUPPIlce 9 SSIT-1WN KIN P! ANNI*-,PURPOSES :PIL : FAA.APPRuVAL OF 44 E ITENSI- TIVIALL BE EASED )IT.-HATIC-E ]WINE RITIK AL ARl- RAFT 5 FC- TStll FUINWA'i 3 EXTIHEDNN PPIW­ � 1,RVUCH F-UJINIANI-E AT TIME -F PR ,E' -T INITIATiCIN I RUNIAll. 4s2 HAS BEEN DETERMINED TUBE PMN E SSE TITI,Q_ BASE[ - ,--N FAR. TERIA FITURF STATUSF TTI RUNNVAVULLBE EBPENDPPJT ON THE IT, S1,11,11SABILIT T,-, MANTAN THE PAVEMENT BSlNr, WIN -FAA FUNDINI-, 7 NO THRESH LC SNIN,SURF,A.-E PINFTFATIORI 5 ARP--RTIS--URRENTL, -PER.TTIiP-, UNDER RICIS THAT Vi,1SC EVELt FEB T AF-'--MPJT F -'F THE '%,400 THIS SPE`!FJESA T-INVA, VAIPTH C,F F4FT VATH-Ni"i SHOULDERS. UPSS 15014THASENUE, SUITE 14ULI SEAI`TLE,VSUITEm9i,lol PHONE 2061435-2700 T MAN .- ER JJ': `DRAFTED B: �D B, ITU-, 1 _HE'_i,ED B. .�,P VI 1. 1�1 Isi 1�_ A i,4 4 rS El Ll IPI` r lJ SE FP it- All; 1; 1; f:3 i.� _S �M =J- M THE PREAPATKIN if THIS ART CRT I S CUT Pi -AN ALPI SAS HWAWCEL, IN P AFT THRCUGH A PL ­ 1.11!1,113 APIT FF -IM THE FEDERAL AV.All-DN - -1 sRT lA1.4IN1STR,lTl,T,l F­jA_ PRS UNDER B& Tii-if 505, ' TIF 11 EPC ANC' Ai MPR,-lVEMETfT A,'T -T " THE CONTENTS F,-. W.7 �-FFS , Al c!,g - CIF THE FAA NE��E'Sfl REFLECT THE DID, KIE, A�­,',ATKE �-�F THIS NP eVTHE FAA,[ --ES N,-, NAW VY,,T', ­'NSTTUTE A t,N THE PARI ':¢ THE UkUR, STATE-' (,-- P4RTIKIFAFE III AN, DEVELI-P E14T DEPICTED THEREIN N,:F. DIDESH RcPI_,' THAT THE P-R --,SES DE"E''OfUlEPT IS EH\S.R'-,NMENT.AL­ AC,-EPT..BLE IN PlAbUt _NIVE FEDERAL AVIATION ADMISTRATION APPROVAL SEATTLE AIRPORTS DISTRICT OFFICE CITY OF YAKIIM Firs! tModde Last Name Date Fzl Vddl,p LaSt N&FRe Dare-rtt:e 7 tie SCALE: AIRPORT FACILITIES PROPOSED AIRPORT FACILITIES DESCRIPTION HEIGHT' L_AJiHJDE 120.31-2,GBY I HEIGHT' PVT - 8,-,, HANGAR T P1 EST, B• -,I HANGAR TBD PVT 4 8,-,y HANGcR ,A A PVT 5 8,-,, HANGcR It FA �'I HOT 5 NON -PIAT -1-H ViN [,:'REN SAE S, vi - HVr 7A FUEL TANkS I,V IS- A, 'N9 -NE A'yid 29 HOT N B• -,I HATbmAR 29 Rv, 10 8,-,, HATbmcP X HVIII 81 1 HATb AR 4`1 flrt Lc�ls A -it9l' Rv, r, 8,-,, HANGcR r. NAi 14A T-HANImAR L B M NAf 146 NF:,IT4, •-IDRVO:;• I .10 Rv, 15 8,-,, HANGcR x 4 N'To x DIV, 17 4R,- Sfi: D B;J;IllR­fF1R I I I HA2,: ARMC,N-All 111:114 21 12 OF FI': E SJRPliFT A 1lM;NiSTR W KUl 19 T I NON-l4iAT-1-H T 4 4M -RAFT RES':;JE FIRE FIGAJHNt -TORFF, 19 T 5 TERMINAL BUILT-IN,-, 41 5' TF APP'SP T TRA FFI,-,:,:44T4,Di_ T,:a VEF AT':Ti N, -,---",I P141T �s A is T n 8,-,, HANGcR 2R EL=1016511S1_it T11, OLD ElSt TRI C N. 1'4't T Ing TT 8,-,, HATbmcP -FUNIRM, 4,EL w 1076 1 IS,, LIT1,N)DE: A 5-� 0 M T1;; B• -,I HATbmAR S, T 1.3 04A -IEP TREATMENT PLANT 1, U:44�-,ITHLB nlE ST T 15 8,-,, HATbmAR 19 .�,P VI 1. 1�1 Isi 1�_ A i,4 4 rS El Ll IPI` r lJ SE FP it- All; 1; 1; f:3 i.� _S �M =J- M THE PREAPATKIN if THIS ART CRT I S CUT Pi -AN ALPI SAS HWAWCEL, IN P AFT THRCUGH A PL ­ 1.11!1,113 APIT FF -IM THE FEDERAL AV.All-DN - -1 sRT lA1.4IN1STR,lTl,T,l F­jA_ PRS UNDER B& Tii-if 505, ' TIF 11 EPC ANC' Ai MPR,-lVEMETfT A,'T -T " THE CONTENTS F,-. W.7 �-FFS , Al c!,g - CIF THE FAA NE��E'Sfl REFLECT THE DID, KIE, A�­,',ATKE �-�F THIS NP eVTHE FAA,[ --ES N,-, NAW VY,,T', ­'NSTTUTE A t,N THE PARI ':¢ THE UkUR, STATE-' (,-- P4RTIKIFAFE III AN, DEVELI-P E14T DEPICTED THEREIN N,:F. DIDESH RcPI_,' THAT THE P-R --,SES DE"E''OfUlEPT IS EH\S.R'-,NMENT.AL­ AC,-EPT..BLE IN PlAbUt _NIVE FEDERAL AVIATION ADMISTRATION APPROVAL SEATTLE AIRPORTS DISTRICT OFFICE CITY OF YAKIIM Firs! tModde Last Name Date Fzl Vddl,p LaSt N&FRe Dare-rtt:e 7 tie SCALE: AIRPORT FACILITIES PROPOSED AIRPORT FACILITIES DESCRIPTION HEIGHT' N`A` I Do, tim'-,Ajc I HEIGHT' PVT - 8,-,, HANGAR T P1 EST, B• -,I HANGAR TBD PVT 4 8,-,y HANGcR U <_ t4ll PVT 5 8,-,, HANGcR x HOT 5 NON -PIAT -1-H ViN [,:'REN SAE S, .;E' HVr 7A FUEL TANkS I,V HV, 79 FL,EL H,-;YzE 'N9 -NE Wf B• -,I HRbmN` 29 HOT N B• -,I HATbmAR 29 Rv, 10 8,-,, HATbmcP X HVIII 81 1 HATb AR FR, 12 8,-,, HANGcR Rv, r, 8,-,, HANGcR NAi 14A T-HANImAR i 19 NAf 146 NF:,IT4, •-IDRVO:;• I .10 Rv, 15 8,-,, HANGcR x RR' 16 4RPCF T cINNTENAN:E x DIV, 17 4R,- Sfi: D B;J;IllR­fF1R I I I HA2,: ARMC,N-All 111:114 21 12 OF FI': E SJRPliFT A 1lM;NiSTR W KUl 19 T I NON-l4iAT-1-H T 4 4M -RAFT RES':;JE FIRE FIGAJHNt -TORFF, 19 T 5 TERMINAL BUILT-IN,-, 41 5' TF APP'SP T TRA FFI,-,:,:44T4,Di_ T,:a VEF AT':Ti 71 T? 8,-,, HANGcR T n 8,-,, HANGcR 2R T9 ELIE,: TRC ALVAIL T T11, OLD ElSt TRI C N. 1'4't T Ing TT 8,-,, HATbmcP ?T T1;; B• -,I HATbmAR S, T 1.3 04A -IEP TREATMENT PLANT 1, T 'A 8,-,, HANGcR ST T 15 8,-,, HATbmAR 19 T 16 8,-,, HATbmcP T 17 8,-,, HANGcR E1 C;JB CRAFTERS E C;JB CRAFTERS ES M.:A, ISTEF MT,' EUM ST 1-1-H I—B 1. „ll, I, SE 8,-,, HATbmcP 3' SE 2 8,-,, HATbmcP SE 3 BI-, I HANGAR EA 8,-,, HANGAR SE 5 Ic HELP—S TER 1 26" SE 6 8,-,, HATbmcP s v SE 7 8,-,, HATbmcP SE P 8,-,, HATbmcP SE 9 8,-,, HATbmcP ST SF 10 T-HANImAR 15 SF 11 T-HANImAR PS �12 4F:PCFl SH cEILL CEFAJ�11:IF-ll 11BZ SE ILLI. NATI .'PIAN. BE IAIRPORT DATA TABLE I TEEM I EXISTING I PROPOSED IABBREVIATIONS I i rrFm 1 51FFINITION I ILS Rt',IRUMENI LANCIIN."S'STIFIA �RTRU'll Uc�.T LjP71 L,-1 ATCR t,UTER MARI�Eg MFl R111 1111 FIN -U � NUNIIA, Uy I I F.".q,L N W-HERIC: I5'4V47' E "1 2.11, SSR, YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN 1"= 50u, FEBFVAR'�C,14 PROPOSED AIRPORT FACILITIES QDESCRIPTION I HEIGHT' T P1 TI iD- BUILD4,-, TBD U <_ t4ll TBD A tN -IS IR 'N9 -NE UNE LEVEL IAIRPORT DATA TABLE I TEEM I EXISTING I PROPOSED IABBREVIATIONS I i rrFm 1 51FFINITION I ILS Rt',IRUMENI LANCIIN."S'STIFIA �RTRU'll Uc�.T LjP71 L,-1 ATCR t,UTER MARI�Eg MFl R111 1111 FIN -U � NUNIIA, Uy I I F.".q,L N W-HERIC: I5'4V47' E "1 2.11, SSR, YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN 1"= 50u, FEBFVAR'�C,14 3 5MO8132 SHEET NUMBER: 2 OF 12 C. U <_ t4ll A tN -IS IR 3 5MO8132 SHEET NUMBER: 2 OF 12 1,449' 1,349' 4.000' 1,299' 1,249, FiCIRCONTAL SUPFAICI- I 249* USL _0 A FIT E RPO LEVATICI 1,099' MSL % ---------- - f EXISTING CONICAL SURFACE (4.000'), NON --PRECISION APPROACH SURFACE (10,000.) SLOPE 2D:1 i SLOPE 34:1 I= 15014T H M E RUE, S UI TE 14ULI SEArTLE,AM9+1101 p Hr -NE 206,435-2700 T PAN .- ER ii IM.FTED B/ H� E, PLI-, I CHEICNED B. .1.121 PRIMARY SURFACE (5,004') EXISTING PRECISION APPROACH SURFACE (10,0100') SLOPE 50:1 SL TOP OF SURFACE (,,A49 M ) .. .............. TOP Or HORIZONTAL SURFACE (1,2AIIF WS,-) E RUNWA, 9`, RUNNAr 27 EL 1,09-8-8 '604 RUNWAY.07479 L )NWAT (FUlUPE) THE PREAPATKIN if THIS AIRP EI AUT F'LAH 1ALP. 11AL- F;F11W-ED IN AFT THFr-UGH I PL -1.11!1,11F ANT FF -IM THE FEDER.V.AT!,DN - IF1.411,11STR,IT—D, IFP.,jA- PROACHU UNDER SEC i -H 505, '-1 T IF 11 EP -?T AND AIPFAT DIPR,-"vEMEMT A,'T -E 19.2 THE t(IlTENTS E,-. NOT TJE•:E'Sfl FE-LECT THE CFF!�'Al 4iE,�- CID PIS, KIE, CID THE FAA A—�ECTM-E GF THIS NP eV THE FAA. DOES N,—, N AW VYA', -r'WsT!TU-'E A,-,--V,fAiTP6F,hU t,K' THE PtRf -F THE UkUR, STATES (,-- PARTKIFAFE III AN, DE`!EL-M E14T DEPICTED THEFEUI N,:F. D -DES IT R,!PL ' THAT THE DE"E''OfUlEET A ElJViP'-,N.MENT.A-Lf lS-ElT..8LE tH T FXISTIFIG ON APOROACH (-to,Gov) 4011 SLOPE 1 PI a h! %/Irw EXISTING PRECIS:UN APPROACH SURFACE (40,000') CONICAL SURFACE (4,000') SLOPE 20,11 ......... N IPPRORCH ZONE 7ERFAilN AT RUPIWA,' FAR PART 77 DIMENSIONAL STANDARDS ITEM RUNWAYS I RUNWA-72T FUNWA, T RE NOT PRE-URDIJ!NSTL'T�RU�,ENECISI NiN--U,UMElNT, A. THATJUTILTT:,,... � MI'N"JMS "THER �P.-18M , 119NIMIR �, LE" LESS THIN 34KILE THA 1 114 MILE APPROW�H StOPE 341 501 APPROW.HELFFA.E - INNEFWDTH SOR 1'10F• APPROW�H SUFF+.E -C•UTFF WD7H 4,1,0,1 16'ow APPROW�H SUFF+.E -LFN,,TH RRow P P.! MAF'r 5UPFAr E - WDTH I'So" ln'(Fq OBSTRUCTION DATA TABLE 4 DESCRIPTION EL. SURFACE PNTR. 1 CORRECTIVE ACTION i TREE !,073 iO 1 AD PRr,l- IT A I TC -P OR REM' ^'E POLE !,070! iO 1 IP PfA-,At IT 2 RE M0 IE ANT E NMA O14 SLD-, ,113 ;11 APPIA-,A-H 12 W HE -L ON Lr -t !,104 ;4 1 APPIA-,A-H 2 W HE '[A -UDE: VARIES 50.+IPPRORCH, ',TAPI E 3 H�fn z )NI cc,ljjcAL TIC HE LEGEND DESCRIPTION SYMBOL FLE4.TtrDFJ AB01E DRAW FAA LAIC'- (MS -1 EL AMULRHT --f —U&'T IHT--- PART 77 SURFACE PRTR ?REAS INl'HF-HTEFF.N14PEkE-.PA.TES INTI' PART 1`U3RFl:E AIRP:•RT PFC•FRRT'; NOTES E LEV,A1 1- W IN FCET 41C Ir DID AN � .E -LEE L ITT a I OP CF B1ECI r I",, ' 'J SFL E N'LUDES 15 FEE T ADDEITO WrINUITEFSTA.TE RCREIVWIS, 17 FEET .ADDED T'-� NIERS TATE Hip--,HVVA)S, AND 23 FEE 7 ADDED I D PAIL-,,FLI 2 US SUl,E,',US-,S, Dlr'ITL F.- TER FF.APUK PDC-R,PF-t 'E,: TED IN UTIANIC 27,75MINITECUID Usl=SMNF EATED 1994 4 SEEINNER APPRu: HSI�A RIESDR,VIPP-,S, :HEE IS 6AW07F,:,R,:D,SE4N DF I ALS 100D EU 'D Rrc A 0 ZOO 40Y j YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN AIRSPACE PLAN INNER APPROACH, RUNWAY 9/27 SCALE: -400' � DATE: H V 1FEBFVAF:'TC,14 3 53-0081322 SHEET NUMBER: 91mmm FAR PART 77 DIMENSIONAL STANDARDS RUNWAYS 1 ITEM RUNWAY2T HOT N"LEHN , RUNWAT IPF THAN;JTIT.H`:,,... 'I LESS THIN 34KILE THA 1 114 WEE APPROACH SLOPE 341 50 i IT APPROACH EjRF4CE INNF3OA R I APPROAC H SURF 4C E C•UTEFF 4,1,0A 16,ow APPROACH EjRF4CE -LFN�:TH so,ow 2,74 �q' PSWAR WPF,A�E -WPTH I'ArA, E: R. A)Fl� �7F HORNEDNITAL RjR.F4CE I n,(X 9 2,549: OBSTRUCTION DATA TABLE 2.499 4 DESCRIPTION EL SURFACE I PIfrR_ 1 CORRECTIVE ACTION 2,449' 7 TREE NZ:��S"W� - :H FEMO VARIES I0- I IPP IA -,l 11, W HE —;2,349* — ------------ - ............. . ........ — — — - ---------- LEGEND — — — -------- - - DESCRIPTION SYMBOL F LE�.Tt�D N AR��IE ME AN SEA:.E 'C' 1 NISL 1 EL A WUNT --f r� ENE �' T PER E TR,lT -,-N It IH-- - ------ - ------ p PNTF AR T 77 :URF AC E A RE IN � 1H.K H T EF FAN P ENET RATES — — — ------- L IL' - � LT P F, pl, 7— IN -S OTE ELEVAll- W IN FEE-, 41CIE MEAN SEA HOP (F E,:i 1111, VN-IJE N�'LUDES 15FEETAEF,El� TOW_IN414TEFSTATE RCADVVIAS R10,000' 2 U S SUPVE� 7 AtJEcroIN HIM —D 2 7 5MINUTE �AJAT� USGS IIAP DATED 1990 3 _aSTPU_TJ`,NCATASWP�_E ',M MA AIR TEFIl-NAL MC A.UITER FIE I E, AFFART [_­tU T P1, 41 _'WS, VHP aaiC 4 SEE INNER RE PROA_-Ti S' P F A -F 3 P AVWK�S. SHEE T- 5 ME, 7 H -!R E4N DETALI g T inj 'j IS EXISTING PFECISION APPROACH (40�600­. I SLOPE EXISTING PRECISION APPROACH {10,ocv) ------- �50:1 SLOPE L 2- 2 499' 2,, 2,748' I 7Fg: 84 D 2,9 PLAN VIEW PROFILE VIEW EXISIHNG PRECISION APFROACH SURFACE (40,000) SLOP" 401 EXISTING PRECISION APPROACH SURFACE (10,000') CONICAL SURFACE (4,000'), SLOPE 50:1 1 SLOPE ?CA TOP OF CONICAL SURFACE (1,44W WSQ TOP OF HORIZONTAL SURFACE (1.2ATU MSL) IN APPROACH 70NE TER AN I- PjN.NA) -1-Al 27 L I A A 2:J 0 PLG 40Y j # REVISION COMPANY IBY DATE AIP NUMBER: YAKIMA AIR TERMINAL/McALLISTER FIELD THE PREPAPATK,N if THIS RP DRT Ll :.T T'LAH ll�- F;1411W•-EL, IN AIRPORT MASTER PLAN 0 P�T THR:-GGH I PL­1.11!Nl- ::FAIT FF -IM THE FEDER. V.lT!,DN ..... ....... . .................. 1*11114, �TR,,Tl,-� FAIj A- PROACHL, UNDE R _&- T -TI 505 0 T IE A RP-eT 3 53-00813' AND AIF.*,A; lfPR,-l`vEllENT A"T 1-�F I3`2 THE CONTENTS L,-. W.7 AIRSPACE PLAN 1501 4T H A, E NUE, TE 14ULI NE�.ESS,Fll.� RE-LECT THE CFF!�,A. �iE,�- C,P PQKJE, C,F THE FAA SHEET NUMBER: A�_`EITANI-E �-�F THIS ALP eV THE FAA. E --ES N,NA W SYR', � !TU, E Pfl� -HE 206, 435-2700 A, -WAiTPIEW tN THE PAR( -F THE Lkt`EL STATE-� (,-- P4RTKIFAFE III AN, DEVEL-MENT DEFJ�TED THEREIN N,:F. D -DES IT ir,!PL ' THAT THE OUTER APPROACH, RUNWAY 27 ............. ... ........ . ..... PP:-, -GEE' DEI'ELIDPt�ENT !S EHVi.R'-lNMENT.A_­ ACI-EPT.ABLE IN ii PLO A SCALE: ---T—DATE: 4 OF PR--JE�TMAN�_ER 01IFTE I El VATH AFFR,X FLATE PUBUt L�IVS H I—LDNU V 1-400' FEBFVA[R� �C,14 PLC, I I CHECI,ED B. Ij xS I= 15014THMENUE,SLTE 14ULI SEArTLE,vV.A9+110I PH' -NE 206,435-2700 T MAN .- ER ii ; I DRAFTED B/ PLI-I :D E, PLC, I :HECI,ED B .1i r .0 A RIP FIT 'L6�'% N MSL % H0 R'; ONT AL 'C EXISTING EXIST:413 SLI E SYMBOL FLE4.TIDN AIPFIE ACAN -3EA EL ?MOUNT --f -,&'T PENETR,T,-,N IHH-- PART 77�,UFPACE ARTS AREAS IN l'U.KH TEFFAN PENETRATES INTO PART 1`U3RFl:E TNRG:•RT PIP ­ PERT'; FX;STNG WS�JAL APPPOACH '5,000') 20:1 SLOP E FAR PART 77 DIMENSIONAL STANDARDS ITEM RURWA-74 I RUNWAY22 RUNWA, T IPF AJT;J4 APPROW�H StOPE ^.01 APPROW.H 5UEF+a:E - INNER WDTH 2 :50 APPROW�H 5URF+a:E -C•UTFF VNPTH 4,',0LI 4,'(D• APPROW�H 5URF+a:E -LEN,TH 5�"CD' TH Silo' R ��N AL 5UH. F E OBSTRUCTION DATA TABLE 4 DESCRIPTION EL,� SURFACE Phrrp- 1 CORRECTIVE ACTION R� VIFIES 5, - *,T11113 � PI -NE �pp N�- A _H' yam. At LEGEND EXISTING EXIST:413 DESCRIPTION SYMBOL FLE4.TIDN AIPFIE ACAN -3EA EL ?MOUNT --f -,&'T PENETR,T,-,N IHH-- PART 77�,UFPACE ARTS AREAS IN l'U.KH TEFFAN PENETRATES INTO PART 1`U3RFl:E TNRG:•RT PIP ­ PERT'; NOTES I ELEVAll- W IN rCET ABC Ir MEAN �EA Cf:L 111IAT, HCP (F IF,: 1 [11" A NLODES 15 FEE T.ADDEC TO H�_,NUITEFSTATE RCAIlVWlS 2 U S T' I SURVE, E P: H -ASTEF­'RAF H:r IDl' R, PFI,JE 'TED IN UTM —D 27, 7 5 MIN'TE UuAAD !SGS IIAP DATEL 199A 3 A3STPU-TP-,NCATAS_UPCE ',.AH MA AIR TEFIl-NAL RIC A:UITER FIE I E, ARF -)RT [_A,tUTP,ATJ-W,,.V,UPaaiC 4 SEE INNER AFPR0,P_-HS`PFA_-F3,PAVWP-�S. SHEET- FARE, 7H-�R'_LISE­IN PETAL' THE PRE APATKIN if IH;S ARP I A CUT PLA81,ALP I V,A- F;WAW-ED IN E AFT THFiUGH A PL ­ 1.11!1,11= ANT FF-INI THE FEDEFAI_ AV.AT!,DN -T - -1 AIRPC lAF4IN1>TR,lT­T,l FPAjA_ PROAAEL, UNDER =& i ­H 505, ' THE A P� AN�� Alp*'AA IIPR,-'�,ENIE]PJT A,'T -�F " THE CONTENTS F,-. W.7 -FFI� , Al �!,g - CIF THE FAA NE��E'Sfl REFLECT THE � - CID P -Q, KIE, A�­ ECT.AH-E GF THIS FLP eVTHE iA,.[--ES N,-, N AW V A', C' QJST!TtPE -VfAiTP6FhU tN THE P:Rf OF THE UkUEE, STATE- (,-- P4kTKIFAFF III AN, REVEL- E14T DEPICTED THEREIN N,:F. D -DES IT ir,!PL ' THAT THE P -,-GEL DE"E''OfUlENT !S ENVi.R'-,N.MENT.AJ_LT AC,-EPT..81-E IN PlAbUt LAlVF SCALE: YAKIMA AIR TERMINALIMCALLISTER FIELD AIRPORT MASTER PLAN AIRSPACE PLAN RUNWAY 4/22 H V 1-400' 1 FEBFVAF:'r 014 3 5�,008132 SHEET NUMBER: WmAlm EXISTING EXIST:413 CONICALSURFACE (4,0DO') YISOAL APPROACH SURFACE (5,000') PRIMARY SURFACE VISUAL APPROACH SURFACE (5,00C') I CONICAL SURFACE (4.UOC`) SLOPE 20.1 5 1.:)Pr 20!1 SLOPE 20:1 SLOPE 20:' TOP OF CON -CAL SURFACE 49' MS1 FROF!L' I 7541P-, H �_G'J TERPAIN AT —­RUNWA. RUNWA. 4 Ej_. 1,076,5' MSF� PUWXY 22 L 3,835, Pu,;IhAi %T)5�_� P�L C. 11141 LIT <_ 4 0 SLG NEATCFL SC�I.E :N FST THE PRE APATKIN if IH;S ARP I A CUT PLA81,ALP I V,A- F;WAW-ED IN E AFT THFiUGH A PL ­ 1.11!1,11= ANT FF-INI THE FEDEFAI_ AV.AT!,DN -T - -1 AIRPC lAF4IN1>TR,lT­T,l FPAjA_ PROAAEL, UNDER =& i ­H 505, ' THE A P� AN�� Alp*'AA IIPR,-'�,ENIE]PJT A,'T -�F " THE CONTENTS F,-. W.7 -FFI� , Al �!,g - CIF THE FAA NE��E'Sfl REFLECT THE � - CID P -Q, KIE, A�­ ECT.AH-E GF THIS FLP eVTHE iA,.[--ES N,-, N AW V A', C' QJST!TtPE -VfAiTP6FhU tN THE P:Rf OF THE UkUEE, STATE- (,-- P4kTKIFAFF III AN, REVEL- E14T DEPICTED THEREIN N,:F. D -DES IT ir,!PL ' THAT THE P -,-GEL DE"E''OfUlENT !S ENVi.R'-,N.MENT.AJ_LT AC,-EPT..81-E IN PlAbUt LAlVF SCALE: YAKIMA AIR TERMINALIMCALLISTER FIELD AIRPORT MASTER PLAN AIRSPACE PLAN RUNWAY 4/22 H V 1-400' 1 FEBFVAF:'r 014 3 5�,008132 SHEET NUMBER: WmAlm "fy S. 3RD AVE. IN) r }` —5 5TH AVE. (N) S. CORNELL AVE !N) RUNWAY27(EL.-IOd VMSU W. VALLEY MALL BLVD. IN) LATITUDE: 48 33' 55531 ` S. 8T H AVE. I Nf —SAISTH AVE (N) LONG ITU 0E: 120' 11'52DOO, S. 10TH A1,S.(N) S.4TH AVE -(NI ..: •.•: `... FUTURE S STH AVE. (Nj RUNWAYS(EL.-tip8 p'M5L) AIRPORT PERIMETER RD IN) .. .::....... .......OiTRUDE: 48'34'2547` .....::: ...... .......... . ..:: •._:.., .. LONGITUDE 12IX 33' 3097` ftUNip�d' M 8{EL.- SL) LATITUDE: . " :.. •..... .. y"- _`sy,..,r p LATITUDE: d63d'21.t37' . .....::..._:. ... swz _.. LONGITUDE 123'3B'34.355` "'...., PRIMARY SURFACE PRIMARY SURFACE S. 16TH AVE. (N) I W. WASHINGTON AVE.(N)OYz— r g I I x �.,.................................................................... W ............................ .......... I....}....¢y,... . , AIRPORT PERIMETER RD. ( I .. �. .�,AVA ~..... ..........................................w........ - S 16TH AVE. (C) I `—W WASH INOTON AVE. [CI I .._.............}....._ ......._ ....._.. O!-7......_. .......... ......... ....._. ...._.---------- ......_ ��r _......_ _t...}_..I ..........}............._. I AIRPORT PERIMETER R4. (S) OFA j-- ____ — — — CI __ — _.— — OFA — -- s— ;— ... .:::. ;�....: .... ..... SURFACE .� �.�..—.._._. _ — PRIMARY SURFACE .16TH AVE ) ..-:......... I I S E. S L.» I I Nr 1 ........: ........... ..r.� . ... ... �_v_ _u .ua220�+ P f• Z COQ '� c. P i ... '.!,.,., ... .. A Ri --------------------------------------- t M1 �� AHTANUM F0. (Sj W W'ASHINOT ON AVE. (S) APPRC.AGN�OEPARTURE RPZ AP PRO -W DE PARR RE RPZ i,7v7' i x ip'Yi x i,7pIX':J2 2Np'." L x t!TJp' W? x 1.75IX 4:`2 zi- !LEAPPRCAGH V S!B!LRY iNI iU .5 s ;. Iiii EAPP(Ssb.GH'V F,i Dil[ +Itil4iil i irlt .ai F:CF.AFT Ali A.IRCEA'rT iq PE CFG+tJAL IA fi7: FEE TV - OF G::yti ERB N!P� FEE INCHE AW IC bCAI V CPE. iii APPRCb.GH SLOPE : IX;:i HORIZONTAL SURFACE HORIZONTAL SURFACE EL. 1.249' MSL EL. 1.249' MSL 34:1 APPROACH PP , � W. WASHINGTON AVE (C I +may- S. 16TH AVE. (S) " 4A C�} SLP � to AIRPORT PERIMET Eft RD (C) ..•3.: a.. Flli't1}..APPRpA C({.. s' ....� --W' WASHINGTON AVE fS7 tA+ WASHIN u'TON AVE. (N) W W L�i�Cr ......,. ..�....... ............ . .. .....S 48TH AVE IfJI , ..................... t AIRPORT PERIMETER RD.(N) S. 16THAV () C SI -OPE ..... _ ...............m... . AIRPORT PERIMETER ft ( ) de. .. . ......, r` W VALLEY APP ..... ... � � .� � (N) RO ISJ 5T CL 0. S 5 MALL L HTANIM S 4T S S. CORNELL AVE (N) —_STH wVE (N) . 5TH AVE I NJ -S 3RD AVE INI S.8TH AVE. N //' FUTURE— / ... S.10TH AV ( ) [ I RUNWAY fEL.=11OD 0, MEL) RUNWAY 9(EL.=1OSEL8'MSL) �f � .... ..'.. .... I... _ ...... E. N 7 j f .. .............. LATITUDE: 46 - .9 iLATITUDE: 96'34"21.187' � .. . LONGITUDE 120'33"5037' L ONG17LIDE: 120'33"39355' RUNWAY 27 (EL. = 1099.0' MSL) LA71 UDE: 95' 33' 55.531' LIDNGI7UDE:12931"52.080' TERRAIN AT w m `o OBSTRUCTION DATA TABLE # DESCRIPTION EL. I 5URFACE PNTR C OA AECTNE ACTION NOTES �Ou TREE I.M7 5Q1 AP PROACH ;fl' TOP OR REMOVE 1. ELEVATION IN FEETABOVE MEAN SEA LE+EL RGLI ATM P OF O EJECT. THSVnLUE " w O POLE 1,QtQ 501 AP PROHCH 2' RE MOVED R LOWER INCLUDES 15 FEET ADDED TO NO N -INTERSTATE ROADWAYS = LL 'r ANTENNA ON BLDG 1,113 341 APPROACH 12' REMOVE U S GEOLOG GALSURVEY(USCS) DIGITAL RASTER GRAPHIC,DG 9)PROJECTED IN �a am Q �a — t OL O N LO CAL VE R` 1,iQl' 34 1 APPROACH NONE UTM NAD 2+,T 5 UINUTE QUAD. USGS MAP DATED 1934 µ� sN w 'OL- OBSTRUCTIO N LGHT 3. OBSTRUCTION DATA SOURCE YAP: IUAAIRTERIIINAL UCALUSTER FIELD AIRPORT MJRI3ff�RIL SCH.E IN FEET 6, JJ S L4 v0 UT PLAN �Q3, VUHPacBk. ���...,�mmma W-0 M'- lllllllll ��t mw c lu FE£T S. # REVISION COMPANY BY OA7E YAKIMA AIR TERMINAL1McALLISTER FIELD -IFNUMBER - THE PREPARATION OF THIS AIRPORT LAYOUT PLAN WLW WAS FINANCED IN AIRPORT MASTER PLAN -r PART THROUGH APLANNING GRANT FROM THE FEDERAL AVIATION ADU INISTRATION (FAA1 AS PROVIDED UNDER SECTION 5050F THEAIRPORT 3-53-0089-32 AND AIRWAY RIPROVEIIENT ACT OF 1982. THE CONTENTS DO NOT INNER APPROACH SURFACE 15Q14THAVENUE,SUREl QQ NEGEGGARILv REFLB=.T THE OFFICIAL uNEWS OR POLICIES OF THE FAA. „ v i SEATTL E. Wn 58101 VVA ACC E PTA NO E O F TH S AL P BY TH E FAA DO ES NOT IN ANY MY CO NSTITUTE SHEET NUMBER = PHONE y'E. -:I1 A COMMITMENT ON THE PARTOF THE UNITED STATES TO PARTICIPATE IN Iy'tp{ �J (}j+j RUNWAY G7 RU y �j [jA I '$ ANIS DES+E LO PIIENT DEPICTED THEREIN NOR DOW R IMPLY THAT THE a9P v PROPOSED DEVELOPMENT S ENVIRONMENTALLY ACCEPTABLE IN 'r''"""' '..... '> ')' -'''3 y, PROJ�TIIANAGER JJi DR.v FTED By RU7 ACCORDANCE VURH.APPROPRVtTE PUBLIC LAWG. SCALE: DATE ®E 12 DWSNED BY RLO CHECKED By JJ� H:1-400 VA -80' FEBRUAR 1:013 mow, . iAHTA NUM RD [W�„J i i i it-S.4,71111AVEJC) t-AHTANUMRD.(C) r+ OAK AVE (N) S. 36T H AVE. [N) 5, 38TH AVE. (C) AHTANUM RD. (5) RUNWAY 22 [EL. = 10555 MSL) LATITUDE: 93.34•• 09.02?' UDN GITUDE: 120 32. 05.812' AIRPORT S. 12TH AVE. [N ) RUNWAY 4[EL .=10?3.5'NkSI) PERIMETER RD. (N) S. 14TH AVE (N) LATITUDE: 43' 33•• 57.339' W. WASHINGTON AVE. (N) LONGITUDE: 124' 32" 53285' S. 16TH AVE. (N) W. PIERCE ST. [N) E;OSTiNG ._ i .............................. ._.... .,..p ......... PRIMARY #i..... _ _........ ........�..-.......... _ _ W. WASHINGTON AVE.(C) PRIM— SURFdGE._„_ _ _ _ .. AFPRC'ACHtD£-FARTURE RPZ 'I` F ..................................... .._ ''..-'.'+.. _ ____...-..m..JR)k�-.--... — ... ............. 1,CQ7 L x800 :''i'1;:?00 :''i2 .... � W �-_�'{'^^� l I� S. 16TH AVE. [C) S. 12TH AVE. [C) M„ 1 c -o .......... ............ ez:. . k.UAI A,J• RC7A.,.H ............ .m......... i 1......... v 1 1 ............... ......................... ...... ALL AiRCRA!=T ! �....-..._... ...... ... .................................................... ....... ra' ...- j AIRPORT .� _....� `.......... ................_ ._ _ ....._ . ...... S. 15TH AVE. (D) PftIIAARY SURFACE ...... ppm- __+ C?3 TYPE CIF ObVNERSi1IP: FEE "� ••q•SFU'tl RD. [ 7, APPRt7tarH .SiC7PE. 20:i �- -.±- rIr?, - —i $ rLd, -_[-.......-_-. W. WASHINGTONAVE.[S) PERIMETER I S. 12TH AVE.(6) ftP2 2c70 m_ t ` fzF7_20Cv x. C'FA C'W' `t< t, `. t "-- c.F:, a„gin— —Ex!ST!rJG S. 16TH AVE. (S) alto' .................................._.........__ R_A3_, R6 � APFnC. cHrDEPAft TUBE RPZ. S•_P d ,..,1. '':t t - 1:'OU !- ;..V"f* "Vi x 700• "ID 't.. t. ALA* L A*PFEACH ` ','.t• ` T pCCFCiWNER;HR` FEE APPROACH SLIDPE: 20:'1 4 t EL. 1,249' IASL _OAI; AVE IN1 + HTANUMRD.IWj C'' AHTANUMRD [Sj Z(j_ �r. S. 42 N D AVE. I WI f -AHTu NUM RD ICI !' �/' ,-s 36TH AVE. [C1 t 4�'��QACjV SLOPE -S 42NDAVE ICI !' ' -S 36TH -VE [Nj J COMPOSITE TERRAIN PROFILE �! IN APPROACH ZONE TERRAIN AT RUNWAY [EL =1073.5 MSLI RUh7 Wt1 t LATITUDE: 46 33'50,039' LONG17ULIE: 12G37'53 285' EL. 1,249' MSL-- OBSTRUCTION DATA TABLE W. WASHINGTON AVE. (N) S. 16TH AVE.(S) �. "" > AIRPORT W. WASHINGTON AVE. (C) DESCRIPTION EL. - - SURFACE PNTR - - J PERIMETER RD. (C) S. 16TH AVE. (C) z " _ 0 O LL S. 16TH AVE.(N)(ji. INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROnDVUAvS = LL W. T(ON AVE. [Sj >9a- OK AIRPORT +y S. STH AVE. S. 14TH AVE. I III PERIMETER RD. (N) UTM NAD 2T.T 5 MINUTE QUAD. Lf=MAP DATED 1991 y S. 12TH AVE [S) w = 3. OBSTRUCTION DATA GOURCE YAMUMAIRTERMINAL MCnLLISTER FIELD AIRPORT "l ova.. VgPIiTBPTAL IN FEET HAVE HPIERC . .... ............... E ST III RUNWAY 22 [EL. = 1055.5' MEL) 0 99 80 TERRAIN AT LATITUDE: 43.34” £9.027' LONGITUDE: 120. 32. 05.812' RU UNA 1 COMPOSITE TERRAIN IN APPROACH ZONE PROFILE OBSTRUCTION DATA TABLE w m NOTES �. "" # - - DESCRIPTION EL. - - SURFACE PNTR - - C OR AECTNE ACTION 1. EL EJT10N IN FEET x 001+E MEAN SEILE+EL LIGUj ATTOPOFOBJECT. THSM,,LUE z " _ 0 O INCLUDES 15 FEET ADDED TO NON -INTERSTATE ROnDVUAvS = LL 2 US GEOLOG C.ALGURMEY USCG) DGITAL RAGTERGRAPHIC ,DGR) PROJECTED IN >9a- OK >9a am - - UTM NAD 2T.T 5 MINUTE QUAD. Lf=MAP DATED 1991 y —N w = 3. OBSTRUCTION DATA GOURCE YAMUMAIRTERMINAL MCnLLISTER FIELD AIRPORT "l ova.. VgPIiTBPTAL IN FEET J LOUT PLAN CD3, VUHPacBk. �" qp 0 99 80 S �'¢•a �Fb = tEaT13'i Erw c IN FEET �. # REVISION COMPANY EY DATE YAKIMA AIR TERMINAL/McALLISTER FIELD -IFNUMBER THE PREPARATION OF THIS AIRPORT LAYOUT PLAN WLW WAS FINANCED IN AIRPORT MASTER PLAN -ry PART THROUGH APLANNING GRANT FROM THE FEDERAL AVIATION nDMiNiSTRATCN (FnA'1 AS PROVIDED UNDER SECTION SDS OF THE AIRPORT 3-53-0089-3-'15D1iTHnMENUE,SUREIJDD AND AIRWV IMPROVEMENT ACT OF 1982. THE CONTENTS DO NOT ,,, INNER APPROACH SURFACE NECESSARILY REFLB=.T THE OFFICIAL SIIEWG OR POLICIES OF THE FAA. v i SExTTL E. Wn 58101 E. V A� 101 ACCEPTANCE OF THS ALP BY THE FAA DOES NOT IN ANY MY CO NSTITUTE SHEET NUMBER = PHONE A COMMITMENT ON THE PART0F THE UNITED STATES TO PARTICIPATE IN RUNWAY 4/22 v ANY DEVELO PIIENT DEPICTED THEREIN NOR DOW R IMPLY THAT THE PROPOSED I ''ELOPMENT S ENVIRONMENTALLY ACCEPTABLE IN R6.ANCE VURH.APP ROP ftVtTE PUBIC INNS. 'r''""" '..... '> '� Fj 12 � ®E y, PROJECTMINxGER DRAFTED By J.ri RUO ,ACCO SCALE: HA -409 VA -80' DATE FE6RUAR 2013 DWSNEDBY RLO CHECVEDBY ,j,j, / LED-' � - - - - - - - - - - - - - - DESCRIPTION EXISTING PROPOSED T' Now""AT',m.Ju BE FEW IVED, 2 NOTES KEY PLAN TE 4 AU11EQ T HIR 11 TI HANGE YAKIMA AIR TERMINAL/McALLISTER FIELD 1501 4TH MENU EL' TE 14ULI -FHT�,,U IiE,�- C -P PS, KEE, "F THE FAA . .... .... . TERMINAL AND GENERAL SHEET NUNBER: -IFAFE III AN, DEVEL-MENT DEFICTED THEFEIN MAR. D,:ES'H ir,!PL,' THAT THE AVIATION (EAST) PLAN MST GENERAL AVIATION AREA rr 4 E17 L --j 41. j ti 12 . .. ........ jif H, 3E 1 ir -Z�— '4 % A . . .............. ...................................... A A 70 ... ............. ... (2)I TH . ...................... - - - ----------- - - - -------- 14 A, -j ------------- ----------- A, F rr SOUTH GENERAL AVIATION AREA jif H, 3E 1 '4 % A . . .............. ...................................... A A 70 ... ............. ... (2)I TH . ...................... - - - ----------- - - - -------- 14 CE ------------- ----------- ............ .. . . ......... . ... ... . .......... . I ............. ... ... ........ ... . um 1501 4THMENUE,SLTE 14ULI SEArTLE,VV.A9+1101 PHONE 2061435-2700 T DAN, ER JJ'; IM.FTED 13� PI -1-1 :DB, HIT-,-, I :HEI:NED B. .1.1'1 FPQPERT'i TO BE PT!P--- HASEI, THEUREAPATKIN FF IHSARP-IRT —CUT PL iALPIVAA- HWAW-EUIH P1 -FT THF,-GGH A PL-1.11!Nl= I-, ANT FF -IM THE FEDERA- AV.AT!,DN -T - -1 -,RT *1.411,11>TR,H—N IFP.,jA- PROX�EU UNDER =& i -H 505, ' THE 11 RP� AN�� Alp*'AT 11PR,-1VE11E11T A"T 1-1F 1K, THE t(WTEITI T,,-, W,-, NE��E�SARIL NE�LECT THE CFFI�IU 4F,� F., '.:¢,_HF, 'IF THE FAA AC—EcT.NKE NAW PAF.NT. THE PAR( �-+F THE UKIUEC STATE- (,-- P4:TKIFAFE IN AN, DEfEL•'PM E14T DEPICTED THEFEIN N,:F. D -DES H iMPL." THAT THE P-I-ISEE' DEI'E'10PMENT A ENVi.-INMENT.ALLT AC,-EPT.ABLE tH PROPOSED AIRPORT FACILITIES Q DESCRIPTION Hi TE[- SE AD TE[ - L E,E L NOTES THE 8U;L1,NARESTRi-Th-4qUWE :BFL;;S]5��ED -NAIMPAIMUM SUILDING HEI HT --f 15FEE'AS, HE PRikHRVRFN-r M--h[Mdm W.LC'1%1HLEf3UJZ14�J�--HE!C!TFP.0kiTHF BRLI^JRE -ES ATA71Hr FIZ-•NTALT! - MHTN'-ALSO OPEUPFA,Ru'E PWA, F-,MP,FPr,.1MAR,SUPFA-EtN rr,WFC,RMI NWrE VVITH FAR PPE r 77 SURFArE- KEY PLAN MST W ed Ou, N YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN GENERAL AVIATION (WEST AND SOUTH) PLAN .............. ... SCALE: 1 lou' DATE: FEBFVAR'�C,14 AT '4 . . .............. ... ... ............. ... THEUREAPATKIN FF IHSARP-IRT —CUT PL iALPIVAA- HWAW-EUIH P1 -FT THF,-GGH A PL-1.11!Nl= I-, ANT FF -IM THE FEDERA- AV.AT!,DN -T - -1 -,RT *1.411,11>TR,H—N IFP.,jA- PROX�EU UNDER =& i -H 505, ' THE 11 RP� AN�� Alp*'AT 11PR,-1VE11E11T A"T 1-1F 1K, THE t(WTEITI T,,-, W,-, NE��E�SARIL NE�LECT THE CFFI�IU 4F,� F., '.:¢,_HF, 'IF THE FAA AC—EcT.NKE NAW PAF.NT. THE PAR( �-+F THE UKIUEC STATE- (,-- P4:TKIFAFE IN AN, DEfEL•'PM E14T DEPICTED THEFEIN N,:F. D -DES H iMPL." THAT THE P-I-ISEE' DEI'E'10PMENT A ENVi.-INMENT.ALLT AC,-EPT.ABLE tH PROPOSED AIRPORT FACILITIES Q DESCRIPTION Hi TE[- SE AD TE[ - L E,E L NOTES THE 8U;L1,NARESTRi-Th-4qUWE :BFL;;S]5��ED -NAIMPAIMUM SUILDING HEI HT --f 15FEE'AS, HE PRikHRVRFN-r M--h[Mdm W.LC'1%1HLEf3UJZ14�J�--HE!C!TFP.0kiTHF BRLI^JRE -ES ATA71Hr FIZ-•NTALT! - MHTN'-ALSO OPEUPFA,Ru'E PWA, F-,MP,FPr,.1MAR,SUPFA-EtN rr,WFC,RMI NWrE VVITH FAR PPE r 77 SURFArE- KEY PLAN MST W ed Ou, N YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN GENERAL AVIATION (WEST AND SOUTH) PLAN .............. ... SCALE: 1 lou' DATE: FEBFVAR'�C,14 AT '4 YAKIMA AIR TERMINAL/McALLISTER FIELD AIRPORT MASTER PLAN GENERAL AVIATION (WEST AND SOUTH) PLAN .............. ... SCALE: 1 lou' DATE: FEBFVAR'�C,14 AT 3 53-0081322 SHEET NUMBER: 9 OF 12 '4 3 53-0081322 SHEET NUMBER: 9 OF 12 ..................... .... .. . .. . ... ..... .... .. . .. .......... ....A Ile? TERMINAL/SUPPORT TRI t NO UtT A AVIATIONIINDUSTRIAL —7— FUTURE -JL_ AVIATION/ st 7-=: GENERAL INDUSTRIAL AVIATION. 4— 4. A, GENERAL ATION AVI 7 z .0 rE PtA TERMINAL/SUPPOR" A JC A� GENERAL %AVIATIO -- -------- ----- DESCRIPTION EXISTING PROPOSED ARI'RAFT TIENIM P�iSITKTJTI GENERAL ....... — ------- — gLp Pop. T REFERENCE E P, INT AD r AVIATION PW.JIA-, AIAGA�IT-N E AREfAENT AVIATIO ql FENCE INDUST IAL H,',L[IA,GP6SITt-',N TTASI­N� Nei HAI r------ j RuANwA AVIATIO. N1 RUNWA iE�N, IIEENT�EVIEI! I.1-IMuPIEL RUHWA i iBJEC TFRL RUHWII �EHIELLRPEELINE I, FZ RUHRA`l(PR0TL,'_TION ZONE UIPE, INDUSTRIAL* RuNWAV __AFET', AREA,IFSA-___ —T "'IMCBJE,T FREE AREA17,',FAi TA LEGEND DESCRIPTION EXISTING PROPOSED ARI'RAFT TIENIM P�iSITKTJTI . ASPUPT lLclEI!_ll_______ ....... — ------- — gLp Pop. T REFERENCE E P, INT AD r PW.JIA-, AIAGA�IT-N E AREfAENT BUI LDIA-, F E STP Ii Ti LINE I ER L, FENCE NO CHAN .-E H,',L[IA,GP6SITt-',N TTASI­N� Nei HAI r------ j RuANwA RUNWA iE�N, IIEENT�EVIEI! I.1-IMuPIEL RUHWA i iBJEC TFRL RUHWII �EHIELLRPEELINE I, FZ RUHRA`l(PR0TL,'_TION ZONE UIPE, RuNWAV __AFET', AREA,IFSA-___ —T "'IMCBJE,T FREE AREA17,',FAi T,', BE RE M,"VEII NA HIPATWN',_KA114LIPARI I N� 'HAI _L*9Rlltl WIND NO, HAI DESCRIPTION MATCH 7RPliR.T OPERAPLINS AREA I= AIIANIM NINDUSTRIAL ....................................... E 81STINI-, MT',ATIr,NEASEMENT ENERAA RVIAIIC TEIFRAINALJSUPPOPT I= 15014THMENU SUITE 14,_0 SEArTLE,v�m9`,IoI PHONE 206,435-2700 T DANA: ER JJ': IM.FTED 3: PLI-I H� B, FIL,-, I CHEICNED B. Jj I U. AVIATION/ THE PREAPATKIN if THIS ARP -IRT ­ CUT PLA81 ALPIVAL- F;WAW-ED IN A AFT THFI-UGH A PL­1,11!Nl= I-, RANT FF -114 THE FEDERAL AVIATI-DN -T - -1 -,RT F­jA_ PROACHU UNDER �& i -H 505, ' TIE 11 API AN�� Alp*,IA IIPR,-,`vENIE]DT A,'T -�F " THE CONTENTS T,-. W.7 �-FFI� , Al �!,g - CIE THE FAA NI FE-LECT THE PQ, KIE, A�­,',AH-E �-�F THIS NP eVTHE FA,,[ --ES N,—, N AW ­,HsT,!TUTE I -,--WfAiTP6FNT t,N THE PAR( -E THE UkUEC, STATE-' (,-- P4RTIKIFAFF III AN, DEVELI-P E14T DEPICTED THEIREIN DID. DIDEST RI ' THAT THE P-, ­,SED DEIE' OP11ENT !S EHVi.R'-,NMENT.ALLT AC,-EPT..BLE IN ............... U 4 l P, ANIN.­ —A _j v YAKIMA AIR TERMINAL/McALLISTER FIELD AIP NUMBER AIRPORT MASTER PLAN 3 —-008132 53 2 .... .... .... . . .... ..... . ON—AIRPORT LAND USE PLAN SHEET NUMBER: SCALE: 10 OF 12 !"=4U0' DATE: FEBFVAR'�C,14 Y 1591 4TH AVENUE,SUIFE 1199 SEATTLE, WA S5191 PHONE C',96, i7 -7[M PROD -T MANAGERJJi DRAFTED By RUO DSONED Bv' ftLl CHEC VED By SYMBOLS CHURCH HOSPITAL PARV SCHOOL LEGEND 20.39 NO ISE CO NTO UR E5 D N U •� 20.39 NOISE CO NTOUR E9 D N U 70 D NL AIRPO RT PRO PERTY LINE YAVIIIA CITY LIRITS UNO N GAP CITY LIMITS ...................... .... ... ...................... ... ........:.:........ C TY OF NY KIMA F---] F -T-=] E' THE PREPARATION OF THIS AIRPORT LAYOUT PLAN WLW WAS FINANCED IN PART THROUGH A PLANNING GRANT FROM THE FEDERAL AVIATION ADMINISTRATION JFx AE PROVIDED UNDER SECTION 5950 FTHEAIRPORT AND AIRWAY IMPROVEMENT ACT OF 1582. THE CONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA. ACCEPTANCE OF THE AL P BY THE FAA DOES NOT IN ANY WAY CO NSTITUTE A COMIMTII ENT ON THE PARTOF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENT DEPICTED THEREIN NOR DOS R IMPLY THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE IN .ACCO RD.ANCE WITH.A PP ROP RIATE P UBLO LAMS. LEGEND DESCRIPTION CODE HATCH AMPO RTSUP PO RT AE PRO FESSIONAL B USINESS 5-1 LOCAL BUSINESG B-2 O COMMERCIAL C-1 --- RS ONAL COMMERCIAL C-2 = O NI J J S CENTRAL BUSINESS DISTRICT CBD S. GENERAL COMMERCIAL GC YAKIMAAIR TERMINAL1McALLISTERFIELD HISTORICAL BUSINESS HE LIGHT INDUSTRIAL L-1 LARGECONIENIENCE CENTER LCC .......... SMALL CONVENIENCECENTER 5CC LIGHT INDUSTRIAL 11-1 p p AIRPORT COMMUNITY HEAVY INDUSTRIAL 11-2 I PUBLIC BUILDING DISTRICT PBD ------------- PARhS,OPENSPACE PYO PLANNED RECREATIONAL PR, SINGLEFAMILY R-1 luBO FAINLY R-2 PEBftUuR i :013 MULTI-FARILY R-3 CORRIDOR MULTI -FAMILY RESIDENTIAL R -i L_ -J REGIONAL DEIELOP RENT RD SUBURBAN RESIDENTIAL SR III[HO L SALEAnIA REHOUSE❑ETR CT BnAni L -j 1591 4TH AVENUE,SUIFE 1199 SEATTLE, WA S5191 PHONE C',96, i7 -7[M PROD -T MANAGERJJi DRAFTED By RUO DSONED Bv' ftLl CHEC VED By SYMBOLS CHURCH HOSPITAL PARV SCHOOL LEGEND 20.39 NO ISE CO NTO UR E5 D N U •� 20.39 NOISE CO NTOUR E9 D N U 70 D NL AIRPO RT PRO PERTY LINE YAVIIIA CITY LIRITS UNO N GAP CITY LIMITS ...................... .... ... ...................... ... ........:.:........ C TY OF NY KIMA F---] F -T-=] E' THE PREPARATION OF THIS AIRPORT LAYOUT PLAN WLW WAS FINANCED IN PART THROUGH A PLANNING GRANT FROM THE FEDERAL AVIATION ADMINISTRATION JFx AE PROVIDED UNDER SECTION 5950 FTHEAIRPORT AND AIRWAY IMPROVEMENT ACT OF 1582. THE CONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS OR POLICIES OF THE FAA. ACCEPTANCE OF THE AL P BY THE FAA DOES NOT IN ANY WAY CO NSTITUTE A COMIMTII ENT ON THE PARTOF THE UNITED STATES TO PARTICIPATE IN ANY DEVELOPMENT DEPICTED THEREIN NOR DOS R IMPLY THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE IN .ACCO RD.ANCE WITH.A PP ROP RIATE P UBLO LAMS. N O ' .. p .� ' HlA1L WNYG 00.]' N o ma 5Am w AYE IN FEET = O NI J J S . U S. YAKIMAAIR TERMINAL1McALLISTERFIELD HIP NUMBER AIRPORT MUSTER PLUM .......... 3-53-OC89-3-' ;. p p AIRPORT COMMUNITY LAND USE PLAN SHEET NUMBER 11 OF 12 SCALE: DATE 1"= 1,070' PEBftUuR i :013 :�l........... ................ ............. . ... ..... ... ... - - -- ----------- .............. ------------ ---------- -------------------------- ----------- vi� ---------- i JJ ........................... Imri L ni F- -4 -ii ........... ---------- ............ 0 z ............................................................... - - - - - - - - - - - - - - - - - - - - - . . . . . . . . . . . . . . . . . . . . . . . . .................................. ..................... ....... . - - - - - - - - - - - - - - - - - . .............. ............ . . . . . . ..... . . . ---- ---- ---- 04 .......... ....... CL 7 . . . . . . . . . . . . . .. .. .. .. .. .. . :�l........... ................ ............. . ... ..... ... ... - - -- ----------- .............. ------------ ---------- -------------------------- ----------- vi� ---------- i JJ ........................... Imri L ni F- -4 -ii ........... ---------- ............ 0 z w ............ . . . . . . ..... . . . ---- ---- ---- Z9 :�l........... ................ ............. . ... ..... ... ... - - -- ----------- .............. ------------ ---------- -------------------------- ----------- vi� ---------- i JJ ........................... Imri L ni F- -4 -ii ........... ---------- ............ 0 z w ---- ---- ---- - - -------- - N FANAN("'Liki., 1MP[..EN1F*1'N'_1`Vri(..)N Pl.,AN In this chapter the projects and facility improvements recommended in the master plan are organized into an overall Capital Improvement Program (CIP). The CIP was developed using a process that balanced the needs for capital improvement projects against the competing, and sometimes conflicting, financial priorities represented by annual airport operating and maintenance costs. The implementation period for the CIP covers the three phases of development through the year 2030: Please l: Short-term through 2015. Projects assigned to Phase I are shnn owoa year - by -year by -year basis., consistent with the FAA's (CIP) format. Please 11: Mid -terns from 2016 through 2020. Projects are allocated to specific years. Phase III: Long-term period from 2021 through 2030. These projects are grouped together. Projects are assigned to the time phase based ontheir anticipated need to meet demand levels or because they are necessary precursors to achieving long-term development goals. The first step in the financial plan is the development of an estimate of the probable cost of each project. These estimates -were prepared at planning level detail with quantities estimated by scaling the Airport Layout Plan (ALP) or, where appropriate, from data presented in the Facility Requirements chapter. These estimated quantities were then multiplied by a unit cost based on actual contractor's bids for similar projects in Yakima or Eastern Washington. All costs are based on 2013 prices. The cost estimates shown in Table 7-1 Summarize total project costs and include sales taxes for the City of Yakima (7.9 percent)-, professional service fees iticluding design, project management. construction management,, and others (20 percent)-. and contingencies (15 percent of construction cost) for all projects. Updated estimates need to be prepared for each project prior to design as more detailed definition becomes available. 7-1 'rable 7-1 : Fqflfnated Cost (of Capital Improvement Pn�jects 7-2 Units No. Of Cost per Project Taxes Professional Contingencies Total Units unit cost Service Fees Airfield Projects Extend Runway 9-27 LS 1 $3,699,500 $3,699,500 $292.261 $589.900 $554,925 55A36,586 Reconstruct Runway 4-22 LS 1 $1,721000 $1,721,000 $135.959 $344100 $258,150 $2.459,309 Enhanced Pavement Markings LF 7.604 S53 $403,012 $31.838 580.602 $60.452 $575.904 Lighting Replacement Runway IF 7,604 $53 $403,012 $31,839 $80.602 $60,452 $575.904 9-27 Taxiway Lighting Replacement LF 7,604 $53 $403.012 $31,838 $80,602 $60,452 $575,904 Snow Removal Equipment - LS 1 $350,000 $350,000 $27,650 $70,000 S5'1500 $500,150 Sweeper and Tractor Snow Removal Equipment - LS 1 $275,000 $275,000 $21.725 $55M0 $41.250 $391975 Vacuum Truck Snow Removal Equipment - LS 1 $750,000 $750,000 $59.250 $150.000 $111500 $1,07L750 Broom and Snow Blower New ARFF Vehicle LS 1 $1,100,000 $1,100,000 $86,900 $220.000 $165,000 51.571M0 Security Upgrades (Gates) LS 1 $500,000 $500,000 $39,500 $100,000 575,000 $714,500 Wildlife Hazard Assessment LS 1 $50M0 $50,000 $3,950 $10.000 $7,500 $ 71,450 Total $9,654,536 $762.709 $1,780,901 $1,448,180 $13,646,332 Terminal Construction Conduct Environmental Analysis L.S. 1 $100,000 $100.000 $7,900 N/A $15.000 5121900 GODstruct New Terminal S.F. 30,967 $450 $13,935,150 $1,100.877 $2,787,030 $2,090,273 $19,913,329 Building Terminal Apron Improvements S.Y I9.610 $45 $882.450 $69.714 $176.490 5132368 $1.261.021 Expand Auto Parking S.Y 10.260 $10 $102,600 $8,105 $20,520 $15.390 5146,615 Total $15,020,200 $1,186,596 $2,984,040 $2,253,030 $21,443.866 7-2 to 7-- 1, Estimated ('oNt of ('.1])! 01 J. It! I) I's-t%--eJkU'Ut Itl'0J(`CtS (( :011thlUt'd Units No. Of Cost per Project Taxes Professional Contingencies Total Units Unit Cost Service Fees General Aviation Projects Purchase Noland Decoto LS 1 $LOWOOO $1'000'000 $ 79.000 $80,000 $150.000 $1,309,000 Property Hangar Rehabilitation (Noland LS 1 $50,000 $50,000 $3�950 S10.000 $7 $71,450 Decoto Property? Site Preparation SY 6.475 $75 $485,625 $38,364 $97.125 $72,844 $693,958 Environmental Mitigation Acres 22 $1,200 $26.520 $2,095 $5,304 $1978 $37.897 Utilities LS 1 $100.000 $100.000 $7.900 $20,000 $15.000 $142,900 Aprorr,`T axiway Pavement SY 33333 $65 $1166,645 $171,165 $433,329 $324.9977 $3,096,136 Access Roadways {21st Ave) LF 875 $138 $120,750 $9,539 $24.150 $18,113 $172.552 Parallel Access Taxiway SY 7.400 $75 $555,000 $43,845 $111,000 $93,250 $793,095 Stub Parallel Taxiway SY I1,083 1 $75 $831,215 --$1,187.821 $65,667 $166,245 $124,684 Total $5,335,765 $421,525 $947.153 $800,365 S71504.808 Pavement Maintenance Rehabilitate Runway 9-27 SY 3.333 $15 $49,995 $3,950 $9.999 VA99 $71.443 Blast Pads Rehabilitate Taxiway A and SY 77.920 $104 $8.103,680 $640,191 $L620,736 $1,215-552 $11'580,159 Connectors Rehabilitate Taxiway B and SY 19,050 525 $476,250 $37.624 $95,250 $71,438 $680.561 Connectors Rehabilitate Taxiway C North SY 3,500 $35 $122,500 $9,678 $24,500 $18,375 $175,053 of Rwy 9-27 Preventive Maintenance on Taxiway C South of Rwy 9-27 SY 8.560 $2 $12,830 $1.014 $2,568 $1,926 $18,348 and Connectors Rehabilitate Northwest Aprons SY 10,200 $105 $1,071,000 $84,609 $214.200 $160,650 $1,530.459 Rehabilitate Terminal Aprons SY 1,100 $600 $660.000 $52,1110 $131000 $99.000 S943,140 Rehabilitate Eastern Aprons SY 4.150 $265 $1'099.750 $86,880 $219,950 $164,963 $1,571.543 Maintain Southeast Aprons SY L200 $2 $1,800 $142 $360 $270 $2,572 Rehabilitate Taxilanes SY 13.000 $15 $195,000 $15.-305 $39,000 $29,250 $278.655 Maintain Auto Parking Lots SY 12,000 $2 $18.000 $1.422 $3,600 $2,700 $25,722 Maintain Perimeter Road SY 40,000 $15 $600,000 $47,400 $120,000 $90,000 $857.400 Total $12,410,815 $1,0171687 $2,482,163 $1,861,622 $17,735,055 Total Cost S41,421316 $3,388,517 $8,194,263 $6,363,197 $60,330,061 Taxes include Washington State Sales Tax at 7.9 percent of the total cost Professional Service Fees include design, project management, construction mana.eement, testing, etc - Estimated to comprise 20 percent of the project cost Contingencies estimated at 15% of project cost to account for possible complications in project implementation 7-3 As shown., the overall cost of the recon mended improvements will exceed $59 million over the 20 -year period. To fund these projects, a combination of Federal Aviation Administration (FAA) Airport Improvement Program (AIP) entitlement and discretionary funds, wsi)o,r Aviation Division grants, private third party financing, and continued financial support from the City of Yakima will be needed. The funding Sources that will serve as the airport's primary means to finance the CIP are discussed in the following sections. ` I X 1.41 AJP Entitlement Grants The City receives annual AIP entitlement grants from the FAA that are allocated using a fortnula based on the number of annual enplaned passengers at YK.M. The FAA evaluates all airport grant requests using a priority ranking system that is weighted toward safety, security, airfield pavement and airfield capacity projects such as pavement reconstruction and security upgrades. Projects, such as terminal building construction and maintenance and construction of roads,, are also eligible but receive much lower priority rankings. Once a pi-cject has been identified as eligible, up to 90 percent of project costs are funded at non -hub airports such as YKM. The remaining 10 percent is considered the sponsor's match and is derived from other Passenger Facility Charges (PFCs), WSDOT Grants. and/or Third Party financing. 7.2.21 A.tP Disc reti on,:,try Gnants YKM is also eligible to receive AIP discretionary grants through the FAA. The approval of an AIP discretionary grant for a prcj ect depends on a ranking method the FAA uses to award grants., at their discretion, based on a project's priority and importance to the National Airport and Airway System. It is reasonable to assume that Y will receive some discretionary funding during the planning period for high priority, eligible projects, where the cost of such projects exceed the City's funding capability. If projected discretionary grants are not provided by the FAA. the City will have to discover additional funds to substitute for the lack of discretionary funds or delay the project until such funds are available. NVashington Department of 'Fransportation State Aviation Grants The Washington State Department of Transportation/Aviation Division (XVSDOT Aviation) provides grants for projects including pavement maintenance.. safety improvements and others that the State deems to be priority projects for the preservation of the airport and the overall state aviation system. The Master Plan CIP includes many projects that are eligible for partial funding through state aviation grants. In this analysis it is assumed that NVSDOT Grants would be used to pay one half of the local share of most pavement maintenance projects and would participate in the rehabilitation of RunNA,,ay 4-22. This eqnaIsroughly 5 percent of the total project costs (tip to $250,000). If state funds are not available the local project share would increase accordingly. 7�1' isenger Facility Charges , 2 4 PiLs The Aviation Safety and Capacity Expansion Act of 1990 established the authority for commercial service airports to apply to the FAA for imposing a Passenger Facility Charge (PFC) of tip to $3 per enplaned passenger. AIR -21, enacted in 2000, increased the allowable PFC level to $4.50. The proceeds from PFCs can be used for AIP eligible projects and for additional projects that preserve or enhance airport capacity, safety or security; mitigate the effects of aircraft noise-, or enhance airline competition. PFCs may also be used to pay debt service on bonds and other indebtedness incurred to carry out eligible projects. "I 7. "I 2.5 P riv ate Th it Pa rt -%r Fi n lan 6 111.7 Airports often use private third party financing for improvements that are primarily used by a private business or otherwise could be seen as a profitable business investment. Projects of this kind typically include aircraft hangars. FBO facilities., cargo facilities, or exclusive aircraft parking aprons. Such projects are not eligible for federal funding tinder the AIR The implementation analysis assumes that a private third -party will provide funding for development of all aircraft hangars and the improvements needed to support such hangar development. These improvements will be done on airport property and the City will receive annual revenue through land leases. Additionally, any private development will include provisions that ownership of the facility will revert to the City after ail appropriate period (generally 30 years). Should the City decide to construct hangars themselves, it is assumed they will lease them to aircraft owners at a rate that recovers the cost of construction as well as the cost of borrowed money. In this case they are seen as neutral to the CIP., generating neither expense nor income. Table 7-2 shows the Capital Improvement Projects for the next 20 years with project costs subdivided to the funding sources for which they are eligible. It is noted that simply because an individual project is eligible for federal or state funding does not guarantee that ftuiding will be available. All projects will need to be assessed individually as the implementation stage approaches. 7-5 Table 7...2., Capital linprfp%renient Projects — Prfob.ahle Funding !-ifources Project 11 Total Cost Federal WSDOT Local Funding Funding Funding Airfield Projects Extend Runway 9-27 $5,136,586 $4,6222,927 $() $513,659 Reconstruct Runway 4-22 $2,459,309 $() $250,000 $2,209,309 Enhanced Pavement Markings $575,904 $518,314 $0 $57,590 Lighting Replacement Runway 9-27 $575.904 $518,314 SO - $57,590 Taxiway Lighting Replacement $575,904 $518,314 $0 557-590 Snow Removal Equipment - Sweeper and $5(03-50 $450,135 $() $50.015 Tractor Snow Removal Equipment - Vacuum $392,975 $353,678 $0 $39�298 Truck Snow Removal Equipment - Broom and $1,071,750 $964,575 $O $107,175 Snow Blower New ARFF Vehicle $1.,571,900 $1.,414.,710 $0 $157,190 Security Upgrades (Gates) $714,500 $643,050 $() S71.450 Wildlife Hazard Assessment $71,450 $64,305 $0 $7.,145 Total $13,646,332 $10,068,321 $250,000 $3,328,011 Terminal Construction Conduct Environmental Analysis $122,900 $110,610 $0 $12.290 Construct Terminal Building $19,913,329 $17,921,996 $O $1,991,333 Terminal Apron $1,261,021 $1,134,919 so $136,11 Expand Auto Parking $146,615 $0 $0 $146,615 Total $21,443,866 $19,167,525 $0 $2,276,340 Fable 7-2.- Capital finprownkent prs.-iject Probable Fiindil.12 soilrees (Contiliued) Project Total Cost IN WSDOT Local Funding Funding Funding General Aviation Projects Purchase Noland Decoto Property $1,309,000 $1,178,100 $() $130,9(JO Hangar Rehabilitation Noland Decoto $71,450 $(- $71,45(1 Property) Site Preparation $693,958 $6224,562 $() $69.396 Environmenta I Mitigation $37,897 $34,107 $() $3,790 Utilities $142-90(-1 $128,610 SO $14,290 Apron/Taxiway Pavement $3-096,136 $2,786,5'22 $O - $309,614 Access Roadways (21 st -Ave) $172, 55 2 $155.297 $0 S 17.255 Parallel Access Taxiway $793,095 $713,786 $() $79.310 Stub Parallel Taxiway $1,187,821 $1,069,038 $() $118,782 Total $7,504,808 $6,690,022 $0 $814,786 Pavement Management Projects Rehabilitate Runway 9-27 Blast Pads $71.,443 $64,299 $3,572 $3.,572 Rehabilitate Ta.Niwav A and Connectors $11,58(1,159 $1(1,422,143 $25(-),1)01) $908,016 RehabilitateTaxiway B and Connectors $680.561 $612,505 $34,()28 $34,028 Rehabilitate Taxiway C North of Rwy 9-27 $175,053 $157,547 $8,753 $8,753 Preventive Maintenance on Taxiway C $18,348 $16,514 $917 $917 South of Rwy 9-27 and Connectors Rehabilitate Northwest Aprons $1,5311,459 $1,377,413 $250,000 $41)3,046 Maintain Terminal Area Aprons $943-140 $O $693,140 Rehabilitate Eastern Aprons $1-571_543 $1,414,388 $78,577 $78,577 Maintain Southeast -Aprons $2,572 $0 $1,286 $1,286 Rehabilitate Taxilanes $278,655 $250,790 $13,933 $13.933 Maintain Auto Parking Lots $25,722 $() $12,861 $13,861 Maintain Perimeter Road $857,400 $771,660 $42,87(1 $42,870 Total $17,735,055 $15,087,258 594,6,797 $2,200,999 Total Program $60,330,061 S51,013,127 S1,196,797 58,620,137 7-7 7.3 CIP UNIPLEMENTATION PLAN The implementation plan is shown in the following table represents the planned phased development of the capital projects. While a reasonable degree of certainty is involved in creating this project schedule., various factors can be expected to cause schedule changes in the plan over time, as follows: Financial Feasibility: The financial feasibility of projects may change due to changes in project costs, shifting of FAA or State priorities., or changes in the levels of state or FAA funding. Activity Levels: Activity levels trigger the need for all demand -driven improvements such as the runway extension and new hangar construction. Although the CIP attaches timet"raines to these developments for scheduling purposes, they will not be constructed until demand materializes. This, depending on how a particular segment of activity is tracking with the forecast., certain improvements may be accelerated or delayed. Changing Priorities: Overtime., changes in airport business and strategic plans occur in response to the dynamic nature of the aviation industry as well as in the direction and policies of the airport's sponsoring body. Such changes will trigger revision-, to or adjustments of the CIP. Table 7-3 shows the airport's capital improvement program prepared in 2014 in the format required by FAA. The estimated costs of some of the projects shown oil this CIP are slightly different from those shown in Table 7-1 and Table 7-2 due to the timing of the estimating process (2014 vs 2013). In addition, the CIP does not include all of the projects listed as it covers a 10 -year time span and the master plan covers 20. Table 7-4 shows the proj eels that are either programmed for the 2022 through 2030 time frame or that are not currently programmed. The Airport Layout Plan., presented in Chapter 6, Airport Plans, incorporates all of the projects reflected in this Implementation Plan., both Table 7-3 and Table 7-4. Table ' ! ...3: 2014 -Airport Capital hnproveiiieiit Prograiii Project Improvements Total Cost 2013 2014 2015 2016 2017 2018 2019 2020 2021 Rehab TW "A" & Connectors AI -A5 - (construction) AIP 36 $6.,282,885 6,282,885 Rehab TW "A" & Connectors AI .A5 - (construction) AIP 37 $4,888,889 4,888,889 Terminal Apron Rehabilitation (Construction) $859'(00 859,000 West Itinerant Apron - (design & environmental) (PCI 27-69 in $160,000 101000 CY2005) West Itinerant Apron - (construction) $1,400,0(fi-) 1 ,400'oc)o East Itinerant Apron - (design & environmental) (PCI 74 in CY2005) $160,000 East Itinerant Apron - (construction) $1,400'00() I.,40(1,000 Enhanced Pavement Marking (design) $75,000 75,000 Enhanced Pavement Marking (construction) $500,000 500j)(0 Lighting Replacement Project (design) Runway 9127 $75,000 75,000 Lighting Replacement (phase 2 - construction) Runway 9/27 $50(A'000 500,000 Lighting Replacement Project (design) Bravo, Charlie Taxiways $75,000 75,000 Lighting Replacement (phase 3 - construction) Bravo, Charlie $500.'000 500,000 SIZE (Vacuum Truck) Bid Package (Design) $2Cl,flilll 20,f)(Y) SRE (Vacuum Truck) Purchase $375,000 375,000 SRE (Broom and Blower) Bid Package (Design) $20,c)01-) 10,000 SIZE (Broom and Blower) Purchase $D- - � fi-)(A'000 1,1100,000 Security - access gates and card reader - (design and construction) $700,000 700j000 Land Acquisition (Noland-Decoto) $1,00(),000 1,000,000 Wildlife Hazard Assessment $50,000 50'000 Terminal Building (environmental and design) $500'000 500100) Terminal Building (construction) $15,00(A'000 15,000'000 ARFF Vehicle Purchase $1,500,000 1,500,00)0 Segmented Circle $0 Deicing Facility (Planning and Environmental) $(-) Deicing Facility . (Design) $0 - Deicing Facility (Construction) $0 TOTAL 36,363.405 12.030.774 720.000 2,150,000 1,180,000 2,400,000 660,000 1-400-000 15,000,000 1,500,000 7-9 7-10 Table -....4., Capitial 1-inpr(ovenien1 Pi-ojects — 2022 fllrl�ugll 2030 - Project Total Cost Extend Runway 9-27 $5,136,586 Reconstruct Runway 4-22 $2,459,30)9 Total $7,595,89-5 Terminal Construction Expand Auto Parking $146,615 Total $146,615 General Aviation Projects Hangar Rehabilitation (ND Property) $71,450 South GA Site Preparation $693-958 Environmental Nfitigation $37-897 Utility Extension $142,900 Apron/Taxiway Pavement $3,096,136 Access Roadways $171,552 Parallel Access Taxiway $793,095 Stub Parallel Taxiway $1,187,821 Total $6,195,808 Pavement Management Projects Rehabilitate Taxiway B and Connectors $680.561 Rehabilitate Taxiway C North of Rwy 9-27 $175-053 Preventive Maintenance on Taxiway C South of Rivy 9-27 $1 8348 and Connectors Maintain Terminal Area Aprons $943.140 Maintain Southeast Aprons $2,572 Rehabilitate Taxilanes $278.655 Maintain Auto Parking, Lots $25,723 Maintain Perimeter Road $857A0H-) Total $Z981,451 Total 516,919,769 7-11 1.3.1 Financh-11 Summary Given the cost of the improvements, it is essential to identify whether the City will be able to generate sufficient funds to implement all projects included in the CIP. Table 7-5 shows the cost of each phase of the CIP compared with the funding that will be available from both Alp entitlement funds that can be applied to the federal share of the projects and PFC funding that is applied to the local share. The CIP costs listed in the table are from the airport CIP shown in Table 7-3 for the years through 2021. Beyond 2021 the numbers reflect the sum total of the projects shown on Table 7-4 divided by nine (the number of years in the long-term time frame). The table does not reflect the cost for either the extension of Runway 9-27 or the rehabilitation of Runway 4-22 as these projects are not currently justified based on FAA needs criteria. 7-12 Table ject Funding 7-5: Pro I AIP Year CIP Cost Entitlement Difference PFC Funds Shortfall Cumulative Funds 2013 $12,030,774 $1,( H H H -H -$11,030,774 $303.(--)17 -$10.777,758 -$10,727,758 2014 $720,000 $315,531 $595,531 -$10,1322,227 2015 $2-150,100 $1 --H------ 41,150,(00 $328,045 -$821,955 410,954,182 2016 $1,180,00() $1,0(-)(),0(-)() -$180,00( $337,647 $157,647 -$10,796,53 5 - 2017 $2,400,000 -$1,400.,000 $347,248 41,052,752 -$11,849,^87 2018 $66(--),01)() $ J,()0(),()0(,-) $341),()00) $356.849 $696,849 -$11,152,438 21)19 $1,400,000 $ 1,000,000 -$400,010 $366,450 -$31550 -$11,185,988 2020 $15,000,000 $ -$14,000,000 $376,051 -$13,623,949 424,809,937 2021 $1,500U1)00 $L( -$501),01)1) $408,319 -$91,681 424,901,617 2022 $1,241,308 $1,000,000 -$241,308 $440 >87 $199,279 424,702,339 2023 $1,241,308 $1,001),1)01) H 4241,308 $472,855 $231,546 424,470,792 71)24$1,241,308 -$241,308 $515j22 $263,814 -$24,206,978 MrS $1,241,308 -$241.308 $537,390 $296,082 423,910,896 2026 2 $1,241,308 $ J,Ooo,000 4241,308 $565,877 $324,568 -$223,586,328 2027 $1,241,308 -$241,308 $594,363 $3-53,055 -$23,233,273 2(-.)28 $1,241,308 $ -$241,31)8 $622,851) $381,541 422,851,7321 2029 $1,241,308 -$241,308 $651-336 $410,028 4222,441,704 2030 $1,241.308 $ -$241.,308 $679,823 $438,514 -$22,01)3,190 When matching demand with financial resources., a shortfall can occur in both FAA and local funding. In these cases the question becomes how does the City continue to fund improvements at the airport? One answer is to generate more revenue. 'Elle following section explores the annual operations budget for YKNI. 7.4 BUSINESS PLAN The preceding section addressed the capital needs of the airport-, this section evaluates the capability of the city to fund -the local portion of the Capital Improvement Program as well as meet the continued arnival airport operations and maintenance requirements. The airport's annual revenues and expenditures are examined to help determine the true annual financial commitment associated with owning and operating the airport. 7-13 7.4A Ovet-1,111 Approach The City of Yakima currently carries the primary financial responsibility for all maintenance, operation.. and capital improvements at YK-M. The following pages show projections of annual revenues and expenses based on an understanding of the factors that influence each. The future projections associated with the four airport growth scenarios that were established in the Forecast chapter. 7.4.2 Airport Revenues Airport revenue sources include direct revenues derived from fuel taxes, aircraft storage fees and other fees assessed for facility use. Operating revenues are those that are directly attributable to operation of the airport as a business enterprise. These vary over time as changes in the level of activity at the airport and the commercial and general aviation industry as a whole influence the types of activity from which the revenues are generated. Using historical records from the airport and forecast growth scenarios., the following assumptions have been made. Nfiscellaneous Income: This category includes income sources not otherwise accounted for and not associated with the airfield., terminal., or other areas where direct tracking has been established. Although the amount of revenue generated is not predicated on any of the forecast indicators it can be expected that some miscellaneous income will be registered annually. For these projections we used an average of the 2012 and 2013 budget numbers and projecting this as unchanged over the course of the planning period. Return of Leasehold Tax: This revenue derives from contractual ternis wherein the airport pays leasehold taxes and receives reimbursement from the leaseholders. This revenue is seen as neutral as it represents a payback to the City that balances a corresponding expenditure. For these projections we used an average of the 2012 and 2013 budget numbers and projecting this as unchanged over the course of the planning period. 4.11 Airfield' Income Power: Derived from repayment of power bills from airfield users. Since the amount of electrical power used is not tied to any activity indicator, this source is projected to hold constant over the course of the plan. it should be noted that this income source represents a "pass through- of the City's power bill for the entire airport that is allocated to the users. It is intended to be financially neutral. Fuel Fees - Jet A: The airport imposes a fee on each gallon of fuel dispensed at YKM. Jet A fees are based on a percentage of fuel consumption. These are projected to increase as 7-14 activity by jet and turbo -prop aircraft increases. In this case the increase in revenue is tied to the growth in commercial activity. Fuel Fees - Aviation Gas: These fees are also based on a percentage of total fuel sales. Growth for this sector is tied to the increase in general aviation activity operations. Fuel Permit Fees: The airport issues permits to individuals and business that operate fuel farms at YKM. The income from fuel permit fees is based on the number of permits issued. Future income projections have not been made because the revenue is relatively low and it is not possible to project an increase in the number of permit holders. This revenue source is held constant throughout the 20 -year planning period. Landing Fees - Airline: Airline landing fees are collected based on the weight of each landing aircraft. Growth over time is projected based on the number of annual scheduled commercial operations. Landing Fees - Unscheduled: Like airline landing fees, these fees involve a charge assessed to each individual user., based on the weight of the landing aircraft. In this case the charge is assessed on nonscheduled commercial carriers such as charters or diversion flights. Growth over time will be based on the same rate of growth as annual commercial operations. Landing Fees - Freight: These fees are based on the charge assessed to the cargo carriers based on the weight of each landing aircraft. Growth overtime is based on the growth in the number of annual air cargo operations. Landing Fees - Touch and Go: These are charged based on the number of touch-and-go operations performed by large aircraft -primarily The Boeing Company and the military. Growth will be based on the same rate of growth as in overall airport operations. Rent - Aviation: The rents charged to hangar and ground lease tenants are included in this category. Income is based on the size of the parcels leased for development. This source will grow as additional space is made available for hangar development. This will be represented in these projections by the overall growth in based aircraft. Rent Ramps (tie -downs): The rents for tie -down use., for either based or transient aircraft are the source of this income. Growth in this source is tied to growth in total general aviation activity. IN/fiscellaneoushicome: Included is all income from the airfield that is not classifiable under the other categories. This will be projected as an average of the 2012 and 2013 levels. 7-15 7.4.2.2 'Ferminal Rent TSA/U.S. Coast Guard: Includes the rent being charged to the Transportation Security Administration (TSA) for tenninal space required for airport security. This fee is based on the amount of space used and is not tied to any specific activity indicators. No increases are projected over time until a new terminal is opened. At this point some adjustments are inevitable. Rent Car Rent (offices, storage, counter): The rents charged for these spaces are a function of the aniount of space being provided. We do not project growth in this area until after a new terminal is constructed. Airline Rents (ticket counters, bag make-up, and bag claim): The rents charged for these spaces are also a function of the amount of space provided. We do not project growth in this area until a new terminal is constructed. Concession Rent: The income derived from this source is very small and is a function of the amount of space being provided. We are not projecting growth based in this Source although when a new terminal is opened., it would be reasonable to assume an increase in concessions spaces. Terminal Use Charter Fees: Fees are assessed to charter airlines for use of the terminal facilities. Increases in this income source are based on the growth rates for commercial activity. Vending: The fees charged to the vending machine companies are based oil a percentage of total sales. Projected increases are based on the growth in airline enplaned passengers. Car Rental Income (percent of sales): The fees charged are based on a percentage of total sales. Projected increases are based on the overall growth in airline enplaned passengers. Panel Display Advertising: The fee charged is a negotiated flat fee for space. No increases are anticipated until the new tenninal is opened. 7.4.2.3 (.`onH-nerda1 Income -Gas: Derived from an assessment of the airport's total bill for natural gas assessed to individual users based on the usage at their facilities. This category represents a "pass through assessment" and no growth is seen in this category. Income - Water: Derived from an assessment of the airport's total water bill based on the usage at individual facilities. This is also a -pass through- and no growth is seen in this category. 7-16 Commercial Rents: These are a function of the amount of space that is being rented to non - aviation or commercial users. Increases in this category are not projected as all of the recommendations herein are associated with aviation related facilities. Commercial Agriculture: These are a function of the amount of land being rented to agricultural users. Increases in this category are not projected as all of the recommendations herein are associated with aviation related facilities. Commercial General: These are a function of the amount of land being rented to other non -aviation users. Increases in this category are not projected as all of the recommendations herein are associated with aviation related facilities. Airporter Shuttle: Revenue is derived from the operators of the "Airporter Shuttle" that provides passenger shuttle service from the terminal at YKM to the Seattle -Tacoma International Airport. Revenues derived from this source should grow as passenger levels grow, although as YKM captures more ofthe passenger base the use ofthe shuttle is likely to decrease. Commercial Option Income: No changes are projected in this category. Miscellaneous Income: No changes are projected in this category. 7.4-2.4 Security Security Badges: Income is derived from the issuance of security badges to airport or tenant employees. These charges are based on the costs associated with the badging process. No increases in income are projected from this source. Replacement Security Badge: Income comes from charges to badge holders who lose or misplace their security badges. No increase is projected in this source. Contract Security Income: In the past the source of this income is a payment from TSA for providing Law Enforcement Officers (LEO) in support of airport security. Since the City assumed ownership of the airport they have opted to not participate in this program. Although the City has the option of participating in the future, no income from this source is shown for future years. 7A1-5 Parking Parking Lot Revenue: Revenue from this source was part of the Republic Parking agreement in 2012. 7-17 Parking Meter Income: Metered parking was discontinued in 2012 so no fitture income is shown from this source. Rent Parking: Revenue from this source was part of the Republic Parking agreement in 2012. Republic Parking: The City has an agreement with Republic Parking to operate and manage the public parking concession at YKXL Payments are based on a minimum annual guarantee with a percent of total revenue after the annual revenue meets certain levels. It is expected that this payment will increase over time as overall passenger levels increase. 1.4-16 Administrative The categories include Interest Income Operating, Interest Income Other, Nfiscellaneous Income, Late Fees, N SF Fees., and Interest Income Operating. It is not anticipated that this source of revenue will increase over time. 7.4.3 Airport Expenses The expenses recorded at YKM include those directly related to the day-to-day operation and maintenance of the airport, the indirect costs associated with allocation of overhead, the debt service on long terra loans and governmental fees and assessments. Capital costs have been discussed in a preceding section, all others are addressed herein. Professional SerNices-Audits: This represents the cost of a one-time audit conducted in 201.2. No fixture charges are expected. External Taxes & Operating Assess-Stormwater Fees: It has been projected that a flat annual allocation will be required in this area into the future. The projection is based oil an average of the historical records. Interest on Short -Term External Debt-SIED Loan: The City was paying interest on a short-term bridge loan from SIED. This loan has been paid off. Salaries and Benefits: The subcategories of Salaries & Wages, Salaries -Overtime., Accrued Annual Leave., Benefits -Direct., Benefits -Indirect., Benefits -Bank Accruals, and Benefits - Unemployment are all related to the cost of providing administrative, maintenance., and other staff required to operate the airport. In 2013 this included a three-person administrative staff and maintenance personnel. Wages and benefits for these personnel are based on the number of persons required to keep the airport safe, efficient, and well- maintained as well as to operate the facility. The amount of money required for these services is a function of prevailing rates in the community and negotiated rates for maintenance personnel. Increases in our projections would only occur if new personnel were added to staff or wage rates increased. We have not projected any increases in this category. Z:> Supplies: Operating an airport requires supplies such as Office & Operating Supplies., Fire Truck Supplies., Fuel Consumed, Small Tools & Minor Equipment., and Computer Software are purchased. The level of this expense is not related to airport operations levels. Future expenses are calculated using an average of past costs. Other Expenses: Examining The types of expenses included in this category show that professional services, telephone., staff travel., equipment rentals and leases, utility services, repairs and maintenance., vehicle repairs., fire truck repair., miscellaneous repairs- postage, insurance, and various miscellaneous expenses are included. Future expenditures in these areas are not directly related to the activity levels at YKM. For this analysis we used an average of past'vears projected forward unchanged. Intergovernmental Expenses: This category includes professional set -vices provided to the airport by other city agencies and excise taxes. Neither is related to airport activity levels. 7 ' -5- .5 AIRPORT OPERATIONS AND MAN/tGEMENT BIJRGETS Future airport operations and management budgets have been prepared based on a range of possible growth rates included in the forecast. These possible growth rates are presented in four scenarios designed to represent the range of future possibilities as follows: Low Growth: This forecast assumes that the City's efforts to attract new service are not successful, and the population of the region does not increase at the rates projected by the State. The forecast is based on passengers growing at ',= the annual percentage projected by the State for population growth. Status Quo: This forecast is based solely on the rate of population growth in Yakima County as forecast by Washington State. The forecast assumes that there will be no successful new service initiatives that attract a larger share of the potential passenger market. The majority of passengers will continue to use The Tri -Cities Airport in Pasco or Seattle -Tacoma International Airport. High Growth: This forecast represents the best growth scenario. The assumption is that YKM can capture a substantial percentage of its market share by attracting new service. 7-19 Preferred Forecast: The assumed conditions here are that the City and community efforts to attract new service are successful over time. The forecast assumes that these service improvements will occur sometime in the intennediate- to longterm period. However they could occur at any time. The four forecast scenarios are shown on the following table. The numbers shown represent the range of possibilities for future passenger levels for future planning purposes. The anticipated activity levels associated with the growth scenarios are shown in the following Table 7-6. Financial planning will examine the full range of these forecasts. 7-20 'rabje 7-6: YI%*-M th 'Sceiiai*ios 2010 2012 2015 2020 2025 2030 High Growth Scenario 38,994 59,974 61,444 62,262 64,956 66,431 Enplaned Passengers 58,994 64,556 72,899 83,567 119,420 131,071 Operations 2,190 2,176 2,156 2,185 2,279 21331 Commercial 2,190 2 �337 2,558 -932 4,190 5,301 Air Cargo/Air Taxi 5,777 5,955 6,222 6,701 7,219 7,778 General Aviation 38,481 39,141 4(),1310 42,132 44,287 46,651 Military 4,040 4-040 4.040 4,040 4-040 4.040 Total Operations 5(--)1488 51,473 52,95() 55,806 59,736 63.,77() Status Quo Enplaned passengers 58,994 60,986 63,975 67,806 71,476 74,751 Operations Commercial 2,190 2,212 2,245 2,379 2,508 2,623 Air Cargo/Air Tam 3,777 5,955 6,222 6,701 7,219 7,778 General Aviation 38,481 39,141 40-130 42,132 44,287 46-651 Military 4,040 4,040 4,040 4,040 4,040 4,040 Total Operations 50,488 51,347 52.637 55,2253 58,054 61.092 Low Growth Enplaned passengers 38,994 59,974 61,444 62,262 64,956 66,431 Operations Commercial 2,190 2,176 2,156 2,185 2,279 21331 Air Cargo/Air Ta -.u' 5,777 5,955 6.,222 6,701 7,219 7,778 General Aviation 38,481 39,141 40.130 42-132 44,287 46.651 Military 4,(-)4() 4,040 4,040 4,(-)4() 4,040 4,040 Total Operations 50,488 51,312 52.548 55,058 57,825 00.800 Preferred Enplaned passengers 58,994 60,986 63,975 67,906 71,476 74,751 Operations Commercial 2,190 2,212 x,245 2,379 2,508 2,623 Air Cargo/Air Taxi 5,777 5,955 6,222 6,701 7,219 7,778 General Aviation 38,481 39.341 4().130 42,132 44,287 46.651 Military 4,040 4,040 4,04(--) 4,040 4,040 4,04(--) Total Operations 501488 51,348 52,637 55,253 58,054 61,()92 .' 7-21 Each of these scenarios has been analyzed for their potential to generate revenue. The resulting revenue streams that can be derived from the airport are summarized in Table 7-7. Table 7-8 through Table 7-11 show the details of these analyses. 'j -,j hie'7. PotViltfiti 1 i jlutuj-�-, RV-Senues Derived froni Airpoet Operatiorls 7-22 Growth Scenarios Nigh Status Low Preferred Growth Quo Growth 2012 $72,717 $70,250 $70,215 $70,251 2013 $82,363 $82.363 $82,363 $82,363 2014 $50,612 $37,170 $103,26~ $37,169 2015 $74,234 $49,361 $111,711 $49,361 2016 $94952 $57,030 $114.,856 $57,030 2017 $11-7,897 $64,926 $118,229 $64,925 2018 $12)4,729 S72,708 $121,489 $72,708 2019 $141-618 $80547 $124.805 $8(),547 202() $158,478 $88.,357 $ 128.,093 $88,3157 2021 $210,580 $96,090 $134,434 $9(),(-)9(-) 2322 $2162,675 $103,816 $141,),768 $103,815 2023 $314,774 $111,545 $147,106 $111,544 2024 $366,870 $119,272 $153,442 $119,272 2025 $419,261 $127,059 $159,961 $127,059 2026 $465,705 $134,382 $164,513 $134,382 20127 $512,149 $141,706 $169.365 $141,705 2028 $558.,593 $149,1)29 $173,818 $149,029 2029 $605,037 $156,352 $178.470 $156,352 2030 $652,320 $163,797 $183,271 $160,618 7-22 I'able '7-8: YKNI Hi -oh Growth Scenario REVENUE SOURCE 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Miscellaneous Income 1,080 17,600 9,340 9,340 9,340 9,3.10 9,340 9,340 9,340 9,3.10 9,340 9,340 9.340 9,340 9,340 9,340 9,340 9,340 9,340 Return of Leasehold Tax 17,714 6,187 11,950 11,950 11,950 11,950 11,950 11.950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 11.950 11,950 Airfield Income Power 8,688 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 8,700 Jet AFees 24,000 28,834 29,715 30,596 31,491 32.386 33.280 34,175 35,070 38,079 41,088 44,098 47,107 50,117 52,774 55,432 58,090 60,748 63,405 Aviation Gas Fees 4,817 6916 6,954 6.992 7,062 7,132 71201 7271 7.341 7.416 7.491 7.566 7,641 7,716 7.799 7,881 7964 81046 8,128 Fuel Permit Fees 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 Landing Fees Airline 87,454 97,547 100,528 103,509 106,536 109,563 112,589 115,616 118,643 128,824 139,005 149,186 159,367 169,548 178,539 187,530 196,521 205,513 214,504 Landing Fees Unscheduled 15,421 24,700 25,455 26,210 26,976 27,742 28,509 29,275 30,042 32,620 35,198 37,775 40,353 42,931 45,208 47,485 49,761 52.038 54,315 Landing Fees Freight 18,623 16,526 16.644 16,762 16,920 17.078 17,236 17.395 17,553 17,711 17,869 18,028 18,186 18,637 18,796 18,954 19,112 19.270 20,267 Landing Fees Touch and Go 4,200 2,880 2,896 2,912 2,941 2,970 2,999 3,028 3,057 3,088 3,120 3,151 3,182 3,214 3,248 3,282 3,316 3,351 3,385 Rent Aviation 136,718 171,318 172,268 173,218 174,946 176,674 178,402 180,131 181,859 183,719 185,580 187,440 189,301 191,161 193,202 195,243 197,283 199,324 201,365 Rent Ramps (tic -downs) 6,226 2,700 2,715 2,730 2,757 2,784 2,812 2,839 2,866 2,895 2,925 2,954 2.983 3,013 3,045 3,077 3,109 3,141 3,174 Miscellaneous Income 406 0 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 200 Terminal Rent TSA/US Coast Guard 22,898 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 28,739 Rent Car Rentals (offices; storage; counter) 14,558 23,198 23,198 23,198 23,198 23.198 23.198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 Airline Rents(ticket counters; bag make-up; bag claim) 124,505 135,029 135,029 135,029 135,029 135.029 135.029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 135,029 Concession Rent 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 Terminal Use Charter Fees 7,563 6,420 6,685 6,950 7,154 7,357 7,561 7,764 7,967 8,651 9,335 10,018 10,702 11,386 11,989 12,593 13,196 13,800 14,403 Vending 7,387 7,654 7.970 8,286 8,529 8,771 9,014 9,256 9,499 10,314 11,129 11,944 12,759 13,574 14,294 15,013 15,733 16,452 17,172 Car Rental Income (% of contract) 91,450 95,492 99.436 103,380 106,406 109,431 112,457 115,483 118,508 128,677 138,846 149,01.5 159,184 169,352 178,330 187,307 196,284 205,262 21.4,239 Panel Display Advertising (Clear Channel) 8,100 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 Commercial Income Gas -234 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Income Water 275 264 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 270 Connnercial Rents 149,038 126,790 137,914 137.900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137,900 137.900 137,900 137,900 137,900 137,900 Commercial AG 16,772 12,579 14.675 14,675 14,675 14,675 14,675 14,675 14,675 1.4,675 14,675 1.4,675 14.675 14,675 14,675 14,675 14,675 14,675 14,675 Commercial General 245 0 123 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 125 Airporter Shuttle 20,993 11,349 11.818 12,286 12,646 13,006 13,365 13,725 14,084 15,293 16,501 17,710 18,919 20,127 21„194 22,261 23,328 24,395 251,462 Commercial Option Income 80 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Miscellaneous Income 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 7-23 Table 7 8: %:*K,-.N*l Gri�wth Scenario (Ci�ntin)jed*) REVENUE SOURCE 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Security Badges 8,638 7,000 7,819 7,410 7,614 7,512 7,563 7,537 7,55(} 7,544 7,547 7,545 7,546 T546 7,546 7,546 7,546 7,546 7,546 Replacement Security Badge 100 0 100 l(X) 100 100 100 100 100 loo 100 100 100 100 100 100 100 100 100 Contract Security Income 74,042 65,700 0 0 0 0 Late Fees 0 0 0 0 0 Parking NSF Fees 0 0 0 0 0 0 Interest Income Operating 360 360 360 Parking Lot Revenue (partial year Republic) 148,576 360 360 360 360 160 0 360 336() 360 0 TOTAL REVENTUE 1) 0 1,099,051 1,116,125 1,132,893 1,149,814 1,166,658 1,183,540 Parking Meter Income 1,529 1,391,925 0 1,490,760 1,537,204 1,583,648 1,630,092 1,677,375 0 0 0 0 0 0 0 0 Rent Parking 39,000 0 0 0 0 t i 0 0 Ing Republic Park' 0 200,000 208,260 216,520 2-122,857 3::9,194 235,531 241,868 248.205 269,503 290,801 312,098 333.396 354,694 373,496 39-2,298 411,10( 4229,902 448,704 Administration Interest Income Operating 145 0 0 0 to 0 0 0 0 0 0 0 0 Interest Income Other 25 0 Miscellaneous Income 542 0 0 0 0 0 0 0 0 0 0 0 0 Late Fees 0 0 0 0 0 NSF Fees 0 0 0 0 0 0 Interest Income Operating 360 360 360 360 360 360 360 360 360 360 160 360 360 336() 360 360 360 360 36() TOTAL REVENTUE 1,159,711 1,119,205 1,080,465 1,099,051 1,116,125 1,132,893 1,149,814 1,166,658 1,183,540 1,235,631 1,287,732 1,339,827 1,391,925 1,444,316 1,490,760 1,537,204 1,583,648 1,630,092 1,677,375 7-24 .:. 7-25 Table 7 8: %'K,-N*l Gri�wth Scenario (Ci�ntinued*) E.XPE.NDITUPXS 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Set -vices and Charges Prof Services -Audits 13,000 0 0 t i 0 0 0 0 External Taxes &-Operational Assess- 7(4 2,852 4,278 3,565 3,922 3,744 3,833 3,788 3.81( 3,799 3,805 3.8C 2 1,803 3,803 3,80 3,803 3,80 3,8(3 3,813 Stormwater Fees Short -Tenn External Debt-SIED Loan 6,148 2,497 4,322 0 0 0 0 0 Ca tJ tJ 0 0 0 Ca t o 0 0 0 Total - Other 24,852 18,349 8,601 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803 Salaries Salaries & Wages 528,834 520,758 520,800 - 520,800 - - - 52( 520.800 520,80( 520,80- 52(_,80() S1'V_8(_() A 520 A) 52f,8(f 52(--8(-(- _8( - S20 _0 520,800 SI-) 520 _520,800 Salaries -Overtime 11,393 5,060 5,500 5,5{0 5.501) 5,50() 5,500 5,500 5,500 5,510 5500 5,500 5,5((- 5,-5(-)( 5,500 5,50C) 5,500 550Ki 5,51) Accrued Annual Leave 10,500 1(),5(-)() 10,500 1(,5(X) 1 11P,500 11x,50() 10,500 10,500 ii I (,5--) 10,500 10,500 I(A10,500 1( 10,5-)-) 1tP,50C1 10,500 Total Satafies 550,727 536,319 536800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 Personnel Benefits Benefits -Direct 119,830 110,687 110,687 110,687 110.,687 110,687 110,687 110.07 11().687 11(--),687 110,687 110,687 11(--),687 111),687 110,687 110.,687 110,687 110.,687 110,687 Benefits -Indirect 16,07' ) 4.,800 4,800 4.,800 4,800 4,800 4,800 4.,800 4.800 4,800 4.,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 Benefits -Bank Accruals 1,368 2,2220 2 C) 2,2220 - 2 C) 2,220 22) 0 .,"C) 2,22 - 2, �"_ 0 --� -) 0 �1_2 2, 22 Benefits -Unemployment 21,921 16,800 16,800 16,800 16.800 16,900 16,8()() 16,800 16,8(-)() 16,800 16,800 16,800 16,800 16,80)0 16,800 16,80() 16,800 16,9()C) 16,800 Personnel Benefits 159,192 134,507 134,5507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 Supplies Office & Operating Supplies 16,710 15,34(a 15,975 15.,975 15.975 15.,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15.,975 15.,975 15,975 15,975 Fire Track Supplies 550 1,200 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 Fuel Consumed 17,761 19,440 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,(x01 18,601 18,601 18,6(--)1 18,601 18,601 1$,601 18,601 Small Tools & Minor Equipment 241 2.,5(-X-) 1,371 1,371 1,371 1,371 1,371 1,371 1.371 1,371 1,371 1,371 1,371 L371 1,371 1,371 1,371 1,371 1,371 Computer Software 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 35,262 38,380 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 7-25 Table 7 8: %:*K,-.N*l Iffi2h Gri�wth Scenario (Ci�ntiuued*) EXPENDITURES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Set -vices and Charges 96,307 120,600 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 10)8.454 108,454 108,454 1(--)8,454 108,454 108,454 108,454 108,454 108,454 Professional Services 2 1, 216 21,100) 2 1, 15 8 2 1, 15 8 21,158 21,158 2 1, 15 8 21,158 21,158 21,155 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 Communication -Telephone 11 ,030 8,81)0 9,915 9,915 9,915 9.,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9.,915 9,915 Travel 874 1,620 1,247 1,'247 1,247 1,247 1,247 L_247 1,247 1,247 1,-)47 1,247 1,247 1,147 1,247 1,247 1,247 1,247 1,2247 Operating Rentals & Leases 919 1,620 1,270 1,270 1,270 1,270) 1,270 1,2170 1,270 1.,270 1,270) 1,2170 1,270 1.270 1,270 1,270 1,270 1,270 1,2270 Utility Services 105362 106,710 106,036 106,036 106,036 106,036 1(-)6,()36 106,036 106,036 106,036 106,036 106,036 106,036 106,(--)36 10)6,1)36 106,036 106,036 106,036 106,036 Repairs & Maintenance 4,935 6,500 5,718 5,718 5.718 5.,718 5,718 5,718 5,718 5,718 5,718 5,718 5.318 5,718 5,718 5.,718 5.,718 5,718 5,718 Vehicle Repair 3,978 4,2(-)(-) 4,089 4,089 4,089 4,089 4,089 4,089 4.089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 Fire Track Repair 205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 Repair Misc. 18 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 Communications -Postage 5 5 400 22)8 2218 228 228 -v)g 228 228 -�­)s 228 N 2) 2 8 -�.18 229 22) 8 228 Insurance 60,778 26,737 41,759 41,759 43,758 43.,758 43,758 43,759 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,759 Misc. E.Vense 9,284 7,760 8,51" 8,51" 22 8,5-- 8, 52 2 8, 5 _11 8, 5 22) 8.522 8, 52) 2 8,522 8,5 2 2) 8,5 2 2 8,5221 8,522 8,522) 8, 5 22) 8,522 218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 Intergovernmental Services Intergovernmental Prof Services 96,307 120,600 108,454 108,454 108,454 108,454 108,454 108,454 108,454 108,454 10)8.454 108,454 108,454 1(--)8,454 108,454 108,454 108,454 108,454 108,454 Excise Tax 2.0)00 2,040 2,( -� _uo _uo '1,020 - 0.-)C) 20 - -0 2 20 1.0")() -)0') a 2, 02) 0 2,020 2 20 2,020 2,.-,) 020 2,( 20 '� 010 -1 - - 2,(2 - 0) Intergovernmental Services 9K,307 122,640 110),474 110),474 11 0,474 110,474 110).=474 110,474 110,474 110,474 110,474 110x,.174 110,474 110,474 110,474 110,474 110,474 110,474 110.474 Total Expenses 1,086,994 1,036,842 1,029,852' LO -24,817 1,025,174 1) 1,0 4,995 1,025,084 1,025,040 1,)25,062 1,025,051 1,025,057 1,025,054 1,025,055 1,0 5S54 1,025,0x55 1,025,( 55 1,(25U_ ,055 1,() 5,055 L( 2-5,( S 1; Total Revenues 1-159,711 1,119,205 1,080,465 1,(-)99,0)51 1,116.125 1,132,893 1,149,814 1,166,658 1,183,540 1,235,631 1,287,732 1,339,827 1,391,925 1-444,316 1,490,760 1,537,204 1-583,648 1,630,092 1,677,375 Surplus/shortfall 72,717 82,363 50,612 74,2234 90,952 1(--)7,897 124.729 141,618 158,478 210,580 262.,675 314,774 366,870 419,261 465,705 512,149 558,593 605.,037 652.320 7-26 .:. Table 7 9: YKIINJ Statuq Oij(p Growfli Scen.arlo REVENUE SOURCES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Miscellaneous Income 1,080 17,600 9,340 9,340 9,340 9.,340 9,340 9,340 9,340 9,340 9-314() 9340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 Return of Leasehold Tax 17,714 6,187 11,950 11,950 11,950 11,950 11,950 11,951) 11,950 11,950 11,950) 111,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 Airfield Income Power 8,688 8,7W 8,700 8,7W 8,700 8,700 8,700 8,700 8.700 8,700 8,7017) 8,700 8.700 9,700 8,70)8,700 - 8,700 - 8,700 8,700 Jet A Fees 24,0)00 28,834 28,977 29,119 29,467 29,815 30,162 3()-510 30.857 31.,192 31,537 31,861 32,196 32.531 32,839 33,12)7 33,436 33,724 34,022 Aviation Gas Fees 4,817 6,916 6,973 7,031 7,101 7,171 7,241 7,312 7,382 7,457 7,533 7,608 7,684 7,759 7,842 7,925 8,008 8,091 8,174 Fuel Penn It Fees 150 151) 150 1 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 Landing Fees Airline 87,454 97,547 98,030 98,513 99.,689 100,865 10)2,041 11-6,217 104.393 1()5,525 11-6,657 107,789 108,921 111)'053 111,063 112,072 113.,081 114.,09() 115,100 Landing Fees Unscheduled 15,421 24,700 24,822) 24,944 25,242 25,540 25,838 26,136 26.433 2 6, 72 0 27,007 27,203 27.580 27,867 28,122 28,378 28,633 28,889 29,144 Landing Fees Freight 18,623 16,526 16,663 16,8(1() 16.967 17,134 17,3(--)1 17,468 17.,635 17,802 17,969 18,136 18,303 18;529 18,696 18,863 19.030 19,197 19,486 Landing Fees Touch and Go 4,200 2,890 2,904 7,928 3.957 1,987 3,016 3,045 3,074 3,106 3,137 3,169 3,200 3,731 3,*266 3,30(.) 3.335 3,369 3,404 Rent Aviation 136,718 171,318 172,749 174,180 175,918 177,656 179,394 181,1321 182,870 184,740 186,611 188,482 190,352 192,223 194,275 196,327 198,380 200),432 202,484 Rent Ramps (tie -downs) 6,226 2,7(__)() 2,723 2,745 2,772 2,800 2,827 2,855 2.882 2,912 2,941 2,970 3,1-00 3,029 3,062 3,094 3,126 3,159 3,191 Miscellaneous Income 406 0 21111 2W N 2n12 2 0 0-(-)o 1 2) 0 200 200 '200 200 200 20(-.) N 2f. 0 - Terminal Rent TSARS Coast Guard 22,898 28,739 28,739 28,739 28,739 28.739 38,739 28,739 28.739 28,739 28,739 28,739 228,739 28,739 28,739 228,739 28,739 28,739 28,739 Rent Car Rentals (offices', storage; counter) 14,559 33,198 23,198 23,198 23,198 23,198 23,198 23,198 23.198 23,198 23,198 23,198 23,198 23198 23,198 23,198 23,198 23,198 23,198 Airline Rents(ficket counters-, bag make-up; bag clai ) Im 124,505 135,029 135,0139 135,039 135,029 135,029 135,039 135,029 135,029 135,01)�9 135,029 13 5, 029 135,029 135,(139 135,029 135,029 135,029 135,029 135,029 Concession Rent 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 Terminal Use Charter Fees 7,563 6,420 6,533 6,626 6.706 6,785 6,864 6,944 7.,023 7,099 7,175 7.,351 7,327 7,403 7,471 7,539 7.607 7,675 7,743 Vending 7,387 7,654 7,777 7,900 7.995 8,089 9,184 8,278 8,373 8,464 8,554 8,645 8,736 8,826 8,907 8,988 9.069 9,150 9,231 Car Rental Income (?/9' of contract) 91,450 95,492 97,1)27 98,562 99,743 100,9223 102,104 103,284 104,464 105,595 106,726 107,857 1()8,988 110,119 111,128 1122,137 113,146 114,155 115,164 Panel Display Advertising (Clear Channel) 9,100 8,179 9,179 8,179 8,179 8,179 8,179 8,179 8.179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 Commercial Income Gas -234 0 0 t M 0 0 Income Water 375 264 370 270 270 270 270 370 270 270 2170 270 2170 2170 270 270 2 7 C-) 370 270 Commercial Rents 149,039 136,790 137,914 137,900 137,900 137,900 137,900 137,900 137.900 137,900 137,900 137,900 137,900 137,900 137,91)0 37,900 137,900 137,900 137,900 137,900 Commercial AG 16,772 12,579 14,675 14,675 14.675 14,67-5 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,67-5 Commercial General 245 12 3 1�s 125 1 -)i 1'�s 125 125 125 125 125 1 *25 125 1-�s - 125 125 I -)� 125 Airporter Shuttle 20,993 11,349 11,531 11,714 11,854 11,994 12,135 12,275 12,415 12,550 12,684 12,819 12,953 13,087 13,207 13,327 13,447 13,567 13,687 Commercial Option Income 80 0 0 0 0 0 t i 0 0 Miscellaneous Income 0 0 0 0 0 0 0 t.1 0 0 C) 0 0 7-27 Table 7 9: %:*K.-N*l Statejq Oijo Gr(owth Scen.aflo (0ntinued*) REVENUE SOURCES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Securkr Security Badges 8,638 7,000 7,819 7,410 7,614 7,512 7,563 7,537 7,550 7,544 7,547 7,545 7,546 7,546 7-546 7,546 7-546 7,546 7,546 Replacement Security Badge 100 0 100 1 int=a 10o 100 1 ()o I()(,) if)() 100 100 100 100 100 100 100 100 100 100 Contract Security Income 74,042 65,700 0 i a t i 0 0 0 0 0 t.a to Parking Parking Lot Revenue. (partial year Republic) 148,576 0 Ca 0 0 0 t i 0 0 Parking Meter Income 1,829 t o 0 t o 0 0 0 0 is 0 to 0 0 0 to C) 0 0 Ca Rent Parking 39,000 0 to 0 0 D 0 0 to Republic Parking 0 200,f)(Y) 201,215 206,430 208,902 211,174 211,847 216,319 218,791 221,160 223,528 225,897 228,265 230,633 232,747 234,860 236,974 239,087 241,201 Administration Interest Income Operating 145 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Interest Income Other0 0 0 Miscellaneous Income 542 0 0 0 0 0 0 0 0 0 0 0 ti Ci to Late Fees 0 i a 0 0 0 t.a to NSF Fees to i a 0 Ca 0 i a 0 Interest Income Operating 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 16() 1,15+7,244 1,119,2()5 1,067,0212) 1,074,178 1,082,2ta3 1,089,9221 1,097,7922 1,105,587 1,113,420 1,121,141 1328,87' 1,136,598 1,144,327 1,151114 1159A37 1,166,760 1,174,084 1,181,407 1,188,85') 7-28 7-29 Table 7 9:%:*K.-N*l Statuq Ono Growth Scen.aflo (Continued]) E.XPE.NDITUPXS 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Services and Charges Prof Service -Audits 13,000 0 U 0 0 0 0 0 0 0 External Taxes & Operations Assess- Storm water Fees 5,704 2.,852 4,278 3.,565 3,922 3,744 3,833 3,798 3.810 3,799 3,805 3,80*2 3,803 3,803 3,803 3,803 3,8{}3 3,903 3,903 Short -Tenn External Debt-SIED Loan 6,148 2,497 4,322 0 0 0 0 0 0 0 0 0 0 0 U 0 Total- Other 24,852 18,349 8,601 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803 Salaries Salaries & Wages 528,834 520,758 520,800 520,800 520.800 520,800 520,800 520,800 i2o'800 - 520,800 520,800 �;20,800 i2n,80o - 52( ) 5220,8(f 52(-,S(-(- ) )) -,800 520,800 Salaries -Overtime 11,393 5,060 5,500 5,5on 5,5()(-) 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 S500 5,S00 5,_S()O 5,500 5,500 Accrued Annual Leave 10,500 ](-),5(-X-) 10,500 ](-),5(-X-) 10, S(_)(_) 10, i0o 10,500 1( C1()() 1().S( 0 M500 1( ";C)(_ I 10, 500 10,500 10,5(0 1 S00 ROO( 10,5o() 10,500 Total Salwies 550,727 536,319 536,800 536,800 536,800 536,800 536,800 536.800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 Personnel Benefits Benefits -Direct 119,830 110,687 110,68 7 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 Ilo 687 110,687 110,687 Benefits -Indirect 16,073 4,80() 4,800 4,80() 4,800 4,800 4,800 4,80(_) 4,8()(') 4.,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 Benefits -Bank Accruals 1,368 2,220 1,220 2,220 2,220 2,2.L 2,220 -�,-)'�o 2,22-0 2,220 2,220 1)"') 2 220 _2.2'0 2,"20 � ',I) 2,^20 2,220 2'220 2.220 Benefits -Unemployment 21,921 16,800 16,800 16,800 16,800 16.,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,80C) 16,800 16,800 Personnel Benefits 159,192 134,507 134,507 134,5507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 Supplies Office & Operating Supplies 16,710 15,240 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 Fire. Truck Supplies 4)SO 1,2(X) 875 875 875 875 875 875 87-S 875 875 875 875 875 875 875 875 875 875 Fuel Consumed 17,761 19,440 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 Small Tools & Nfinor Equipment 241 1,371 L371 1,371 1,371 1,371 1,371 1,371 1,171 1,371 1,371 1,371 1.371 1,371 1,371 1,371 1,371 1,371 Computer Software 0 Ca 0 Ca ij 0 C) 0 0 0 0 0 35,262 38,380 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 7-29 Table 7 9: YKNI Statuq Ono Growth Scen.aflo (0ntiuued*) EXPENDITURES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Set -vices and Charges 96,307 120,600 109,454 108,454 108,454 108,454 108,454 108,454 108.454 108,454 108,454 11)8,454 108,454 108,454 108,454 11)8,454 108,454 11)8,454 109,454 Professional Services 21,216 21,100 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 Communication -Telephone 11,030 8,800) 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 Travel 874 1,620 1,247 1,247 1,247 1,247 1,2247 1,347 1.347 1,247 1,247 1,247 1,247 1,247 1,''47 1,247 1,247 1,247 1,2247 Operating Rentals & Leases 919 1,620 1,270 1,270 1,270 1,270 1,370 1,270) 1,270 1,270 1,270 1,2170 1,270 1.270 1,-270 1,270 1,270 1,270 1,270 Utility Services 105,362 1116,7111 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,1)36 106,036 106,036 106,036 106,036 106,036 Repairs & Maintenance 4,935 6.,5M 5,718 5.318 5..718 5.,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5.,718 5.,718 5,718 5,718 Vehicle Repair 3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089 4.089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 Fire Truck Repair 205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 Repair Misc. is 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 Communications -Postage 5 4(X) 228 8 228 - 228 - 228 228 -v)8 -- 228 -v28 - 228 _8 228 18 - 228 22) 8 Insurance 60,779 26.,737 43,75 9 43,758 43,758 43,759 43,758 43,758 43,758 43,759 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,759 43,758 Misc. E.Vense 9,218 4 7,760 8,522 8,52*2 8 , 5 2 2) 8,522 8, 5 2 21 2') 8,5-- 8.522 8,51) 8,522 8,522 8,5'-" 8,52) 2 - 85 22) 8, 5 22) 8,522 218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 Intergovernmental Services Intergovernmental Prof Services 96,307 120,600 109,454 108,454 108,454 108,454 108,454 108,454 108.454 108,454 108,454 11)8,454 108,454 108,454 108,454 11)8,454 108,454 11)8,454 109,454 Excise Tax 2, 0 o 2,040 - _2 '�,() 0 2, 022 0 2,020 _10 0 2 - -0 2. 0 2, () -),01) - 2( 2-1,020 0210 -Y (),-� -0 ),0-)( 2,'-'?(- 2,(-20 1) '� () 0 2, 02 Intergovernmental Services 98,307 122.,640 110,474 11(-).,474 110.474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 11(-),474 110,474 110,474 Total Expenses 1,086,994 1 X66,8421 1,029�852 1 X)_24,817 1,025,174 1,1)2'4,995 1,025X)84 1,025,040 D)25�0622 1,025,051 L025,057 1,025,054 1025, 05 5 1,0 5S 54 1 �025X )55 1,025( 55 _U_ - 1,(25,055 1,01_�5,055 1,025S 55 Total Revenues 1.157,244 1,119,20; 1,1167,1122 1,074,178 1,083.2103 1,089.931 1,097,792 1,105,587 1,113,420 1,121,141 1,128,872 1,136,598 1,144,327 1-152,114 1,159,437 1,166,760 1,174-084 1,181,407 1,188,852 Surplus/shortfall 70,2511 82,363 37,170 49.361 57.031) 64,926 72,7(--)8 80,547 88.,357 96,090 103,816 111.545 119,272 127,059 134,382 141,706 149.029 156,352 163,797 7-30 .:. Table ,•....10: 'N.'K-Nl- Low Groivth Scenario REVENUE SOURCES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Miscellaneous Income 1,080 177600 9,340 9,340 9,340 9.,340 9,340 9,340 9,340 9,340 9-314() 9340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 Return of Leasehold Tax 17,714 6,187 11,950 11,950 11,950 11,950 11,950 11,951) 11,950 11,950 11,950} 111,950 11,950 11,950 11,950 11,950 11,950 11,950 11,950 Airfield Income Power 8,688 8,7W 8,700 8,7W 8,700 8,700 8,700 8,700 8.700 8,700 8,7017) 8,700 8.700 9,700 8,70)8,700 - 8,700 - 8,700 8,700 Jet A Fees 24,001) 28,834 28,745 28,657 28,734 28,811 28,888 28,965 29.042 29'292 29,542 29,792 30,042 3().39? 30,430 30,568 30,706 30,845 31,983 Aviation Gas Fees 4,817 6,916 6,973 7,031 7,101 7,171 7,241 7,313 7,382 7,457 7,533 7,608 7,684 7,759 7,842 7,925 8,008 8,091 8,174 Fuel Penn It Fees 150 151 } 150 1 5(-) 150 150 150 150 150 150 150 150 150 150 150 150 150 150 150 Landing Fees Airline 87,454 97,547 97,247 96,948 97.,208 97,469 97,730 97,991 98.252 99,097 99,9421 100,788 101,633 1021479 102,946 103.,414 103.,881 104.349 104,817 Landing Fees Unscheduled 15,421 24.,700 24,624 24,548 24,614 24,680 24,746 24,812 34.878 25,092 25,306 25,521 25.735 25,949 26,067 26,185 26,304 26,422 26,541 Landing Fees Freight 18,623 16,526 16,658 16,789 16.950 17,110 17,270 17,431 17.591 17,752 17,912 18,072 18,233 18,475 18,636 18,796 18.956 19,117 19,426 Landing Fees Touch and Go 4,200 2,890 2,904 7,928 2.957 1,987 3,016 3,045 3,074 3,106 3,137 3,169 3,200 3,731 3,*266 3,30(.) 3.335 3,369 3,404 Rent Aviation 136,718 171,318 172,749 174,180 175,918 177,656 179,394 181,132 182,870 184,740 186,611 188,482 190,352 192,223 194,275 196,327 198,380 200),432 202,484 Rent Ramps (tie -downs) 6,2''6 2,71)() 2,723 2,745 3,772 2,800 2,827 2,855 2.882 2,912 2,941 3,970 3,000 3,029 3,062 3,094 3,126 3,159 3,191 Miscellaneous Income 406 0 2111} 2W N 2111} 2 0 0- 1 2) 0 200 200 '200 200 200 20(-.) N 2f. 0 -oo Terminal Rent TSARS Coast Guard 22,898 28,739 28,739 28,739 28,739 28.739 28,739 28,739 28.739 28,739 28,739 28,739 228,739 28,739 28,739 228,739 28,739 28,739 28,739 Rent Car Rentals (offices', storage; counter) 14,559 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23.198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 23,198 Airline Rents(ficket counters-, bag make-up; Im bag clai ) 124,505 135,029 135,029 135,029 135,029 135,029 135,0''9 135,029 135,029 135,01)�9 135,029 13 5, 029 135,1 2 9 135,029 135,029 135,029 135,029 135,029 135,029 Concession Rent 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 Terminal Use Charter Fees 7,563 6,420 6,472 6,524 6.541 6.559 6,576 6,594 6,611 6,668 6,725 6,783 6,840 6,897 6,9A2 6,960 6.991 7,022 7,054 Vending 7,387 7,654 7,716 7,778 7.799 7,919 7,840 7,861 7,882 7,950 8,018 8,096 8,154 8,723 8,*260 8,297 8.335 8372 9,409 Car Rental Income (?/9' of contract) 91,450 95,492 96,2266 97,040 97,298 97,557 97,815 98,074 98,332 99,183 100,034 100, 05 101,736 102,587 103,053 1(--)3,518 103,984 104,450 104,916 Panel Display Advertising (Clear Channel) 9,100 8,179 9,179 8,179 8,179 8,179 8,179 8,179 8.179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 Commercial Income Gas -234 0 0 0 0 Income Water 375 264 270 270 270 _2 70 270 270 270 270 270 370 2170 2) 70 270 270 2) 7 C-) 370 270 Commercial Rents 149,039 126,790 137,914 137,900 137,900 137,900 137,900 137,900 137.900 137,900 137,900 137,900 137,900 137,900 137,91)0 37,900 137,900 137,900 137,900 137,900 Commercial AG 16,772 12,579 14,675 14,675 14.675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 Commercial General 245 123 1�s 125 1 -)i 1'�s 125 125 125 125 125 1 *25 125 1-�s - 125 125 I -)� 125 Airporter Shuttle 20,993 11,349 11,441 11,533 11,564 11,594 11,625 11,656 11,686 11,788 11,889 11,990 12,091 12,192 12,248 12,303 122,358 12,414 121,469 Commercial Option Income 80 0 0 0 0 0 0 t i 0 0 Miscellaneous Income 0 0 0 0 0 0 0 0 0 C) 0 0 7-31 Table 7 10: 'N.'K-Nl- L(ow Gr(owth Scen.a rio (Continued.) REVENUE SOURCES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Security Security Badges 8,638 7,(-)(-)(-) 7,819 7,410 7,614 7,512 7,563 7,337 7,550 7,544 7,547 7,545 7,546 7,546 7,546 7,546 7-546 7,546 7,546 Replacement Security Badge 1 0 10o 10o I (Y) I ()C) I()(,) 1()t) 100 100 10) 1 100 100 100 1 tat j 100 100 1()() Parking Parking Lot Revenue (partial year Republic) 148,576 0 0 0 0 0 0 0 Parking Meter Income 3,829 0 0 0 0 0 () Rent Parking 39,000 to to to 0 0 0 0 0 t i 0 o 0 Republic Parking -201,621 -203,247 203,783 2(-')4,,324 -204,865 7()5,406 20,947 207,730 209,512 211,794 213.076 214,858 215,834 216.,810 217,786 -218,762 -219,737 Administration Interest Income Operating 145 0 Ci Interest Income Other 25 0 0 0 0 0 0 o 0 0 0 0 0 Miscellaneous Income 542 0 0 0 Late Fees 0 o 0 0 0 0 0 0 0 0 o 0 0 NSF Fees 0 0 0 C) 0 Interest Income Operating 360 360 360 36o 360 360 360 36036 360 360 30) 36o 36 0 360 36() 0 360 360 36() 1,157,209 1,119,205 1,133,118 1,136,528 1,140,030 1.143.,225 1,146,573 1,149,845 1.153.155 1,159,485 1,165,825 1,17-2,160 1,178,497 1,184,915 1,189,568 1,194,220 1.398,872 1.,203,525 1,'1)8,335 7-32 7-33 Table 7 10: 'N.'K-Nl- L(ow Growth Scen.a Ho (Continued.) E.XPE.NDITUPXS 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Services and Charges Prof Services -Audits 13,000 0 0 0 0 0 0 0 0 0 0 0 External Taxes & Operations Assess- Storm water Fees 5,704 2.,852 4,278 3.,565 3,922 3,744 3,833 3,798 3.810 3,799 3,805 3,80*2 3,803 3,803 3,803 3,803 3,8{t3 3,903 3,903 Short -Tenn External Debt-SIED Loan 6,148 2,497 4,322 0 0 0 0 0 0 0 0 0 0 0 0 0 Total- Other 24,852 18,349 8,601 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803 Salaries Salaries & Wages 528,834 520,758 520,800 520,800 520.800 520,800 520,8(f i2o'800 52(180( - 520,8( 0 �;20,800 i2(,800 52( ) 5220,8(f 52(-,S(-(- S20,800 520,800 Salaries -Overtime 11,393 5,060 5,500 5,5on 5,5()(-) 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5,500 5500 5,500 5,_S()0 5,500 5,500 Accrued Annual Leave 10,500 10),50X-) 10,500 10),50X-) 10,500 10'500 10,500 100100 1().S( -)O 10,500 1(-)";C)(-) 10,500 10,500 10,500 10,500 10x,500 ROO() 10,50() 10,500 Total Salwies 550,727 536,319 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 -536,800 536,800 536,800 -536,800 Personnel Benefits Benefits -Direct 119,830 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 Benefits -Indirect 16,073 4,80() 4,800 4,80() 4,800 4,800 4,800 4,80)1) 4,8()(') 4.,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 Benefits -Bank Accruals 1,368 2,220 1,220 2,220 2,220 2,2.L 2,220 -�,-)'�o 2,22-0 2,220 2,220 1)"') 2 220 _2.2'0 2,"20 � ',I) 2,^20 2,220 2'220 2.220 Benefits -Unemployment 21,921 16,800 16,800 16,800 16,800 16.,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 Personnel Benefits 159,192 134,507 134,507 134,5507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 Supplies Office & Operating Supplies 16,710 15,240 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 Fire. Truck Supplies ;SO 1,20X-) 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 875 Fuel Consumed 17,761 19,440 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 Small Tools & Nfinor Equipment 241 1,371 L371 1,371 1,371 1,371 1,371 1,371 1,171 1,371 1,371 1,371 1.371 1,371 1,371 1,371 1,371 1,371 Computer Software 0 Ca 0 Ca tj 0 CI i t Ct t=t 0 0 ij 0 0a 0 0 0 0 35,262 38,380 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 7-33 Table 7 10: N'KNI L(ow Gr(owth Scen.a rias (Continued.) EXPENDITURES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Set -vices and Charges 110,474 110,474 111074 111),474 110,474 Professional Services 21,216 21,100 21,158 21,138 21,158 21,158 21,158 21,158 21,158 21,138 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 Communication -Telephone 11,030 8,800) 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 Travel 874 1,620 1,247 1,247 1,247 1,247 1,2247 1,247 1.347 1,247 1,247 1,247 1,247 1,247 1,''47 1,247 1,247 1,247 1,2247 Operating Rentals & Leases 919 1,620 1,270 1,270 1,270 1,270 1,27) 1,270 1,270 1,270 1,270 1,2170 1,270 1.270 1,-270 1,270 1,270 1,270 1,270 Utility Services 10)5,362 106,71 () 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 1(--)6,(-)36 106,036 106,036 106,036 106,036 106,036 Repairs & Maintenance 4,935 6.,5M 5,718 5.318 5..718 5.,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5.,718 5.,718 5,718 5,718 Vehicle Repair 3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089 4.089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 Fire Truck Repair 205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 Repair Misc. is 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 Communications -Postage 5 4(X) 228 8 228 - 228 - 228 228 -v)8 -- 228 -v28 - 228 _8 228 18 - 228 22) 8 Insurance 60,779 26.,737 43,75 9 43,758 43,758 43,759 43,758 43,758 43,758 43,759 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,759 43,758 Misc. E.Vense 9,218 4 7,760 8,522 8,52*2 8, 5 22) 8,522 8, 5 2 21 2') 8,5-- 8.522 8,51) 8,522 8,522 8,5'-" 8,52) 2 - 85 22) 8, 5 22) 8,522 218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 Intergovernmental Services Intergovernmental Prof Services 96,307 120,600 109,454 108,454 108,454 108,454 108,454 108,454 108.454 108,454 108,454 10)8,454 108,454 108,454 108,454 11)8,454 108,454 11)8,454 109,454 Excise Tax 2, 0 o 2,040 '�,() 0 - _2 2, 022 0 2,020 _10 0 -),01) -Y (),-� 2 - -0 2. 0 2, () - 2( 2-1,020 0210 -0 ),0-)( 2,'-'?(- 1) 2,(-20 '� () 0 25020 Intergovernmental Services 99,307 122,640 110,474 110,474 110.474 11(--),,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 111074 111),474 110,474 Total Expenses Total Revenues Surplus/shortfall 7-34 .:. 1,086,994 1,036,842 1,029,852 1,024,817 1,025,174 1,024,995 1,025,084 1,025,040 1,025,062 1,0255,0551 1,025,0557 1,025,054 1,0255,055 1,025,054 1,025,05-51,025,05-5 1,025,0515 1,025,055 1,025,055 1,157,209 1,119,205 1,133,118 1,136,528 1,140,030 1,143,225 1,146,573 1,149,845 1,153,155 1,159,485 1,165,825 1,172,160 1,178,497 1,184,915 1,189,568 1,194,220 1,198,872 1,203,525 1,208,325 70,215 82,363 103,265 111,711 114,8556 118,229 121,489 124,805 128,093 134,434 140,768 147,106 1543,442 159,861 164,513 169,165 173,818 178,470 183,271 Table 7_1 I., )"KNI Preferred Forecast Sccn,,irio REVENUES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Miscellaneous Income 1,080 17,600 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9.340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,340 9,341 Return of Leasehold Tax 17,714 6,187 11,950 11,950 11-950 11,950 11,950 11,950 11,950 11,950 11,950) 11,950 11'930 11,950 11,950 11,950 11-950 11,950 11,950 Airfield Income Power 8,688 8,7W 8,700 8,700 8,700 8,700 8,700 8,700 8.700 8,700 8,70() 8,700 8.700 9,700 8,70)8,700 8,700 - 8,700 8,700 Jet A Fees 24,0)(A) 28,834 28,977 29,119 29,467 29,815 30,162 3()-510 30.857 31.,192 31,537 31,861 32,196 32.531 32,839 33,12)7 33,436 33,724 34,022 Aviation Gas Fees 4,817 6,916 6,973 7,031 7,101 7,171 7,241 7,312 7,382 7,457 7,533 7,608 7,684 7,759 7,842 7,925 8,008 8,091 8,174 Fuel Penn It Fees 150 150} 150 1 150 150 150 150 150 150 150 150 150 150 150 150 15C) 150 150 Landing Fees Airline 87,454 97,547 98,030 98,513 99.,689 100,865 10)2,041 106,217 104.393 105,525 106,657 107,789 108,921 11(--)1053 111,063 112,072 113.,081 114.,09() 115,100 Landing Fees Unscheduled 15,421 24,700 24,822) 24,944 25,242 25,540 25,838 26,136 26.433 2 6, 72 0 27,(x07 27,203 27.580 27,867 28,122 28,378 28,633 28,889 29,144 Landing Fees Freight 18,623 16,526 16,663 16,RX) 16.967 17,134 17,3(--)1 17,468 17.,635 17,802 17,969 18,136 18,303 18;529 18,696 18,863 19.030 19,197 16,307 Landing Fees Touch and Go 4,200 2,890 2,904 7,928 3.957 1,987 3,016 3,045 3,074 3,306 3,137 3,169 3,200 3,731 3,*266 3,30(.) 3.335 3,369 3,404 Rent Aviation 136,718 171,318 172,749 174,180 175,918 177,656 179,394 181,1321 182,870 184,740 186,611 188,482 190,352 192,223 194,275 196,327 198,380 200),432 202,484 Rent Ramps (tie -downs) 6,226 2,70)() 2,723 2,745 2,772 2,800 2,827 2,855 2.882 ),912 2,941 2,970 3,C-00 3,029 3,062 3,094 3,126 3,159 3,191 Miscellaneous Income 406 0 2010 2(x) N Zoo 2) 0 0oo 2) 0 200 200 '200 200 200 20(-.) N 2f. 0 -- Terminal Rent TSAjUS Coast Guard 22,898 28,739 28,739 28,739 28,739 28.739 38,739 28,739 28.739 28,739 28,739 28,739 228,739 28,739 28,739 228,739 28,739 28,739 28,739 Rent Car Rentals (offices', storage; counter) 14,559 33,198 23,198 33,198 23,198 23,198 23,198 23,198 23.198 23,198 23,198 23,198 23,198 23198 23,198 23,198 23,198 23,198 23,198 Airline Rents(ficket counters-, bag make-up; Im bag clai ) 124,505 135,029 135,039 135,039 135,029 135,029 135,039 135,029 135,029 135,01)�9 135,029 13 5, 029 135,029 135,039 135,029 135,029 135,029 135,029 135,029 Concession Rent 360 360 360 360 360 360 360 360 360 360 360 360 36C) 360 360 360 360 360 360 Terminal Use Charter Fees 7,563 6,420 6,533 6,626 6.706 6,785 6,864 6,944 7.,023 7,099 7,175 7.,351 7,327 7,403 7,471 7,539 7.607 7,675 7,743 Vending 7,387 7,65+4 7,777 7,900 7.995 8,089 9,184 8,278 8,373 8,464 8,554 8,645 8,736 8,826 8,907 8,988 9.069 9,150 9,231 Car Rental Income (?/9' of contract) 91,450 95,492 97,027 98,562 99,743 100,9223 102,104 103,284 104,464 105,595 106,726 107,857 1()8,988 110,119 111,128 1122,137 113,146 114,155 115,164 Panel Display Advertising (Clear Channel) 9,100 8,179 9,179 8,179 8,179 8,179 8,179 8,179 8.179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 8,179 Commercial Income Gas -234 0 Income Water 375 264 370 270 270 _2 70 270 370 270 270 270 370 270 2170 370 270 2 7 C-) 370 270 Commercial Rents 149,039 126,790 137,914 137,900 137,900 137,900 137,900 137,900 137.900 137,900 137,900 137,900 137,900 137,900 137,900 37,900 137,900 137,900 137,900 137,900 Commercial AG 16,772 12,579 14,675 14,675 14.675 14,67-5 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,675 14,67-5 Commercial General 245 12 3 1�s 125 I -)s 1'�s 125 125 125 125 125 1 *25 125 1-�s - 125 125 I -)� 125 Airporter Shuttle 20,993 11,349 11,531 11,714 11,854 11,994 12,135 12,275 12,415 12,550 12,684 12,819 12,953 13,087 13,207 13,327 13,447 13,567 13,687 Commercial Option Income 80 0 Cx 0 0 Cx t i 0 0 t i 0 0 Miscellaneous Income 0 0 0 0 0 0 0 0 0 0 0 C) 0 0 7-35 Table 7 11: 'N.'K-Nl- Preferred Fiwecast Scenario ((-!i)nfhiiied) REVENUES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 securkr Security Badges 8,638 7,000 7,819 7,410 7,614 7,512 7,563 7,537 7,550 7,544 7,547 7,545 7,546 7,546 7-546 7,546 7-546 7,546 7,546 Replacement Security Badge 100 0 100 1 int=a 10o 100 1 ()o 100 if)() 100 100 100 100 100 100 100 100 100 100 Contract Security Income 74,042 65,700 0 i a t i 0 0 0 0 0 t.a to Parking Parking Lot Revenue. (partial year Republic) 148,576 0 Ca 0 0 0 t i 0 0 Parking Meter Income 1,829 t o 0 t o 0 0 0 0 is 0 to 0 0 0 to C) 0 0 Ca Rent Parking 39,000 0 to 0 0 D 0 0 to Republic Parking 0 200,f)(Y) 201,215 206,430 208,902 211,174 211,847 216,319 218,791 221,160 223,528 225,897 228,265 230,633 232,747 234,860 236,974 239,087 241,201 Administration Interest Income Operating 145 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Interest Income Other0 0 0 Miscellaneous Income 542 0 0 0 0 0 0 0 0 0 0 0 ti Ci to Late Fees 0 i a 0 0 0 t.a to NSF Fees to i a 0 Ca 0 i a 0 Interest Income Operating 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 360 16() 1,15+7,245 1,119,,"()5 1,067,0212) 1,074,178 1,082,2ta3 1,089,9221 1,097,7922 1,105,586 1,113,419 1,121,141 1328,87' 1,136,598 1,144,327 1, 151113 1159A37 1,166,760 1,174,083 1,181,406 1385,673 7-36 7-37 Table 7 11: 'N.'K-Nl- Preferred Foreciast Scenario ((_!outinued) E.XPE.NDITUPXS 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Services and Charges Prof Services -Audits 13,0()0 0 0 0 0 0 C) 0 0 0 o 0 0 External Taxes & Operations Assess- Stormwater Fees 5,704 2,852 4,279 3,565 3.9222 3,744 3,833 3,798 3,810) 3,799 3,905 3,802 3,803 3,80)3 3,803 3,803 3,803 1806 3,803 Short -Tenn External Debt-SIED Loan 6,148 2,497 4,3220 0 0 0 0 0 0 Total - Other 24,852 18,349 8,601 3,565 3,922 3,744 3,833 3,788 3,810 3,799 3,805 3,802 3,803 3,803 3,803 3,803 3,803 3,803 3,803 Salaries Salaries & Wages 529,834 520,758 52(),8()() 52(,80(-) 520,8( 520,80() 520,800 520,800 520.800 520,800 520,80)0 52(-,80( 520,8(_0 520,8((_) 520,80C 520,80() Salaries -Overtime 11,393 5,06_) 5'500 5,5(-K-) 5,500 5,500 5,500 5,500 5-500 5,500 5,500 5,500 5,500 5,5c)() 5,500 5,500 5,500 S'Soo S'Soo Accrued Annual Leave 10,500 10,500 10,500 10,500 10.500 10,500 10,500 l(.50f 1(-,50(- 10, 50( 1(1500 10,500 10,500 1(),500 10500 TotalSalcuies 550,727 536,319 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 536,800 Personnel Benefits Benefits -Direct 119,830 110,687 110,687 110,687 110.687 110,687 110,687 110,687 110,687 110,687 110,687 110,687 110.,687 110,687 110,687 110,697 110,687 11(),687 110,687 Benefits -Indirect 16,073 4,8(X) 4,800 4,8(X) 4.800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 4,800 Benefits -Bank Accruals 1,368 ),1)20 2")-)o ),1)20 2,220 2,220 2,220 2,12210 1,111 0 1 -� C) , 2 2,-�-)o 220 '%'�10 .),evy) 2"V) 220 eN,-� -I - 1 2_() Benefits -Unemployment 21,921 16,8(X) 16,800 16,8(-X-) 16,800 16,800 16,800 16,800 16.800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,800 16,80(-) 16,800 Personnel Benefits 159,192 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 134,507 Supplies Office & Operating Supplies 16,710 15,240 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 15,975 Fire Truck Supplies 550 1,200 875 875 875 875 875 875 875 875 875 875 875 875 87-S 875 875 875 875 Fuel Consumed 17,761 19,440 18,601 18,601 18-601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18,601 18-601 18,601 18,601 Small Tools & Minor Equipment 241 2,S ()() 1,371 1,371 1,371 1.371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1,371 1.371 1,371 Computer Software 0 0 0 0 0 0 0 0 0 0 0 35,262 38,380 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 36,821 7-37 Table 7 11: N'KNI Preferred hweciast Scenario EXPENDITURES 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 Other Set -vices and Charges 110,474 110,474 110,474 110,474 110,474 1,089,921 1,097,792 1,105,586 1,113,419 1,121,141 1,128,872 1,136,598 1,144,327 1,152,113 1,159,437 1,166,760 1,174,083 1,181,406 1,185,673 70,251 82,363 Professional Services 21,216 21,100 21,158 21,138 21,158 21,158 21,158 21,158 21,158 21,138 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 21,158 Communication -Telephone 11,030 8,800) 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 9,915 Travel 874 1,620 1,247 1,247 1,247 1,247 1,2247 1,247 1.247 1,247 1,247 1,247 1,247 1,247 1,''47 1,247 1,247 1,247 1,2247 Operating Rentals & Leases 919 1,620 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,270 1,2170 1,270 1.270 1,-270 1,270 1,270 1,270 1,270 Utility Services 105,362 106,71 () 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 106,036 1(--)6,(-)36 106,036 106,036 106,036 106,036 106,036 Repairs & Maintenance 4,935 6.,5M 5,718 5.318 5..718 5.,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5,718 5.,718 5.,718 5,718 5,718 Vehicle Repair 3,978 4,200 4,089 4,089 4,089 4,089 4,089 4,089 4.089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 4,089 Fire Truck Repair 205 1,200 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 703 Repair Misc. is 0 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 9 Communications -Postage 5 4(X) 228 8 228 - 228 - 228 228 -v)8 -- 228 -v28 - 228 _8 228 18 - 228 22) 8 Insurance 60,779 26.,737 43,7+8 43,758 43,758 43,759 43,758 43,758 43,758 43,759 43,758 43,758 43,758 43,758 43,758 43,758 43,758 43,759 43,758 Misc. E.Vense 9,218 4 7,760 8,522 8,52*2 8, 5 22) 8,522 8, 5 2 21 2') 8,5-- 8.522 8,51) 8,522 8,522 8,5'-" 8,52) 2 - 85 22) 8, 5 22) 8,522 218,654 186,647 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 202,651 Intergovernmental Services 1,036,842 1,029,852 1,024,817 1,025,174 1,024,995 Intergovernmental Prof Services 96,307 120,600 109,454 108,454 108,454 108,454 108,454 108,454 108.454 108,454 108,454 11)8,454 108,454 108,454 108,454 11)8,454 108,454 11)8,454 109,454 Excise Tax 2,0 o 2,040 2,(:)20 2, 022 0 2,020 _10 0 -),01) 2 - -0 2. 0 2, 2-1,020 2. 0210 -0 ),0-)( 2,'-'?(- 1) 2,(-20 0 2,020 Intergovernmental Services 98,307 122,640 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 110,474 Total Expenses Total Revenues Surplus/shortfall 1,086,994 1,036,842 1,029,852 1,024,817 1,025,174 1,024,995 1,025,084 1,025,040 1,025,062 1,025,051 1,025,057 1,025,054 1,025,055 1,025,054 1,025,055 1,025,055 1,025,055 1,025,055 1,025,055 1,157,245 1,119,205 1,067,022 1,074,178 1,082,203 1,089,921 1,097,792 1,105,586 1,113,419 1,121,141 1,128,872 1,136,598 1,144,327 1,152,113 1,159,437 1,166,760 1,174,083 1,181,406 1,185,673 70,251 82,363 37,169 49,361 57,030 64,925 72,708 80,547 88,357 96,090 103,815 111,544 119,272 127,059 134,382 141,705 149,029 156,352 160,618 Combining the needs of the CIP with the available entitlement grants, PFC income, and airport generated revenues shows that under any of the growth scenarios the capital needs of the airport will exceed the available revenues. Table 7-12 through Table 7-15 show the situation under each growth scenario. In these tables we have not made the assumption that all "eligible" projects would only receive the 90 percent funding under the AIP. Rather we are showing the situation where the airport would receive their entitlement funds and no discretionary AIP grants would be available. Additionally we have made no assumptions regarding the availability of WSDOT Aviation grants. Table 7...17; Fin.-incial A% nalvsis - IficTh C. rowth Scenario Year CIP Cost -411P Entitlement Funds Difference PFC Funds Airport Revenues Surplus/ Shortfall 2013 $12,030,774 $1,0 H -$11,030-774 $303,017 $82,363 -$10,645,395 2014 $720S-00 $280,00(-) $315,531 $118,469 $714s)(W) 2015 $2-150,(-(-)o $I,-)- -$1,150,0oo $328,045 $137,794 -$684,161 2016 $ -$1 $337,647 $158,836 $316,483 2017 $2,400,C)OU $347,248 $175,780 -$876,971 2018 $660),0(-)() $ J,()O(),()O(,-) $34(-),()0(,-) $356.849 $192,611 $889,400) 2019 $1A( -t0.000 $L000,uof) -$4(-)0,(-)(-)0 $366,45C) $209,499 $175.949 '1020$15,0000(0 (-, $1, (-0,(- Co -$14-o(-)O-(-00 $376,051 $226,358 -$13,397,591 2021 $1,50(1000 $ -$50(-),(-)0(-) $408,319 $278,459 $186.778 2022 $1,241,308 $1,00tt,00tt -$241,308 $440,587 $330,553 $529,832 2023 $1,241,308 $ -$241,3(--)8 $472.855 $382,651 $614,197 7Y)24 $1,241,308 $1,0tit0t,ttit0t -$241,308 $505J27 $434,746 $698,560 '102 $1.241,308 $L-) -$241,308 $537,390 $487,136 $783218 2026 $12141308 $1,00(),0(-)() -$241,308 $565,877 $533,579 $858,147 2027 $1,241,308 $1,CttyO,CttyCt -$241,308 $594,363 $580,022 $933.077 2028 $1,241,308 $ J,()O(),()O(,-) -$241,308 $622.850 S6216,465 $1,008,O(J6 $1,741,3(- 8$1,()( X -$241,3(-)8 $651336 $672,908 $ IS V,936 2030 $1,241.308 $ -$241,308 $679,823 $720,190 $1,158,704 7-39 7-40 7-13z FinanuiA Axsnlymis—Status Quo Scenario --- AirportSurplus/ Year CIP Cost Entitlement Difference PFC Funds Revenues Shortfall Funds 2013 $E1,030'774 �l,00O,00V -Sll'030.774 $308,017 Sr'363 '$I0'045�395 2014 $720,000 $1,000,000 $280,000 $315'531 $107,041 $702.572 2015 $2,l90000 �l,V0A,V00 -�l,l50'(mA �3�#'045 $114_936 -$7(-)7,(-)19 2816 $1.100.000 $ 1'000'000 '$180'00W $337.647 $126,930 $284'577 3017 $22_400'0OO $],O00,O0O '$I'100,000 $347'248 $134.826 '$917'926 2018 $660'000 $1,000'000 $�40,000 $356,849 $142'608 $039,457 2010 �l400000 $I,000,000 '$400,000 $366'450 $150,447 $116'807 2020 $15'00(),000 �l000000 'Sl4'000'000$37b,05l o)58'257 -$13A65,692") 2021 �l,5m\000 �l'0ml000 '�500000 $408.319 $165'990 $74'309 3023 $1'241.308 $],000.000 '$241'308 $440'587 $173.716 $372095 2023 $1'241.308 $l'000000 '$241'308 $472,855 $181'445 $4l2.g9l 2024 $I'24I'308 $1,000,000 '$241,308 $505'I22 $]89,17} $452.986 2025 $1,241,308 Sl000000 '*241308 $537,390 $)96'959 $403'041 2026 $].24].308 �l,000/)00 '$241`300 $565'077 $204`29-1 $520'850 3027 $1'241'308 $],O00'O0O -$241'308 $594363 $211.606 $564'661 202O $1,241.308 $1'000.000 4241.308 $622,850 �2\�.920 $600,470 2029 $1'241'308 Sl,000,000 '$241'308 $651,336 $2-26.252 $636'280 2090 $1,241,308 �l000000 '$241'308 $679,823 o233'697 $672,211 7-40 Year CIP Cost AIP Entitlement Funds Difference PFC Funds Airport Revenues Surplus/ Shortfall 2013 $E1,030'774 �l,00O,00V -Sll'030.774 $308,017 Sr'363 '$I0'045�395 2014 $720,000 $1,000,000 ��80,000 $315'531 $103,265 $808,796 2015 $2,l90000 $l,V0A,V00 -�l,l50'(mA $32#'045 $iO7.386 -$714'569 2816 $1.100.000 $ 1'000'000 '$180'00W $337.647 $114, 8-56 $272'503 3017 $22_400'0OO $],O00,O0O '$I'100,000 $347'248 $1I8.229 '$934'523 2018 $660'000 $1,000'000 $�40,000 $356,849 $121'489 $018,338 2010 �l400000 $I,000,000 '$400,O00 $366'450 $124,005 $91.25s 2020 $15'00(),000 �l000000 'Sl4'000'000$�7b,0�l o)28'0g3 -$13A95,856 2021 �l,5m\000 �l'0ml000 '�500000 $408.319 $134,434 $42'753 3023 $1'241.308 $],000.000 '$241'308 $440'587 $140.768 $340,047 2023 $1'241.308 $l'000000 '$241'308 $472,855 $147'106 $378.652 2024 $1'241'308 $1,000,000 '$241,308 $505'122 $153,442 $417.256 2025 $1,241,308 Sl000000 '*241308 $537,390 $)50'861 $455.943 2026 $].24].308 $l,000/)00 '$241`300 $565'077 $164`513 $489'081 3027 $1'241'308 $],O00'O0O -$241'308 $594363 $169.165 $522_�20 202O $1,241.308 $1'000.000 4241.308 $622,850 $173.018 $555,359 2029 $1'241'308 Sl,000,000 '$241'308 $651,336 $178.470 $588'498 2090 $1,241,308 �l'000'000 '$241'308 $679,823 o)83'27} $621,785 7-1;,: FinanciA knitlysis Preferred Forecitst Scenario Year CIP Cost AIP Entitlement Funds Difference PFC Funds Airport Revenues Surplus/ 2013 $E1,030,774 -SI1,030,774 $303,017 $82,363 -$10,645395 2014 $720,000 $1,000,000 $315,531 $107,044) $702_571 2015 $2,150,000(-)7,(-)19 $I,-)- $328,o45 $114,936 -$7 2016 $1,180,000 $ 1,00(),000 -$180,0(X) $337,647 $126,93 10 $284,577 2017 $22,400,00C) $ -$1,400,000 $347.248 $134,825 4917-927 18 $660,000 $1,0()(),0()() $1o) 34 -,0 -o( $356,849 $142,608 $839,457 2019 $ -$401),()0(-) $366,450 $151),447 $116.897 2020 $15,()31),()31) -$14f)CXU_)()() $376,(51 $158,257 -$13,465,692 2021 $1_500,000 $408-319 $165,990 $74,309 2022 $1.,241.308 $ -$241.,308 $440.587 $173,715 $372,994 2023 $1,241.308 $1,0H 4241,308 $472.855 $181,444 $4122-990 2024 $1,241,308 $1,000,000 -$241,3(__)8 $5()5,122 $189,172 $452,986 20125 $1,241,308 $1,000,000 4241308 $537,39C) $196,959 $493.041 2026 $1,241,308 $ 4241,308 $565,877 $204,28? $528,850 2027 $1,241,308 $ -$241,308 $594363 $211,61x5 $564,660 2028 $1,241-308 $1,000,000 42141,308 $622,850 $218,929 $600,470 2029 $1-241308 $L000,uof) -$241,308 $651,336 $326,252 $636,280 2030 $1,241,308 4241,308 $679,823 $2301518 $669,032 Given the scope of the improvements it is clear that airport income will be insufficient to finance the entire CIP in the years where they are scheduled. During the period from 2017 through 2021 additional sources offending will be required. Several options are available to pursue to secure additional funding: 1. Discretionary grants can be sought from FAA to overcome some of these shortfalls. However the project types include reconstruction of the west tic -down ramp and terminal improvements. These types of projects are commonly low on FAA's funding priorities. 2. For terminal improvements, the airport's PFC and arinual revenues can be used to issue bonds for construction of the new passenger ternimal. Assuming that other higher priority capacity and safety projects have been accomplished prior to this time., FAA AIP Entitlements can also be used to offset some of the project costs. 7-42 3. Alternative funding sources can be explored for the construction of the passenger terminal. These could include City, County or State funding sources. 7-43 M (i 1., 0 S S A R Y' A.1 ARBRE.VIA'*I*'IONS/A(�'RO*NV-.N,'IS AC1 - Advisory Circular ADF - Automatic Direction Finder ADPM - Average Day of the Peak Month AGL -Above Ground Level AIP - Airport Improvement Program ALP - Airport Layout Plan ALS - Approach Lighting System ALSF-I - Approach Light System with Sequence Flasher Lights ARC' - Airport Reference Code ARFF - Airport Rescue and Fire Fighting ARP - Airport Reference Point ARTCC - Air Route Traffic Control Center ASDA - Accelerate -Stop Distance Available ASO - Airport Safety Overlav Zone ASR - Airport Surveillance Radar ASV - Annual Service Volume ATC - Air Traffic Control ATCT - Airport Traffic Control Tower AVGAS - Aviation Gasoline CBP - Customs and Border Patrol Clip - Capital Improvement Program CL - Centerline A-1 dBA - A -weighted Decibels DH - Decision Height DME - Distance Measuring Equipment DNL - Day -Night Sound Levels EA - Environmental Assessment EIS - Environmental Impact Statement EPA - The United States Enviroriniental Protection Agency FAA - Federal i-NviationAdministration FAR - Federal Aviation Regulation FBO - Fixed Based Operator FIS - Federal Inspection Service FSS - Flight Service Station GA - General Aviation GPS - Global Positioning System IFR - Instrument Flight Rules ILS - Instrument Landing System INM - Integrated Noise Model LATS - Washington State Department of Transportation — Aviation Division's Long-terin Air Transportation Study. LDA - Landing Distance Available LIRL - Low -Intensity Runway Lights (VIALS - Medium -Intensity Approach Light System ,\lA,LSF - Mediuni-Intensity Approach Light System with sequence flashing Lights ,\1ALSR - Medium- Intensity Approach Lighting System with Runway Alignment Indicators MGW - Maximum Gross Weight MIRL - Medium -Intensity Runway Lights MSL - Mean Sea Level A-2 NAVAID - Air Navigation Facility/Aid NDB - Non -Directional Beacon NPIAS - National Plan of Integrated Airport Systems OFA - Object -Free Area OFZ - Obstacle -Free Zone DAPI - Precision Approach Path Indicator RAIL - Runway Alignment Indicator Lights REIL - Runway End Identifier Lights RSA - Runway Safety Area RPZ - RunNvay Protection Zone TAF - FAA Terminal Area Forecasts TODA - Take -Off Distance Available TORA - Take -Off Run Available UHF - Ultra High Frequency VASI - Visual Approach Slope Indicator VFR - Visual Flight Rules VHF - Very High Frequency WSDOT - Washington State Department of Transportation YKM - Yakima Air Tenninal /McAllister Field A-3 .A.2 DEFINITIONS Active Aircraft - Aircraft registered with the FAA and reported to have flown during the preceding calendar year. Activity - Used in aviation to refer to any kind of movement-, e.g., cargo flights., passenger flights, or passenger enplaneirients. Without clarification., it has no particular meaning. ADF - -Automatic Direction Finder. Advisory Circular (AC) - A series of Federal Aviation Administration (FAA) publications providing guidance and standards for the design, operation., and performance of aircraft and airport facilities. AGL - Above Ground Level. Airport Improvement Program (AIP) - A congressionally mandated program through which the FAA provides funding assistance for the development and enhancement of airport facilities. Air Cargo - Commercial freight, including express packages and mail.. transported by passenger or all -cargo airlines. Air Carrier - An airline providing scheduled air service for the coniniercial transport of passengers or cargo. Air Navigation Facility (NAVAID) - Although generally referring to electronic radio wave transmitters (VOR., NDB, and ILS), it also includes any structure or mechanism designed to guide or control aircraft involved in flight operations. Air Route Traffic Control Center (ARTCC) - FAA -manned facility established to provide air traffic control services to aircraft operating in controlled airspace, en route between terminal areas. Although designed to handle aircraft operating under IFR conditions, some advisory services are provided to participating VFR aircraft when controller work loads permit. Air Taxi - An air carrier certificated in accordance with FAR Part 135 and authorized to provide, on demand, public transportation of persons and property by aircraft. Air taxi operators generally operate small aircraft "for hire" for specific trips. Aircraft Approach Category - A grouping of aircraft based on a speed of 1.3 times the stall speed in the landing configuration at maximum gross landing weight. The aircraft approach categories are: Category k - Speed less than 91 knots, Category B - Speed 91 knots or more but less than 121 knots; A-4 Category C - Speed 121 knots or more but less than 141 knots; Category D - Speed 141 knots or more but less than 166 knots; and Category E - Speed 166 knots or more. Aircraft Mix - The classification of aircraft into groups that are similar in size., noise., and operational characteristics. Aircraft Operations -nie airborne movement of aircraft. There are two types of operations, local and itinerant., defined as follows: L Local Operations are performed by aircraft that: (a) Operate in the local traffic pattern or within sight of the airport-. (b) Are known to be departing for or arriving from a local practice area. 2. Itinerant operations are all others. Airfield - A defined area on land or water including any buildings., installations, and equipment intended to be used either wholly or in part for the arrival., departure, or movement of aircraft. Airplane Design Group - A grouping of airplanes based on wingspan. The groups are: Group 1: Up to, but not including, 49 feet Group 11: 49 feet up to, but not including, 79 feet Group 111: 79 feet up to, but not including, 118 feet Group IV: 118 feet tip to, but not including, 171 feet Group V: 171 feet tip to, but not including, 214 feet Group VI: 214 feet tip to, but not including, 262 feet Airport Layout Plan (ALP) - An FAA required map of an airport depicting existing and proposed facilities and uses, with clearance and dimensional information showing compliance with applicable standards. Airport Reference Code (ARC) - A coding system used to relate airport design criteria to the operational and physical characteristics of the airplanes intended to operate at the airport. It is a combination of the aircraft approach category and the airplane design group. Airport Reference Point (ARP) - The location at which the designated latitude and longitude for an airport are measured. A-5 Airport Service Area - The geographic area that generates demand for aviation services at an airport. Airport Surveillance Radar (ASR) - Radar providing position of aircraft by azimuth and range data without elevation data. It is designed for a range of approximately 50 miles. Airport Traffic Area - Unless otherwise specifically designated, that airspace with a horizontal radius of five statute miles from the geographic center of any airport at which a control tower is operating, extending from the surface up to,, but not including, 3,000 feet above the surface. Airside - That portion ofthe airport facility where aircraft movements take place, airline operations areas, and areas that directly serve the aircraft (taxiway, runway. maintenance, and fueling areas). Also called the airport operations area. Airspace - The area above the ground in which aircraft travel. It is divided into corridors., routes., and restricted zones for the control and safety of aircraft. AH -Cargo Carrier - An air carrier certificated in accordance with FAR Part 121 to provide scheduled air freight., express., and mail transportation over specific routes.. as well as the conduct of nonscheduled operations that may include passengers. Ambient Noise Level - Background noise level., exclusive of the contribution made by aircraft. Annual Service Volume (ASV) - A reasonable estimate of an airport's annual capacity. It accounts for differences in runway use, aircraft mix., weather conditions, etc., that would be encountered over a year's time. Approach End of Runway - The near end of the runway as viewed from the cock -pit of a landing aircraft. Approach Surface - ,\.ii imaginary surface longitudinally centered on the extended runway centerline and extending outward and upward from each end of the primary surface. An approach surface is applied to each end of the runway based upon the planned approach. The inner edge of the approach surface is the same width as the primary surface and expands uniformly depending upon the planned approach. Approved Instrument Approach - Instrument approach meeting the design requirements, equipment specifications, and accuracies, as determined by periodic FAA flight checks, and which are approved for general use and publication by the FAA. Apron - A defined area where aircraft are maneuvered and parked and where activities associated with the handling of flights can be carried out. ARFF - Aircraft Rescue and Fire Fighting. A-6 ATC - Air Traffic Control. ATCT - Airport Traffic Control Tower. AVGAS - Aviation gasoline. Fuel used in reciprocating (piston) aircraft engines. Avgas is manufactured in the following grades, 80/87, 1 OOLL, 100/130, and 115/145. Avigation Easement - A form of limited property right purchase that establishes legal land -use control prohibiting incompatible development of areas required for airports or aviation -related purposes. Based Aircraft - Aircraft stationed at an airport on an annual basis. BRL - Building Restriction Line. Capacity - (Throughput capacity). A measure of the maximum number of aircraft operations that can be accommodated on the airport component in an hour. Capital Improvement Program (CIP) - A scheduled of planned projects and costs, often prepared and adopted by public agencies. CAT I (one) - Category I Instrument Landing System that provides for approach to a height above touchdown of not less than 200 feet and with Runway Visual Range of not less than 1.,800 feet. CAT 11 (two) - Category 11 ILS approach procedure that provides for approach to a height above touchdown of not less than 100 feet and a RVR of not less than 1,200 feet. CAT III (three) - Category III ILS approach that provides for an approach with no decision height and a RVR of not less than 700 feet. Ceiling - The height above the ground of the base of the lowest laver of clouds or obscuring phenomena aloft that is reported as broken or overcast and not classified as scattered, thin, or partial. Ceiling figures in aviation weather reports may be determined as measured., estimated, or indefinite. Charter Airline- A nonscheduled flight offered by either a supplemental or certificated air carrier. Circling Approach - An instrument approach procedure in which an aircraft executes the published instrument approach to one runway, the maneuvers visually to land on a different runway. Circling approaches are also used at airports that have published instrument approaches with a final approach course that is not aligned within 30 degrees of any runway. Clear Zone - See Runway Protection Zone Clean ay - A clearway is an area available for the continuation of the take -off operation that is above a clearly defined area connected to and extending beyond the end of the runway. The area A-7 over which the clearway lies need not be suitable for stopping aircraft in the event of an aborted take -off. Clearlxays are applicable only in the take -off operations of turbine -engined aircraft. Commuter Air Carrier - An air carrier certificated in accordance with FAR Part 135., which operates aircraft with a maximum of 60 seats and provides at least five scheduled round trips per week between two or more points., or carries mail. Conunuter/Air Taxi Operations - Those arrivals and departures performed by air carriers certificated in accordance with FAR Part 135. Conical Surface - An imaginary surface extending outward and upward from the periphery of the horizontal surface at a slope of 20:1 for a horizontal distance of +.000 feet. Control Areas - These consist of the airspace designated as Federal Airways, additional Control Areas, and Control Area Extensions., but do not include the Continental Control Areas. Control Tower - A central operations facility in the terminal air traffic control system consisting of a tower cab structure using air/ground communications and/or radar, visual signaling, and other devices to provide safe and expeditious movement of air traffic. Control Zones - Areas of controlled airspace that extend upward from the surface and terminate at the base of the continental control area. Control zones that do not underlie the continental control area have no upper limit. A control zone may include one or more airports and is normally a circular area with a radius of five statute miles and any extensions necessary to include instrument departure and arrival paths. Controlled Airspace - Airspace designated as continental control area., control area., control zone., or transition area within which some or all aircraft may be subject to air traffic control. Critical Aircraft - The aircraft which controls one or more design items based on wingspan, approach speed, and/or maximum certificated takeoff weight. The same aircraft may not be critical to all design items. Crosswind - When used concerning wind conditions, the word means a wind not parallel to the runway or the path of an aircraft. dBA - Decibels measured on the A -weighted scale to factor out anomalies. Decision Height (DH) - During a precision approach, the height (or altitude) at which a decision must be made to either continue the approach or execute a missed approach. Declared Distances - The distances the airport owner declares available and suitable for satisfying an airplane's take -off distance, accelerated -stop distance., and landing distance requirements. The distances are: M Take -off run available (TORR) -The runway length declared available and suitable for the ground run of an airplane taking off. Take -off distance available (TODA) -The TORA plus the length of any remaining runway and/or clearway (CWY) beyond the far end of the TORR. Accelerate -stop distance available (ASDA) - The runway plus stop-,vay (SWY) length declared available and suitable for the acceleration and deceleration of an airplane aborting take -off. Landing distance available (LDA) -The runwa-, length declared available and suitable for a landing airplane. Design Hour - The design hour is an hour close to the peak but not the absolute peak-, which is used for airport planning and design purposes. It is usually the peak hour of the average day of the peak month. Displaced Threshold - Actual touchdown point oil specific runways designated due to obstructions that make it impossible to use the actual physical runway end. Distance Measuring Equipment (DINIE) - An airborne instrument that indicates the distance the aircraft is from a fixed point., usually a VOR station. DOT — ti. S. Department of Transportation. Effective Runway Gradient - The maximum difference between runway centerline elevations divided by the runway length, expressed as a percentage. Eminent Domain - Right of The government to take property from the owner., upon compensation, for public facilities or other purposes in the public interest. Environmental Assessment (EA) - A report prepared under the National Environmental Policy Act (NEPA), analyzing the potential environmental impacts of a federally funded project. Environmental Impact Statement (EIS) - A report prepared under NEPA. fully analyzing the potential significant environmental impacts of a federally funded project. EPA - The United States Environmental Protection Agency. FAR Part 77 - Federal Aviation Regulations that establish standards for determining obstructions in navigable airspace. Federal Aviation Administration (FAA) - A branch of the U.S. Department of Transportation responsible for the regulation of all civil aviation activities. A-9 Fixed Base Operator (FBO) - An individual or company located at all airport providing conunercial general aviation services. Final Approach - The flight path of an aircraft that is inbound to the airport on an approved final instrument approach course., beginning at the point of interception of that course and extending to the airport or the point where circling for landing or missed approach is executed. Fixed Wing - For the purposes of this report., any aircraft not considered rotorcraft. Flight Plan - A description or outline of a planned flight that a pilot submits to the FAA, usually through a Flight Service Station. Flight Service Station (FSS) - Air traffic facility operated by the FAA to provide flight service assistance such as pilot briefing, en route communications, search and rescue assistance., and weather information. General Aviation - All civil aviation operations other than scheduled air services and non-scheduled air transport operations for remuneration or hire. Global Positioning System (GPS) - GPS uses a group of many satellites orbiting the earth to determine the position of users on or above the earth's surface. This system will provide at least non -precision approach capability to any airport having published instrunient approach procedures. HIRL — High -Intensity Runway Lights. Horizontal Surface - A horizontal plane 150 feet above the established airport elevation, the perimeter of which is constructed by swinging arcs with a radius of 5,000 feet for all runways designated as utility or gencral: and 10.,000 feet for all other runways from the center of each end of the primary surface and connecting the adjacent arc by tangent lilies. Instrument Flight Rules (IFR) - These rules govern the procedures for conducting instrument flight. Pilots are required to follow these rules when operating in controlled airspace with visibility of less than three miles and/or ceiling lower than 1.000 feet. Instrument Landing System (ILS) - ILS is designed to provide an exact approach path for alignment and descent of aircraft. Generally consists of a localizer, glide slope.. outer marker, middle marker, and approach lights. This type of precision instrument system is being replaced by Microwave Landing Systenis (MLS). Instrument Runway - A runway equipped with electronic and visual navigation aids for which a precision or non -precision approach procedure having straight -iii landing iiiininiunis has been approved. Itinerant Operation - All aircraft operations at an airport other than local. A-10 Local Operation - Aircraft operation in the traffic pattern or within sight of the tower. or aircraft known to be departing or arriving from flight in local practice areas, or aircraft executing practice instrument approaches at the airport. LIRL — Low -Intensity Runway Lights. Mean Sea Level (NISL) - Elevation above Mean Sea Level. Medium -Intensity Approach Lighting (MALSR) - This system includes runway alignment indicator lights. An airport lighting facility that provides visual guidance to landing aircraft. -.Minimums - Weather condition requirement-, established for a particular operation or type of operation. MIRL - Medium- Intensity Runway Lights. Movement Area - The runways., taxiways.. and other areas of the airport used for taxiing, takeotT and landing of aircraft., exclusive of loading ramps and parking areas. Navigational Aid (NAVAID) - Any visual or electronic device, airborne or on the surface that provides point-to-point guidance information or position data to aircraft in flight. Non -Directional Beacon (NDB) - Transmits a signal on which a pilot may "home" using equipment installed in the aircraft. Non -Precision Instrument Approach - An instrument approach procedure with only horizontal guidance or area -type pe navigational guidance for straight -in approaches. Object Free Area (OFA) - A two-dimensional ground area surrounding runways, taxiways, and taxilanes that is clear of objects except those whose location is fixed by function. Object Free Zone (OFZ) - The airspace defined by the runway OFZ and, as appropriate. the inner - approach OFZ and the inner -transitional OFZ, which is clear of object penetrations other than frangible NAyr AIDS. Runway OFZ -nic airspace above a surface centered runway centerline. Inner -approach OFZ - The airspace above a surface centered on the extended runway centerline. It applies to runways with an approach lighting system. Inner -transitional OFZ - The airspace above the surfaces located on the outer edges ofthe runway OFZ and the inner -approach OFZ. It applies to precision instrument runways. Obstruction - An object that penetrates an imaginary surface described in FAR Part 77. Peaking Factor - Tie factor applied to the annual operations to determine the peak -hour activity. A-11 Precision Approach Path Indicator {DAPI) - Provides visual approach slope guidance to aircraft during approach to landing by radiating a directional pattens of high intensity focused light beans. Precision Instrument Approach - An instrument approach procedure in which electronic vertical and horizontal guidance is provided-, e.g. ILS. Primary Surface - A surface longitudinally centered on the runway, extending 200 feet bevond each end of the runway. The elevation of any point on the primary surface is the same as the elevation of the nearest point on the runway centerline. Rotorcraft (e.g. Helicopter) - A heavier-than-air aircraft supported in flight by the reactions of the air on one or more power -driven rotors on substantially vertical axis. Runway End Identifier Lights (REIL) - These lights aid in early identification of the approach end of the runway. Runway Protection Zone (RPZ) -The ground area underthe approach surface which extends from the primary surface to a point where the approach surface is fifty feet above the ground. This was formerly known as the clear zone. Runway Safety Area (RSA) - A defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot., or excursion from the runway. Segmented Circle - A system of visual indicators designed to provide traffic pattern information at airports without operating control towers. Touch and Go Operation - Practice flight performed by a landingtouch down and continuous take off without stopping or exiting the runway. Transitional Surfaces - These surfaces extend outward and upward at right angles to the runway centerline and the extended run -way centerline at a slope of 7: 1 from the sides of the primary surface and from the sides of the approach surfaces. Transitional surfaces for those portions of a precision approach surface which project through and beyond the limits of the conical surface extend a distance of 5..000 feet measured horizontally from the edge of the approach surface and at right angles to the runway centerline. VASI - Visual Approach Slope Indicator. See definition of PAPI. Visual Flight Rules (VFR) - Flight rules by which aircraft are operated by visual reference to the ground. Weather conditions for flying under these rules must include a ceiling greater than 1,000 feet, three -miles visibility, and standard cloud clearance. A-12 Wind Coverage - Wind coverage is the percent of time for which aeronautical operations are considered safe due to acceptable crosswind components. Wind Rose - A scaled graphical presentation of wind information. YKM — Yakima Air Tenninall"McAllister Field. A-13 IIntroduction ............................................................... 1.1 Introduction........................................................ 2 Approach...— .................... —..................... —.............. 2.1 Methodology...................................................... 2.2 Assessment of Physical Conditions .................... 2.3 Assessment of Operational Performance ........... 2.4 Documents Review ............................................ 2.5 Facilities Assessment Report ............................. 3 Site Data.................................................................... 3.1 Project Data ........................................................ 3.2 Building Code Data ............................................ 4 Facility Assessment Site Civil .................................. 4,1 Roadways........................................................... 4.2 Automobile Parking ........................................... 4.2.1 Delivery Loading/Unloading ...................... 4.3 Airside Facilities .......— ..................... —.............. 4.3.1 Apron.......................................................... 4.3.2 Layout......................................................... 4.3.3 Pavement ..................................................... 4.3.4 Aircraft Services ......................................... 5 Facility Assessment Structure ................................... 5.1 Structure............................................................. 5.2 Building Codes ................................................... 5.3 Structural Assessment ........................................ 6 Facility Assessment Exterior Envelope .................... 6.1 Roof.................................................................... ........... ........................ ................... 1-1 ...................................................... 11— ............... ...-1— .................. --- 2-1 ...................................................... 2-1 ...................................................... 2-1 ...................................................... 2-2 ...................................................... 2-3 ...................................................... 2-3 ...................................................... 3-1 ...................................................... 3-1 ...................................................... 3-1 ...................................................... 4-1 ...................................................... 4-1 ...................................................... 4-1 ...................................................... 4-2 11— ............... ...-1— .................. --- 4-2 ...................................................... 4-2 ...................................................... 4-2 ...................................................... 4-2 ...................................................... 4-3 ...................................................... 5-1 ...................................................... 5-1 ...................................................... 5-2 ...................................................... 5-2 ...................................................... 6-1 ...................................................... 6-1 i 02 Windows ........................................................................................................................ 6-1 6.3 Walls .............................................................................................................................. 6-1 64 Curbside Canopies ......................................................................................................... 6-2 6.5 Front Entry Vestibule .................................................................................................... 0-2 6.6 Other Exterior Doors ..................................................................................................... 6-2 7 Facility Assessment Interior Development ------------------------'7-I 7.] Building Interior ........ ..................... ..................... ..................... ..................... —7-1 7].1 Terminal Level One ............................................................................................... 7-I 7.1.2 Terminal Level Two .............................................................................................. 7-2 7.13 Toner ---------------------------------------7-4 7.1.4 Accessibility -----------------------------------'7-4 8 Facility Assessment Mechanical Systems -------------------------8-1 8.1 site [11tili1ies................................................................................................................... 8-I 02 Heating Ventilating and Air Conditioning (ll\7ACL-----------------8-2 8L3 Plumbing -------------------------------------'8-5 84 [ire Sprinkler ---------------------------0-7 9 Facility Assessment Electrical Systems............................................................................... 9-I 9] Power Distribution System ............................................................................................ 9-1 9.2 Emergency Pmvrez System -------------------------------9-I 9.2] Lighting ..................... —..................... —..................... —..................... —.9-1 9.2.2 Fire Ajoroa System --------------------------------.9-2 9.2] Clock System -----------------------------------Y-2 9.24 S ------------------------------'9-2 9.2.5 -----------------------------'9-2 lO OperationsAouemmuzeot---------------------------------- lO-1 l[il Summary ..................................................................................................................... 1O-1 10.1.1 Departures Process ............................................................................................... lO-1 I0.I.2 AzrivalmProccmm................................................................................................... lU-3 10. 1.3 Building Qervioem--------------------------------. 10-4 IFIGURES Figure 1-1: Airside View... Figure 1-2: Landside View I APPENDICES ..................................................................................................... 1-1 ................................................................................................... 1-11 Appendix A Building Assessment Floor Plans Appendix B Building Assessment Data Inventon, Photos iv H 1 N'*[**'IZ 0 1) U CIA 0 N 1. *1 1 N TR 0 1) 1J CA" 10 N Yakima Air Terminal/iXIcAllister Field (YKM) is a commercial service airport located in the city and county of Yakima, Washington, approximately five miles south of downtown Yakima. The airport service area consists of portions of Yakima, Lewis, King, and Kittitas Counties --- a population of approximately 270,700 people according to an air service study conducted for the Airport Board in 2005. The present passenger terminal building was developed in three major projects. The original building was g. constructed in 1950 at a cost of $200,000. In 1968, the Airport added ground level concourses in a -V" configuration to provide an enclosed circulation space for passengers closer to the aircraft parking positions. The terminal was expanded and renovated further between 1997 and 2000, expanding the airside Figure 1-1: Airside passenger hold room, adding toilets to the secure area, and installing a canopy over the baggage unloading area. On the landside, the project reconstructed the departures/anivals curbside canopy and renovated the passenger ticketing and baggage claim lobbies. The terminal currently has approximately 30,838 square feet of space on two levels. All passenger processing occurs on the ground floor. The second floor includes an unoccupied restaurant and bar space that has several different floor elevations, a meeting room, and an unused Airport Traffic Control Tower (ATCT) that offers small office and storage spaces on several levels, 1 hyalre 1 2.- Lamlside Vie-tv The terminal houses all existing commercial passenger processing functions but, due to configuration inefficiencies, affords a level of service that is characterized in this report as Gw1equate to uncicceptable. Conditions for the terminal tenants, the air M] carriers., and the concessionaires are similarly characterized. The functional layout ofthe ticket lobby does not provide sufficient flexibility to efficiently serve terminal usage patterns by air carriers. The current level of scheduled flights and air charter service can be accommodated, but adding any new air carriers, additional set -vice, or larger aircraft during peak times (i.e.,, multiple flights within the same hour) would become problematic because of the constraints in space for queuing and processing passengers and bags. 'I'lie extent of the congestion depends on the specifics of the timing of the flights, the size of the aircraft, and whether a new airline is offering the service. as well as Transportation Security Administration (TSA) staffing levels. The Airport upgraded existing building systems such as electrical power., heating, and air conditioning during the various terminal improvement projects. In addition to operational and building systems issues, the terminal building must comply with current building codes when any expansion or major renovation is done. Existing fire -rated construction in portions of the terminal is thought to be in compliance with current codes, but this must be confirmed prior to modification or upgrade. More recent and stringent seismic and energy codes may also mandate upgrade requirements. With these factors in mind., the Airport Board and its community of stakeholders have a range of issues to consider: 1. What role do the City of Yakima, Yakima County, the City of Union Gap, and the other colimi unities of the Yakima Valley want the terminal facility to create a positive civic gateway for the region? 2. Do the city and county want to commit funding to improve terminal facilities and operations so they provide a level of service comparable to nearby airports in Wenatchee and the Tri - Cities? 3. How does the present terminal factor into the city and county's long -ter=n goals for the airport terminal facilities? 4. What are the priorities for implementing improvements at the terminal? A URS team conducted the Facility Assessment in June and July of 2011. The team included a terminal planner and architect., an electrical engineer, a mechanical engineer., and a structural engineer. The team evaluated the overall condition of the terminal building and assessed how well the building accommodates air passenger processing. The information included in this report is based on review of documents and information provided by the airport., on-site inspections, and comments and input received from airport personnel. 1-2 The physical condition of the terminal facilities is assessed for the following categories: 1. Site, including aircraft apron, terminal drives., public parking, lighting, and landscaping in the immediate terminal area, 2. Structural systems, including the foundations, framing, load bearing capacity, and lateral movement resistance, 3. Building cnxclopc., including the roof, walls, doors, windows, and insulation, 4. Interiors., including furnishings., finishes, and equipment, 5. Building codes., including International Building Code, Washington State Energy, National Fire Protection Association (NFP A) 415., and Americans with Disabilities Act (ADA) Architectural Guidelines, 6. Mechanical systems., including heating, ventilation and air conditioning (IIVAQ equipment-, distribution system-, controls-, and plumbing fixtures. fittings, and piping-, and 7. Electrical systems, including primary service, distribution, panel boards, emergency power, lighting, communications,, and data systems. The functional or operational performance of the terminal facilities is assessed for the following categories: 1. Departures process, including activities associated with the processing of outbound passengers and their baggage-, 2. Arrivals process, including activities associated with the processing of inbound passengers and baggage, 3. Building services, including functions associated with providing and maintaining building services that support terminal activities-, and 4. Airport administration, including management and maintenance of overall terminal facilities and operations. 1-3 1-4 N A P P R 0 A 1i 'The URS team reviewed existing construction document-,., inspected and assessed the physical and operational conditions on site at the tenninal, and received airport staff and tenant input on ternimal conditions. 2.2 ASSESSMENT OF PHYSICAL CONDITIONS The on-site inspection was conducted in June 2011 by a ternimal architect and planner, an electrical engineer., a mechanical engineer., and a structural engineer. Finishes, furnishings.. equipment., and the like, were reviewed and assessed. Each consultant made and recorded assessments using the following definitions: 1. Excellent: Materials are in "like new" condition (no wear is visible., and no operational problems known) and have tip to 100 percent of their anticipated life span remaining. 2. Good: Materials exhibit nornial wear., primarily cosmetic, but maintain full functioning capability. Minor repairs might remedy evident wear. Materials have up to 75 percent of their life span remaining. 3. Fair: Materials exhibit extensive wear. beyond cosmetic. but are still usable and functional. Recommended repairs may be extensive and costly and should be evaluated relative to replacement to determine cost-effectiveness. Materials have tip to 50 percent of life span remaining. 4. Poor: Materials are deteriorated or dysfunctional beyond repair or have already failed and need immediate replacement. At best, such material may have less than 25 percent of useful life remaining. Previous repair or replacement dates are included in the assessment., where known., as well as any airport- or tenant -provided information concerning condition. Material assessments are categorized as follows: 2-1 Site civil; Structure*, Exterior envelope-, Interior development-, Mechanical systems, and, Electrical systems. 3 A S S E S S M E NT 0 F 0 P ER ATI 4) N A L PERFORMANCE The URS team assessed terminal operations on-site by inspecting passenger processing functions. with consideration for size.. capacity, configuration, and location. Each functional area was assessed as follows: 1. Desirable: Functions are ideally sized., configured., or located to accommodate current demand. 2. Adequate: Functions are less than ideal in terms of size, configuration- or location to accommodate current demand.. but performance is not compromised. 3. Constrained: Functions are less than ideal in terms of size, configuration, or location for the current demand and performance is frequently compromised during periods of peak activity. 4. Unacceptable: Functions fall significantly short of the ideal size, configuration, or location for current demand., and performance is frequently compromised during periods of peak activity. The assessment includes information noting when The function in question was last modified, as well as any input by airport personnel regarding specific conditions. Assessment categories include: Departures process, Arrivals process. Building serxices, Administrative services, and, General issues. 2-2 2A DOCUMENTS REVIEW I'lie Airport provided the URS team with as -built drawings of the terminal rehabilitation project, dated July 20, 2000. URS reviewed and incorporated the relevant information from these materials. -5 5 F A CI L I 1A E S A S S E S S M E N'*I**' R Fd P 0 R'*[*' 'niis report is produced with Microsoft Word. Photos are digital images (jpg or.pdf forniat) inserted inthe document. Report contents are available tothe Airport in.0forhardcopy format. 2-3 2-4 Address Airport Manager Terminal Construction History I Yakima Air Teniiiiial,'M cAl lister Field 2400 West Washington Avenue Yakima., WA 98903 Rob Peterson.. ACE 1950 '- Oripiiial Terminal Construction 1968, Terminal Expansion Project 2000, Rehabilitation Project Automobile Parking Capacities Public 188 spaces (6 handicapped) Rental Car 36 spaces Ternimal Curb 16 spaces West Side 9 restricted 3.2 BUILDING CODE D.ATA Building Code 2006 International Building Code (IBC) (Current Yakima County) Occupancy Types A-3 Assembly B Office F -I Industrial Occupancy Separations One hour between A-3 and B or F- I -tiction Types Consti Expanded,renninal: Type V -N (per codes in effect at time of most recent expansion. 1994 UBC) Fire Protection Building has fire sprinklers Building Height Two story, KE Enclosed -ea (Gross SF) Ai First Floor: 22,958 Second Floor: 7,880 *Total 30,838 GSF Note: Code diagram from the 1997-2000 tenninal building rehabilitation project will need to be vetted with the Citv of Yakima Building Department prior to any future facility expansion. The diagram depicts the two-story portion of the terminal as a B occupancy, but clearly the passenger processing functions on floor one are primarily an A-3 occupancy with B occupancy as a secondary use. This potentially has implications for fire resistive separations between A-3 and B occupancies, but it is also possible, in fact likely, the city and Airport may have agreements from previous building permit reviews accepting this interpretation of occupancy. 3-2 S VY E C*A Itir I I., 4.1 ROADWAYS The airport is accessible from the Interstate 82 interchange and West Valley Mall Boulevard, which corinects to West Washington Avenue and the main terminal drive. The main entry/exit drive is South 20 Avenue, a two-lane., one-way roadway. According to the 1.997 airport master plan., this road has a capacity of approximately 700 to 1,000 vehicles per hour in each direction., which is sufficient capacity to handle projected traffic. South 2, l hAvemus southbound leads into the Terminal Drive., with two-lane traffic at the iinniediate entrance that turns into two-lane one-way traffic beyond the parking lot entrance/exit booth. To the right are the Airport Administration Office and a fire station with accompanying employee parking lots. The road in front of the terminal is two lanes., with the curb frontage lane designated for loading and unloading passengers. There is approximately 185 feet of curb directly in front of the terminal. Congestion occurs at the intersection on Terminal Drive Road where vehicles turn left to approach the terminal curbside loading/ unloading zone where cars tend to stop at the first opportunity to access the terminal. There is one through lane and a loading/unloading lane in front of the terminal. Exit fi-oni Pat rkirio,"Foll Booth Plaza There is only one exit from the parking lot. The exit from the parking lot is onto South Ifh Avenue, which leads, directly to West Washington Avenue. i 4.2 AI)ITOMOBILE PARKING The automobile public parking lot in front of the terminal is a surface lot with existing capacity of 188 spaces. 8 of which are handicapped accessible spaces. To the immediate east of the terminal is a parking lot for rental cars with a capacity of 36 spaces. An additional 8 spaces being used as a cell phone lot are located directly to the west of the terminal building. 4-1 4.'2..1 Delivery Loading/UnIol'Iding Delivery loading and unloading is currently handled on the landside of the terminal building with trucks temporarily parking on the front drive at the curb or in the rental car parking lot. 4.3 AIRSIDE FACILVIAES 4.3.1 Apron Aircraft maneuver and park on the terminal apron., which is located on the south side of the passenger terminal. The entire aircraft parking apron is Portland Cement Concrete (PCC) pavement. The apron in front of the terminal building was built in 1967 and is in good condition. 4.3.2 Layout The passenger terminal apron is adjacent to the general aviation aprons to the east and west. Taxiway A, parallel to Runway 09-27, has the most restrictive set back limits that potentially affect the apron use. It is currently an Airplane Design Group (ADG) III taxiway with an object free area (OFA) of 108 feet from the taxiway centerline to the apron. The required OFA for ADG III is 93 feet. The runway Part 77 has a tail height clearance limit of 760 feet from the runway for a B727 aircraft., which is the critical aircraft as defined in the previous airport master plan. There are five designated departure gates at the terminal. The apron has four aircraft parking positions on the apron that accommodate narrow -body jet aircraft (ADG 111). The air carrier regularly uses the remaining apron gate positions as remain -over -night (RON) parking. Passengers access the parked aircraft by ground level boarding via an open walkway along the airside face of the terminal building walking across the apron to/from the aircraft. This process is described in the "Operations Assessment Summary" for departure and arrivals processes. Airline equipment staging and ramp functions are supported by a combination of interior and on - apron storage. On the apron these functions are accommodated with a staging area south ofthe main building, in front of the inbound bag drop-off, and along the head of stand. McCormick Air Center provides fuel for aircraft using trucks 4.3.3 Pavement The apron is 10 -inch -thick Portland Cement Concrete (PCC) constructed in 1967. The PCC is typically laid out in 16 -foot by 10 -foot plain.- doweled panels. However, there are many irregular 4-2 shaped panels because of the apron's shape. Overall the apron is in good condition with a few cracked panels and minor edge and corner spalling. 4.3.4 Aircr.1ft Services Aircraft potable water, aircraft sanitary waste., 400 Hz, and pre -conditioned air are supplied using stand-alone carts. 4-3 4-4 I 1 4 1 A C" I I, VFY A S S EC S S M E' Vr i ST'R UIC"FUT, 11 E 5. 1 SI" R U1 CT UR E The existing airport terminal was originally constructed in 1949 including the attached FAA control tower. Construction is wood -framed floors with steel beam girders, and pipe columns. In 1968 an airport expansion added two boarding concourses (building wings). The terminal was further expanded during the building rehabilitation project occurring between 1997 and 2000. The phases included a mechanical systems upgrade, roof canopy additions., and a passenger concourse area between the old concourse wings. The structural systems for the various building components are summarized below. MMIMMM The foundation plans for the existing structure built in 1949 show shallow foundations. There are continuous wall footings around the perimeter of the building and below interior bearing walls. At interior columns there are spread footings. Similarly at the rehabilitation,'additions., foundations are continuous wall footings at bearing walls and spread footings at interior columns. Gravity I raming The gravity framing system consists of solid., sawn -wood joists supported on structural steel beam girders supported on steel columns. Floor joists are supported at the building perimeter on bearing walls. The additions have similar construction. The roof and floor sheathing is plywood sheathing over the roof and floor joists. 'rheadditions have similar construction. Valeval 1, oice Resistin a Systeios The lateral system in the 1949 structure uses conventional wood -framed shear walls with plywood sheathing. The additions have similar construction with the exception of the 1999 passenger concourse, which uses special steel moment frames for the lateral force -resisting system. Wood diaphragms (nailed plywood sheathing) provide the roof and floor diaphragms., for all structures. The lateral system for the control tower is masonry shear walls. 5-1 Expatision Joints 'fliere is a seismic/expansion joint between the 1968 and the 1980 structures. From visual observation, it could not be determined if joint material is deteriorated enough to cause leaking. Airfield maintenance personnel have not noticed leaks at this location. No other physical seismic joints were identified. Seismic joints were not visible between the old control tower and renovation additions. s.2 BUILDING CODES The original tenninal building dates from 1949 with an tipper and lower level. A three-story control tower with masonry wall construction was also built at that time. In 1968 a concourse addition expanded the structure to the south, adding two boarding concourses totaling 6,100 square feet. The 1997 rehabilitation construction design is in accordance with the 1994 Uniform Building Code. The 2000 rehabilitation construction design is in accordance with the 1997 Uniform Building Code. i —.3 S'I`RtA*"'IJJRAL ASSESSMEVF 5 Concrete flatwork- generally appears to be in good condition. Some cracks appear in aged concrete. There are no indications of excessive concrete slab settlement. Slabs generally slope away from structure. Exterior skin is brick veneer over wood -framed shear wall. Some exterior walls have cement stucco panels with brick veneer on the lower portion of the wall. Generally the brick veneer attachment to wood -framed wall appears to be in good condition., as determined by a visual assessment of the condition of the brick system. Actual visual observation of attachments could not be made. There are locations where the brick veneer is cracked through the thickness and the grout appears to be deteriorating (picture S-1). Waterproofing caulking is also deteriorated around the brick veneer- (picture eneer(picture S-2). These locations should be repaired to minimize the intrusion of water behind the veneer. Cement stucco panels generally appear to be in good condition. The rehabilitation additions use similar exterior siding consisting of cement stucco panels and brick veneer. Sidings at rehabilitation additions are in good condition. The roofing system is a built-up granulated cap sheet that appears to have been installed on all of the buildings and canopies as part of the 1997-2000 rehabilitation projects, with the exception of the roof at the old control tower. Roofing appears to be in good condition with only one indication of Z:> - standing water. Some standing water appears to occur to the southeast of the restaurant roof deck as indicated by staining (picture S-3). Maintenance personnel indicated there had been some water 5-2 intrusion in this area. Roofing under the roof deck could not be inspected. It appears the roof deck framing was laid directly on roofing. The condition of this roofing should be inspected further. The roof system at the control tower does not appear to have been replaced during the rehabilitation and is deteriorated and in need of maintenance (picture S-4). Exposed fascia board, soffits, and exposed roof beams at overhangs show minor water damage (pictures S-5 and S-6). Rooftop mechanical systems appear to be properly seismically anchored. There are many rooftop mechanical units, ducting.. piping, and roof screens with roof penetrations. The roofing at the penetrations should be inspected regularly for deterioration (pictures S -land S-8). At the northwest canopy it appears that proper seismic separation was not provided between the canopy and the top of the building wall. The stucco should be repaired to prevent water intrusion (picture S-9). URS could not directly visually observe the gravity and lateral resisting systems because of building coverings. Visual observation of non-structural elements indicates there is no visible sagging or settling of roof or floor training. Floors are generally level with no indication of settlement at grade or at the second floor. Maintenance staff report only minimal roof leak -age as noted above. Roof leakage is likely due to poor slope to drainage. 5-3 km M 1 4 1 A C" 11, FFY A S S EC S S M F*-' Vr 6.1 ROOF The overall condition of the roof appears to be good., largely due to a building rehabilitation project occurring in phases between 1997 and 2000. As part of this work, the airport expanded and renovated the tenninal, with airside additions to expand the passenger gate lobby and add toilets-, a new baggage unloading area canopy-, reconstruction of the landside departures/arrivals curbside canopy-, and renovation of the passenger ticketing lobby and baggage claim lobby. The airport appears to have installed a new built-up roofing system with granulated cap sheet... as part of this effort. The roof system seems to be in good condition and presumably is well -drained, although our site visit could not confirm the existence of ponding or leaks. Parapets and flashing look to have been refurbished and appear to be in good condition-. however, there are several locations where fascia boards at roof eaves show peeling paint in need of touch -tip. While the present roof condition is good., future risks for leaks abound because of the multiple roof levels, the exterior deck framing sitting directly on the built-up roof near the restaurant lounge (picture A-17), and the many roof penetrations by mechanical equipment, ductworL- power/communications conduits, and rooftop equipment visual screens and bracing (picture A-20). Each of these, and there are many, represent a potential source of failure at a future date., and will be difficult to track down. 6.'21 W I N D 0 W S All windows have anodized aluminum frames. The glazing is all insulated double pane. The window Z:) - frames are a iiiix of existing and new, with many new windows installed as part of the 1997-2000 rehabilitation projects (pictures A -L -3.,-61 -M. -12, and -15). 6.3 WALLS Exterior wall finishes are a mixture of brick (pictures A-5 and A-6) and cement stucco (pictures A-11, -12,. and -13). The brick finish is primarily inthe portions of the building exterior built in 1950 6-1 and the stucco is primarily in areas built in 1968 and 2000. Both finishes are painted and in good condition. 6A Cl..-;'RBSIDE CANOPIES Exterior curbside canopies were reconstructed in the 1997--2000 rehabilitation project and appearto be in good condition (pictures A-2 and A-4). The soffits of the canopies are an Exterior Insulation and Finishing System (EIFS) version of stucco rather than the cement stucco used for the exterior walls that are exposed to more contact at grade. This choice is likely to have been economically driven in that the EIFS stucco is a lighter weight product and not exposed to the same level of contact as a wall exposure. so its use allows lighter building assembly weight and lighter steel structural training members. 1 6:-S FRONT EN'I*'RY VES'FIB[JL.E The entrance vestibule is in good condition (picture A-21). The 1997-2000 building rehabilitation provided new anodized aluminum storefront with insulated glazing, new doors, and new flooring. 6.6 0'*I*'I--IER EVI'ERIOR DOORS The other terminal exterior doors appear to be in good again. ain, many being part of the work Z:> in the 1997-2000 building rehabilitation project. Door types include: hollow metal., anodized aluminum with glazing, and overhead coiling doors (pictures A-5, -6, -7. -8, and -10). Weather stripping appears to be intact. 6-2 N 1 4 1 A C" I I, VFY A S S EC S S M E' Vr I NTE4 1110 11 D E V E I, P M L'N'T '71 i.1 BUILDING INTERIOR Interior finishes and their condition vary widely on the different levels ofthe building floor, walls, and ceiling. The following is a description of the finish conditions by building floor level. Terminal .1,evel One As mentioned in earlier sections, the terminal building has a history dating from its 1950 original construction. Some spaces have had minimal changes or upgrades (such as back -of -the -house spaces) and others have had periodic upgrades because of normal wear or changes in use. "The condition of finishes in public spaces on level one was uniformly good, owing to the 1997-2000 rehabilitation projects. ROM Floor materials/condition include: carpet (ticket lobby, gate lobby, and offices), vinyl the (baggage claim and some airline office work areas), ceramic the (toilets and part of entry vestibule), and concrete (utility rooms and outbound baggage makeup rooms). Floors are in good condition (pictures A-21, -22, -23, -24, -27, -28, -34, -35, -37, and -43). own Wall materials/condition include: painted brick (entry vestibule), painted drywall or plaster (most wall surfaces), and ceramic the (toilets). Walls are in good condition (pictures A-30, -31. -34, and - 43). Ceiling materials/conditions include: 2' x 4" suspended lay -in acoustic the (most public spaces and offices), V x Y tongue -and -groove acoustic tile, and painted drywall or plaster (soffits at changes in ceiling plane, toilets, and outbound baggage makeup rooms). -Most ceilings in the public and back - of -house areas are in good shape, with an exception in the rental car counter area. The Y x I acoustic tiles in this area are aging, with replacement tiles noticeably different in color. 7-1 One aesthetic shortcoming for existing ceilings is the exposed ductwork in the public seating and circulation spaces connecting the ticket lobby and bag claim lobbies. While the ducts are neatly painted, they break tip the plane of the ceiling and make it a series of ceiling sections appearing disjointed rather than as one ceiling element connecting multiple terminal functions (pictures A-22, - 21, -24, -28, and -29). The new light fixtures installed in the 1997-2000 rehabilitation projects appear to be in good condition. Otber Conq-0ca-lents Public seating in ticket lobby, bag -age claim, and airside gate lobby is a high-quality tandem style seating system used frequently in public transit settings. It appears nearly new and is in good condition (pictures A-28, -34, and -43). Public transaction counters at ticketing, rental cars, and a now -vacated travel agency are plywood cases with plastic laminate finishes and stainless steel triin at exposed edges (pictures A-25, -26, -27, and -32). These materials are durable.. appropriate for their use, and are in good shape. In the future, using a single, unifying counter design would help create a continuity of visual appearance rather than having a different style and color for each tenant. Toilet rooms serving landside and airside public lobbies are in good condition, having been refurbished in the 1997--2000 rehabilitation projects. Outbound baggage makeup area finishes are appropriately utilitarian in nature consisting of concrete or resilient vinyl flooring, plaster or 1.' x Y tongue -and -groove acoustic the ceilings. and painted plaster or drywall wall finishes. The air cargo counter is a plastic laminate finish, and is in fair, but serviceable shape (picture A-41). Lighting is surface-inounted fluorescent fixtures and appears adequate for the baggage makeup activities. 1.1.2 Terminal fxvel Two Level two of the terminal supports three major uses: Banquet/Board Room., Restaurant, and Lounge (pictures A-44. -45, and -47). There is no tenant occupying the spaces, but the Banquet/Board Room does host periodic meetings. The lack of a tenant and the partial dismantling of the kitchen create a sense of benign neglect in this space. Two additional factors diminish the future potential for redevelopment of these spaces: 1. Eight different floor levels within the level two footprint reduce flexibility of tenant use. 2. Aii elevated roof above the new airside gate lobby largely eliminates the visual connection between the restaurant and lounge areas and the airfield movement areas. 7-2 Given the lack of the airside view amenity, the airport should seek a future tenant who desires an airport presence., but does not need the airside view for business success. Office space., perhaps for airport administration or the Transportation Security Administration (TSA), could be the type of tenant that would desire the location. Floor materials/condition include: carpet (banquet room.. hall, restaurant, and lounge), epoxy (kitchen), and sheet vinyl (toilets). Floors are in generally good condition, but the kitchen was only in fair condition (pictures A-44.,-45., -47., and -48). One other floor surface (so to speak) was the exterior deck (picture A-46), which has an exterior carpet finish over a plywood substrate. The exterior carpet was partially removed at the time of our assessment site visit because of recent exploration under the deck for roof leaks., so its state of condition, other than in a state of disrepair, was hard to determine. Wall materials/condition include: painted wood paneling (banquet room and restaurant), painted drywall or plaster (most other wall surfaces), and vinyl wall covering (toilets). Walls are in good condition, but the colors are dated and dark (pictures A-44. -45, and -47). Ceiling materials/condition include: 2' x 4' suspended lay -in acoustic the (most spaces). Y x 1" tongue -and -groove acoustic the (in corridors. above stairs, and at upper lounge seating), and painted drywall or plaster (sollits at changes in ceiling plane, and in kitchen and toilets). Most ceilings in the public and back -of -house areas are in good shape (pictures A-44, -45, and -47). The new light fixtures installed in the 1997-2000 rehabilitation projects appear to be in good condition. Other Components Seating in the banquet room is a mix of types and condition. The tables in the banquet room are on the small side, but this appears to offer flexibility in configuring the room for different events. The furnishing colors are dated (picture A-44). There are few furnishings in the restaurant seating area. The kitchen is a jumbled arrangement of kitchen equipment., with some equipment obviously removed, and other pieces lying on top of counters and stoves., awaiting an uncertain future (picture A-48). 7-3 Likewise, the lounge is in a state of transition, largely, but not completely, empty of furnishings. The bar casework is in good shape., but the color scheme for the space is dated (picture --11-45). A future tenant would likely want to gut the space and start over. 7.1.3 'I'mver The tower portion of the existing tenninal was originally built as an ATCT duringthe 1950 terminal building project. It has three floor levels below the ATCT cab. The tower has not been used for air traffic control since presumably 1968, as photos of the 1.968 expansion show the existing, taller, ATCT already built cast of the landside public parking lot along West Washington Avenue. Terminal tenant-, currently use the tower as office or storage space. 'Ilie tower cab is not currently, used for any specified function. IRM Floor materials/condition includes carpet at offices, resilient vinyl the at storage, and sheet vinyl at the toilet. Floors are in good condition. Wall materials/condition include painted drywall throughout, except for the tower cab., which has a painted plywood wainscot below the window sills of the cab. Walls are in fair to good condition. No= Ceiling materials/condition include suspended 2' x 4' acoustic lay -in tiles at offices and painted dn,wall at toilet and storage rooms. 1.1.4 cces%ibifity With a couple of exceptions, level one appears to comply with ADA accessibility guidelines throughout. The exceptions are transaction counter heights and signage at ticket counters and rental car counters. Level two spaces have partial., but not total., accessibility because of the large number of different floor levels within the level two footprint. Outside the building, along the terminal loading/unloading curbside sidewalk-, there are curb ramps for access at crosswalks. 7-4 I Doinestic Water A 3 -inch domestic water service line provides service to the terminal. It enters the building in the basement northeast mechanical room. The service is in good condition and the section from the existing underground water meter in the parking lot to the building appears to have been installed in approximately 2001. The water meter appears to be in poor condition (picture XI -S) and is due for replacement by the water purveyor. Fire I'Yotection NVatei- The 2000 terminal renovation drawings site plan shows a 6 -inch fire service that connects to the city branch main upstream of the domestic service and enters the building in the basement northeast mechanical room. The fire service to the terminal also feeds fire hydrants in the terminal area and is arranged in a loop around the entry drive. Two fire hydrants (picture'XI-9) are fed from the loop with underground isolation valves and are located at the cast and west ends of the entry drive. Fire hydrants were not observed on the secure airside of the site. The building fire service has an integral pumper fire department connection on the building's north face and is in good condition. It appears to transition to a .2t 2 -inch backflow, 3 -inch main just after it enters the building. The 6 -inch fire service should be adequate to fire sprinkle the building given the 105 -pound -per -square -inch (psi) pressure indicated at the incoming service. However, the present 3 -inch branch appears undersized for present coverage and future growth. RMVIM� The building is served by Cascade Natural Gas with the gas meter located on the exterior of the building. The meter appears to be a 2.0 to 5.0 psi pressure output given the small size of the piping. The main service does not have a seismic shut off valve. The service appears to be wrapped steel below grade and is maintained by Cascade Gas upstream of the meter. The service size appears adequate and presently provides the required energy to beat the building and most of the domestic water. 8-1 Sanitai� Seiver The building is served by 6 -inch sewers on the west (installed in 200 1) and east (installed in 1950) sides of the building. The east side ofthe building has an underground grease vault of unknown size that connects to the eastern sewer discharge main. The grease vault is presently inactive but reportedly caused clogging and vented noxious fames too close to the building air intakes when it was active. The sewer cleanout provisions appear to be lacking access but no significant blockages have been reported. Some of the underground pipe is listed as transite on the existing drawings and may be in poor condition. The building is served by a single 10 -inch storm sewer on the east (original) side of the building that serves the building and parking lot and reportedly drains tinder the airfield into Spring Creek on the far south side of the airfield. The 10 -inch storm sewer has an 8 -inch branch that extends tinder the center of the building to pick up the building drains and catch basins on the. west side of the site. The storm sewer cleanout provisions use 42 -inch manhole accesses on each side of the building and no significant blockages have been reported. The deicing system reportedly discharges to the storm sewer with no recycle system. A rca. aad Pmldn a Drama The drainage is connected to the single 10 -inch storm sewer on the cast (original) side of the building that serves the building and parking lot. Various catch basins and area drains are connected to the system (picture N-14-1). The system appears to provide adequate drainage except where pavement cracks or settling has occurred. The system reportedly has occasional clogs and better cleanout provisions are desired (picture M-6). 8. 2 1-1 E A 'TI N G VE 11IN-1-TI L, AIA N G A N 1) A I R 0 N D FIA 0 N I N C' (1-1 VA C.) HVAC Relicn-ation's The building's original mechanical design included a steam boiler with cast iron radiators providing beat and various ventilation and air handling systems. Nearly all of the original mechanical systems have been removed or were abandoned during renovations over The years. The Traho Architecture as -built drawings that are dated 2000 show that nearly all of the HVAC systems were replaced with new as part of the Phase 1-2-3 Terminal Rehabilitation Project. 8-2 Rooftop HVAC' In 2000 the Airport installed new rooftop gas and electric HVAC units on all of the roof areas ofthe building that serve the first and second floors. The units were low cost tubular aluminized steel heat exchangers with integral direct expansion refrigerant cooling coils"compressors and condensers. The rooftop unit compressors/fans are energized by rooftop conduits via integral disconnect. Heating energy is provided via roof -mounted, steel, medium -pressure gas piping with pressure regulators for each unit. The rooftop units have integral supply fans., 30° o filters., air economizer dampers., and gravity relief hoods (picture M-12) that allow the units to use outside air as the first stage of cooling when it is below 55'F outside and thermostats are calling for cooling inside. The rooftop units distribute conditioned supply air to double -walled insulated ductwork mounted on the roof with roof penetrations to diffusers below (picture N1-13). Heating: The rooftop units use aluminized steel heat exchanger, -,-s as part of their heating system. These typically last 15 to 18 years before requiring replacement. Assuming the units were installed around 1998-2000 they likely have 4 to 8 more years before requiring replacement. Cooling: The rooftop units use R-22 cooling compressors with brass/copper components with a typical life of 12 to 15 years with electronics problems typically after year 10. Assuming the units were installed around 1998-2000 they likely will start requiring significant maintenance within the next few years and experience compressor failures within the next 4 to 8 years. The R-22 refrigerant used by the cooling system is scheduled for phase- out between 2010 and 2020 and will become significantly more expensive to recharge in the last few vears, of the rooftop units' useful life.. Steel CasingsDampers: The steel casing and accessories of the rooftop units appear to be in good condition, showing little rust. However, since their estimated life is about 15 years, significant repainting, damper seizure., and rust failures will likely occur in the next 5 years. Controls: Electronic circuit boards within the rooftop units typically start to fail within 10 to 12 years and are likely not available after 20 years. Significant controls problems and failures will likely occur iii the next 5 years requiring increased parts costs and proprietary maintenance service calls. Rooftop Ductwork: The rooftop ductwork is a mix of aluminum. galvanized steel, and stainless steel and is in fair condition (picture y4-18. -1.9, and -20). It appears many of the joints have cracked sealant, so moisture/mold may be growing in the insulation layer and rusting the inner duct. The roof blocks and fasteners and supports for the duct-Nvork are in poor condition and generally will need replacement in the next 5 years. Rooftop ductwork 8-3 also increases heat loss and reduces heating efficiency and should be eliminated if possible. Rooftop ductwork also makes it very difficult to access roof leaks and reroof the building. Rooftop Gas Piping: The existing gas piping is all milled steel with steel or cast iron fittings. The pipe is very rusty (pictures M-14 and N-4-17). Although the pipe will likely last another 20 years, it will be very, difficult to re -roof tinder the failing support blocks (Picture M-24). The piping should ultimately be reinstalled in the ceiling cavity (inside) or galvanized/ coated steel replacement pipe should be used. Split DX G'a's EJVO-I-ic U*njts The HVAC renovations completed by tenants in the year 2000 also installed a few indoor residential gas furnaces with rooftop compressor condenser units. The units installed were low cost 80P 6 to 90P *0 efficient gas furnaces with tubular aluminized steel heat exchangers with integral direct expansion refrigerant cooling evaporator sections. Similar cooling only units are provided for spot cooling of high heat output areas (pictures M-7, -11, and -31). The rooftop unit compressors/fans are connected to the indoor evaporator sections with annaftex foam insulated copper CCR refrigerant piping. Various unitar- y through -the -wall "window shakers" that are in very poor (likely inoperable) condition (picture M-25) are also evident for spot cooling Condition: The existing split D,-,,- gas electric -units are in fair condition. They typically have a 15 -year life and appear to be in their last 5 years of life. Their refrigerant likely will need recharge and controls upgraded before they are replaced. Gas flues also appear to have issues with a few remaining years of life. E,%batist Fa m, aild Heaters The exhaust fans appear to be mostly new as of the 2000 renovation. The fans are generally rooftop mushroom exhaust fans of aluminum construction (picture M-15). These types of mtL,,,Iiroom fans typically can have a 20- to 30 -year life and- therefore, should have another 10 to 15 years of life with proper maintenance. Some of the original swamp cooler and grease exhaust falls (pictures M-21 and M-22) for the kitchen appear to be operational still (inactive during Survey) but are in very poor rusty condition and should be replaced if still needed. Various electric heaters in fair condition are provided for freeze protection and spot heating (pictures M-5 and M-26). HVA('('outruPJs The existing controls are generally stand-alone programniable type thermostats (picture M-47) and appearto have been mostly new as of the 2000 renovation drawitigs.'I'lie progranintablethenuostats appear to have 7 -day -per -week time schedules and night setback capabilities and should remain fairly trouble free for another 10 to 15 years. A few older mechanical nonprograminable (mercury RM bulb) therniostats exist (picture XI -35) to serve the smaller units. Although these thermostats are 15 to 20 years old they likely will function for many more years. inteAer Ductivoi-k Interior supply and return ductwork appears to be mostly new as of the 2000 renovation and is in good condition (picture M-33). The older ductwork installed in earlier renovations and for the restaurant is in poor condition and should be replaced. The older ductwork appears to be full of dust and some of the sound lining was observed to be deteriorating. Some of the ductwork in the first floor lobby installed below the ceiling is damaged and unattractive because of the limited depth of ceiling cavity available (picture M-32). 8.3 P L LJ M B I N G" Phalibing Fi_-'aures and 1"ittings In public toilet rooms, fixtures are generally vitreous china that is in fair to good condition, having been upgraded over the years. Public toilet rooms appear to be ADA compliant. Urinals have battery -powered, infrared flush valves (picture M-28). Water closets have manual flush valves (picture M-29). Lavatories are self -rimming with mixing valve faucets (picture M-27). The restaurant., airline., and miscellaneous toilet rooms are a mixture of old and new fixtures and are generally in poor condition (pictures XI -46 and NI -48) and not ADA compliant. Domestic 'Jd I'Vaier The 3 -inch (105 psi) domestic water service originating in the old boiler room is copper with brass valves (picture M-38) and is in good condition with a few reported leaks mostly caused by freezing. The domestic water service appears to be missing a backflow preventer (cross connect violation) and has a single pressure regulating valve (picture M-43) that lacks the code -required relief downstream. Some existing galvanized steel piping in poor condition is evident in the older parts of the building but it is not clear if it is still active. Piping insulation is torn and missing in many locations and is in need of repair (picture TNI -34). Hose bibs serving the building exterior and other locations appear to be iii poor condition and need replacement. A sub meter is installed on the set -vice to the restaurant tenant water systems. Shock arrestors appear to be missing on most of the fixtures. causing water hammer. Doinestic NVater Healing The gas and electric water heaters appear to be mostly new as of the 2000 renovation drawings and are in fair to good condition. The gas heaters are generally 90°o efficient condensing type (picture 8-5 M-44) with a few 8000 efficient, gas instantaneous (picture M-50 and XI -16) and electric heaters ,serving outlying fixtures. Domestic water heaters ofthistype, typically have a 10- to 18 -year life and thus likely have 5 to 8 years of remaining life. Domestic water expansion tanks were provided per code for tanks in the 2000 renovation drawings. 'I'liese tanks are steel with bladders and likely near the end of their estimated life of 8 to 12 years. Domestic hot water systems are mostly copper with brass valves in fair condition with a few reported leaks. Thermostatic mixing valves (picture 111-45) appear to provide lower temperature water for public lavatories per code requirements. Hot water circulation pumps appear to be 2000 renovation vintage in fair condition. Since these small pumps typically have an 8- to 12 -year life they will likely need replacement soon. Piping insulation is torn and missing in many locations and is in need of repair. saaffilry Write and Vent 1111)Jnc� Most of the maiii waste piping is cast iron (picture N-1-36) iii good condition with a mixture of hub I and spigot and no hub joints. Branch piping and vent piping is a mixture of galvanized in poor condition and copper in fair condition. Some plastic waste and vent piping is present where repairs and renovations have taken place (picture M-37). Drains appear to be missing trap primers at many locations and that may be the source of sewer funies. Flat roofs drain via cast iron roof drains with cast iron grates (picture X1- 10). All roofs appear to overflow to lower roofs, or over the lip of the roof such that most roofs do not require overflow drains. Roof drain piping is mostly cast iron in fair to good condition with some galvanized noted on smaller roofs in poor condition. intelior Cyais P10110 System Gas piping (estimated 2.0 to 5 psi) is typically black steel with screwed joints inside the building. Pressure regulators with black steel vent piping are provided for indoor furnaces and water heaters. All indoor gas piping appears to be in good condition with no reported leaks. Indoor medium - pressure gas piping is normally routed in welded piping for public facilities. However., the existing airport piping is screwed steel that can leak eventually from thernial expansion/contraction at the screwed joints. M 8A FIRE SPRINKLER S'VSTEM The fire protection service entrance includes a 6 -inch main (picture M-41) (105 psi) (picture M-42) in fair condition with a newer approximately 3 -inch back1lo-,v preventer assembly that connects to the building distribution system (picture M-39). A 4 -inch Siamese pumper connection (FDC) (picture M-2) is located on the face of the building about 75 feet from the nearest fire hydrant. An alarm gong (picture M-3.) is located above the FDC. ilipim_,; ! Valves 'Hie distribution piping appears too small forthe available pressure and length of piping tothe most remote zone. The larger piping is generally painted steel with mechanical joint couplings (picture M-40) that shows evidence of leaking at the joints. The smaller piping is screwed black or galvanized steel (picture X-14)that also shows evidence of leaking at joints. Branch and main valves appear to have tamper switches as required by NFP A. Fire Sprinkler Ileads Heads within The terminal are a mixture of semi -recessed and exposed of varying vintages (picture M-30 and M-49). Heads generally are in good condition but appear to have lower hazard spacing than required by NEPA in the wood -framed building areas. External canopies and overhangs are generally served by dry sidewall heads from the wet fire sprinkler system. 8-7 I 9.1 P 0 W E R D I S`FR I B L"I'l 0 N S Y S T' E M Electrical power to the terminal building is routed underground from a pole located on the north side of West Washington Avenue to a pad -mounted switch in the north parking lot. From the s-Nvitch, power is routed underground to transformers at the terminal building and at the control tower. The terminal building is served from a 500kV_A pad -mounted utility transformer on the east side of the building. The main electrical switchboard is located outside in National Electrical Manufacturer's Association (NEMA) 3R free-standing enclosures against the east building wall. The main switchboard is rated for 2.500 amps at 208Y/120 Volt, 3 -Phase. It has a 2,,500 -amp main circuit breaker and distribution breakers feeding panelboards throughout the building. The main switchboard was installed in approximately 2000 and is in good condition with some minor rust on the enclosure exterior. All of the panelboards throughout the building were replaced in 2000. Older panels were abandoned in place most with the interiors removed. Some panels are located in outdoor enclosures on the roof, which is not ideal. The panels appeared to be in good to fair condition. Many of the feeder conduits are routed exposed on the roof supported on wooden blocks. There are outlets for electric vehicle charging located on wooden posts on the east end of the building (airside). 9 1 -Y POWr,,,,R SYSTEM , 2 E C E N Battery packs provide emergency lighting for the terminal building. There is no emergency. generator. 9.2.1 Lighti The exterior light fixtures are mostly fixtures with high-pressure sodium lamps and a few fluorescent fixtures. They are controlled by photocell. The apron lighting consists of building -mounted flood 9-1 lights and pole -mounted flood lights. Parking lot lighting consists Of pole-MOLInted architectural (round) high-pressure sodium fixtures on concrete poles. inteAer Lighting The light fixtures in the public spaces are a combination of recessed fluorescent troffers and surface - mounted fluorescent. Other areas have surface -mounted and pendant -mounted fluorescent wraparound and strip lights. The second floor has some recessed can lights and some custom fail/lights in the vacant restaurant. The fixtures are in fair shape. Many of the lenses are discolored from age. 9.2..2 Fire Ahlrm System. The existing fire alarm system is an addressable Simplex Grinnell 4100 fire alarm system. Pull stations are located at the exits and spcakerstrobes are located throughout the building. 'flie fire alarni system appears to be in good condition. 9.2.3 ("lock System There is no central clock system.,ill clocks are stand-alone battery operated. 9. 21.4 Sound/Paging, System There is an old speaker paging system with two amplifiers (one for inside, one for outside) with eight interior zone controls. This is generally acceptable. 9,2.5 'Felephone/Ralli System The telephone service to the building is all copper telephone wiring. Fiber optic cable service was installed from the terminal to the airport offices to provide orifi services to passengers. The phone system consists of 66 -type wiring blocks and patch panels. There is a digital Inter -Tel phone system with digital handsets in some areas. Several telephone closets are located throughout the building. Some of the old rotary analog handsets have been abandoned in place in the departure lobby. There are many television satellite discs located on the roof (Dish Network, Direct TV and others). Most appear abandoned. TSA has a Dell server rack located in one closet that was installed in 2009. 9-2 .i 0 P E 11 AIA 0 N S A S S 1* 4 **- S S N] E N 11IJ S UNI IIA RN This section examines how the various portions of the terminal building function in tarns of providing service to the travelling public. In reviewing specific functions, however, we also have the opportunity to assess more subjective components of the airport user's travel experience relating to the terminal facility. Issues such as architectural character., the presentation of community amenities., a sense of welcome to the community, and a sense of community pride are also important factors to consider when discussing the terminal facility. The current terminal at YKM leaves room for improvement with regard to these attributes as well as more objective customer service issues. During future expansion planning.. any design should consider the emotional. as well as functional, passenger experience the Airport Board wishes to provide for travelers using the terniiiial building. -10.1.1 Departures Process Given current levels of commercial service., there is an ample length of available curbside for passenger loading and unloading. 'the drive in front of the terminal offers frontage for easy loading and unloading from private vehicles, taxis, and buses and extends eastward beyond the terniiiial should terminal user demand exceed the covered frontage available. The curbside immediately in front ofthe terminal is covered providing passengers with shelter from inclement weather. However, the curbside width is somewhat narrow, and the north -of -building location tends to make the loading area a bit dark. The location of the concrete -clad steel columns that support the roof canopy overhead can interfere with the opening of passenger -side car doors along the curb. The vestibule at the main terniinal entrance is the only terminal enty- y on the curbside and serves both departing and arriving passengers., which can lead to congestion if departure and arrival traffic occur simultaneously. The ticket lobby is immediately inside the main terniiiial entrance. Given current levels of coniniercial service, the number of ticket counter positions is adequate to handle passenger volumes, although this area could become overcrowded during peak periods of operation wheil service improves. The orientation of the ticket counters (perpendicular to the curbside). the separated 10-1 physical location-, of airline ticket counters-, as well as the inadequate size of the passenger queuing areas pose significant challenges to efficient passenger processing and circulation, but the current Z:> low level of passenger volumes has kept these shortcomings from being major problems. The former travel agency customer service counter in the ticket lobby could contribute to circulation congestion 11'passenger volumes were higher. The amenity of a tra-,,,el-related tenant is a positive feature should it return., but the location should be reconsidered during future terminal planning efforts. The overall passenger processing flow diagram for the terminal is a product of the original small scale 1950 passenger terminal. Given the passenger demands in that era, the layout was efficient and properly scaled. Today's air passenger facility demands are far different. Significant increases in passenger volumes would bring this terminal to gridlock in a number of areas., such as the building entry, the ticketing queues, the ticket counters, and the circulation space comiecting these functions. Mrliae Ticliet Offlee (ATO) aiW Baggage Operations ATO space for Horizon Airlines and a future air carrier appear to be adequate for the immediate future. However, the physical separation of the ATO and baggage areas (as well as the ticket counters) is an inefficient configuration brought about by earlier decisions to expand the building in a cost efficient rather than functional manner. The Horizon Airlines outbound baggage handling area is currently undersized because of the addition of Transportation Security Administration (TSA) baggage screening operations in the makeup area. Baggage cart circulation is highly constrained, and the airline employee lockers and break area have no enclosed space. An air cargo operation coexists in the makeup room with a public entry and transaction counter opening off a small parking area west of the terminal building. Additional storage area for equipment would be useful. Currently. there is no food and beverage concession in the terminal building. There is a small, vacant space on the ground floor for a coffee./snack-type concession, and there is a vacant restaurant/lounge on the second floor. These concessions are both on the landside (non -secure) of the tenninal. and there are no provisions for airside (secure) concessions. Passengers would benefit from concessions, but the small volume of passenger traffic makes it difficult to support the expense of providing the service. An airside food and beverage concession, preferably with a view to airside- would be a big improvement to customer service if passenger volumes supported the investment. 10-2 — Public Services Public services include items such as restrooms, telephones., vending machines, automated teller machines (ATM's), and other conveniences provided for the passengers. The primary public restroonis in the main terminal are adequately sized., and have been renovated in recent years. Newer tenninal buildings typically include a small "family restroom" wherever men's and women's rooms are located. A family restroom is generally handicap -accessible and includes a baby -changing table. While this type of service may not be possible at the existing restroom location, it is an idea worth exploring should new restrooms be considered a-, part of future teniiiiial improvement,,,. A freestanding ATM machine is adjacent to the main entrance in the Ticket Lobby. However, there is no business center or location to send a fax or plug in a computer in the terminal. A small area with these provisions would provide in added level of service to the business traveler. The passenger security screening checkpoint is immediately adjacent to a ticket counter area. This results in a potential and unfortunate conflict between ticketing and checkpoint queuing lines. These lines., when concurrent.. contribute to overall congestion in the ticket lobby and the main circulation areas in the tion -secure portion of the terminal building. If future passenger levels or TSA screening requirements dictated a larger footprint for screening, the terminal would have to give tip gate lobby space to accommodate the increase. R.Bsenger Clate Lobby 4and Bolkrdin.e Area The passenger gate lobby and boarding area is south of the ticket lobby and adjacent to the aircraft apron at ground level. It was expanded during the 1997-2000 terminal rehabilitation project filling in the space between the two diagonal passenger circulation concourses that were added during the 1968 expansion project. Unfortunately this infill diminished the airside views from the restauratitilounge operation, one of the primary assets of the second -floor concession. The Airport could improve airside passenger set -vice by providing family restrooms-. food and beverage service-, sit-down counters for working on laptop computers-. or cafe -type tables and chairs in addition to the traditional gate lobby seating. 10A.2 Arrivals Process Arrivals Area Upon exiting their aircraft, passengers enter the terminal by way of one of five arrival/departure gates. Once inside the gate lobby., they can proceed to the airside exit doors adjacent to the passenger 10-3 security checkpoint. These doors allow passage into the Ticket Lobby space. which connects to the rental car counters and the baggage claim lobby beyond. The limited size of the Ticket Lobby space and the arrangement of functions requiring queuing in a main circulation area causes this space to become quite crowded when there are many passengers and meeter/greeters. Ila uoaoe (1ahri/Reittal C'ars vt, The Baggage Claim and Rental Car area functions adequately today because of the small volume of users it serves. Should, as in times past, two or three air carriers serve the terminal, this area Would be too small for the number of arriving passengers during peak periods. In addition, the single bag slide would be unable to handle more than one arriving flight at a time. The rental car counters would also be congested., because the queuing area would become congested during peak periods with passengers circulating through to bag claim for their baggage. Public 'ger-vices Currently, there are small restrooms near the baggage claim area- however, these restrooms are not along the path of travel for arriving passengers and are difficult to locate. Larger restrooms visible from the bag claim area would be preferable. Z:> A number of other items in and around the baggage claim area that would improve passenger service include baggage trolleys., seating, and a visitor's welcome/infort-nation desk. rriea Curb See earlier discussion on departures process. The curbside has adequate length for the passenger volumes encountered and is largely covered to keep passengers protected from the weather. As was noted with the departures curb., the columns supporting the roof canopy are positioned very close to the drive, and pose a hazard to passenger -side car doors. 10A.3 Bur ldin gSenice s The terminal building operates for the most part as a stand-alone facility without dependence on centralized City or County services for daily operations. Relative to services that the building requires on-site for daily operations (mechanical, electrical, communication., elevator rooms, etc.), the terminal has all the functions that it presently requires. However., any future expansions must revisit the issue of fire protection with an eye to present code requirement-, for fire sprinklers and anticipated facility size. While observing that the terminal has existing support spaces for utilities and services., these spaces are in sonic cases undersized because of incremental growth of demand or addition of new equipment over time. Relocation and/or resizing of spaces are deemed prudent if and when conceptual design for a facility expansion begins. TSA -required facility security systems include an Access Control and Monitoring System that monitors doors and fences along the Airport Operations Perimeter. The operating system and software for these functions are housed in the Airport Administration Offices. Approved airport personnel are issued badges that allow access via card readers at each door or gate. 10.1 .4 Administrative Services The Airport Administrative Offices are adjacent to the airfield. The space contains a reception area, small conference room, and offices for airport management. Generally, the office space appears to be adequate for its current use. There is no Emergency Communications Command Center at the airport. Emergency events are managed from County offices downtown. There is no Airport Police Office at the airport. Police services are assigned from Police Department Offices downtown. Neither of these services was mentioned by staff as being deficient. 10-5 10-6 A 1*,**, 1, 0 0 R P Id A N S A-1 PAZ. a .. . . ............. - .am A-1 A.2 TERM-INAL AREA P'LAN m F- ay ay . - A-3 A.4 TERM-INAL PLAN FLOOR I ........... . ..... i ............ ................ ................. ............ .......... ................. ................. ......... ........... ................. ................. ............ . ................. ........ A-4. Wrialm C*44s' e ................................................................................................. . ............................. ............ A-5 A.6 TERM-INAL PLAN sot.. -m ROOF .......... m m A. 7 TE It M I N A 1,,F 13'1 i A N 111's" 0 11' F H It 0 0 F ................................................................... ......... . .......................... . ....... ................ . . ................. ....... . .............. ........... ..................... ............................................ ........... : ............................... ..... . .. . . . .... .................... . ............ . ................... .. ....... . ....... . ............................................................................................ . ... . : . .................................................................................................................................................................... . A-7 m B INVENTORY PI 101" 0 S B 4 w I S'll R L;: Cl` LJ R A L S Y S'*I*'E M S S-1: Cracked and deteriorated mortar joints in exterior S-2: Deteriorated caulking at exterior face brick veneer brick veneer B-1 r. . .. . . ... . . . . . .......... S-5: Water damage in fascia and overhanging soffit S-6: Water damage at end of exposed roof beam S-7: Rooftop mechanical equipment B-2 S-8: Roof top mechanical equipment S-9: Separation in overhang roof at building parapet B-3 13. 2 A R C 111 T E (-Ftl -RAL SYSTEMS ..... ...... . ..... ..... ............... . . . .. ...... ............. . . .. .................. . . . . . . .. .... . .. . .. . .. . . . ....... ........... .. .. .. . .. .... A-1: Air cargo office ... .......... A-2: Departures curb A-3: Covered curbside B-4 A-4: Arrivals curb A-5: Electrical service entry A-6: Baggage claim entry A-7: Inbound baggage area A-8: Outbound baggage makeup access (inactive) B-5 19 91 A-9: Portable aircraft loading stair I IM A-10: Airside gate lobby access to apron q-11: Airside, gate lobby access to apron B-6 A-12: Airside exterior courtyard for staging ground service equipment A-13: Airside exterior courtyard for staging ground service equipment A-14: Alaska Airlines outbound make-up access A-15: Roof adjacent restaurant space . ......... ................ ...... :::..= : .... . . . . . . ..... ....... . ............. ­­ ..... ............. ................... . ....... .......... ......... . ...... __ ............ ................ ................ A-16: Roof adjacent restaurant space B-7 A-17: Exterior deck adjacent lounge A-18: Former airport traffic control tower (ATCT) adjacent roof level S M I B-8 A-20: Roof -mounted mechanical equipment of various vintages ....... ....... . A-21: Terminal building main entry . ... ..... .. ............ I I A-22: Hotel/transportation services phone station A-23: Rental car and airline ticket counters (airline A-24: TSA passenger checkpoint and gate lobby counter inactive) landside exit) B-9 ........... ... ....... .............. ... .. . . . ........... . ................................................ A-25: Travel agency counter and offices (inactive) .......... ....... ..... ... . A-28: Ticket lobby seating IM A-27: Alaska ticket counter A-29: Exposed ductwork in ticket lobby ceiling A-30: Foocl/drink- concession (inactive) A-31: Access to public restrooms and drinking fountain A-32: Rental car counters B-11 I A-33: Inbound baggage claim slide A-34: Baggage claim lobby A-35: Horizon ATO access to ticket counters IM A-36: Horizon ticket counter baggage belt entering the makeup area ......... . . .. . .. . .. ... .... . . . . . . .... . -, .. ..... . . ........... �W. . . ....... fill ............ 06 w ......... . ........ . . ... A-37: TSA outbound baggage screening operation ..... ..... ...... ........ . . . ..... .... ...... . . ................... ............... 4::::::: . . .. .... A-39: Horizon air cargo staging area A-38: Horizon staff lockers and break area A-40: Horizon outbound baggage makeup area B-13 A-41: Alaska air cargo transaction counter A-42: Alaska refrigerator and ice machine in makeup area A-43: Airside gate lobby IM A-44: Level 2 banquet/board room .......... ..- ........... . ........... ... . ...... . ... . .. maim A-46: Lounge deck (inactive) 4-47: Restaurant space (inactive) A-48: Restaurant commercial kitchen (inactive) B-15 A-49: Office space in fon-ner ATCT A-50: Farmer ATCT cab (inactive) IM 13. 3 N-1 E C " A N -1 C A 1, S Y Al S . ...................... ............................ ................ ............................... ........................... . .. .. .. .. .. .. .. . .. . .. .. .. .. .. . . ....... . ............. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . . ... .............. . . . . . . . ........ . . .. . . .. . .. .. .. . . . ................. . ... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. . ... M-2: Fire Department siamese pumper hose connection M-3: Electric fire alarm gong at front drive M-4: Typical fire sprinkler head B-17 I M-5: Typical electric heater M-6: Parking drainage cleanout M-7: T- ypical tenant split AC condensing unit IM A .......... . M-9: Fire hydrant at entry drive ............................. .................. ........................... ... ..... . .. .. ..... ... ......... ...... ... ....... . ...... ....... .. ................ .... m h{1-11: Split cooling unit condenser M-12: Gravity relief integral to rooftop unit B-19 M-13: Typical rooftop ductwork- M-14: Rusty milled steel rooftop gas piping M- 15: Aluminum mushroom roof exhaust fan M M-16: 80% efficient instantaneous gas water heater M-17: Rusty mild steel rooftop gas piping M -18: Typical galvanized steel rooftop ductwork - M-19: Galvanized steel rooftop ductwork - M -20: Double wall galvanized rooftop ductwork B-21 M-21: Abandoned swamp cooler fan 7Vq . . ............ . ............ . .......... . M-22: Kitchen grease hood exhaust fan ... ........ ....... . . . ..... ..... .. . ............ ...... . ....... ...... . . . . . . . . . . . ...... . . . . . . . ... ...... ............. .............. .................... .......... . . . . . ... .... ............. . . . . . . . . . . . . ....... . . . . . . . . . . . . . . . . ...... ............. "`M-23 intentionally sklyped. IEM M-26: Typical wall heater . . ................ ...... . ....... .. ..... ...... ........... ...... ... M-27: Renovated self -rimming lavatories//nixing faucet M-28: Flush valve urinals — one at ADA height M-29: Manual flush valves on water closets B-23 M-30: Exposed fire sprinkler head M -3 1: Semi -recessed fire sprinkler head M-32: Ductwork- below ceiling - IM M-33: Year 2000 renovation diff -users M-34: Nfissing, domestic water pipe insulation M-36: Cast iron hub and spigot waste piping M-35: Typical wall mounted thermostat M-37: Plastic waste and vent piping repairs B-25 M-38: Copper domestic water with brass valves OWN 161" M-40: Fire sprinkler pipe with mechanical joints OW M-39: Fire service main building backflow preventer M-41: Fire sprinkler service entrance transition M-42: Fire water service pressure = 105 psi static M-44: Newer 900% efficient condensing water heater M-43: Main domestic water regulator without relief M-45: Domestic water thermostatic mixing valve B-27 M-46: Kitchen plumbing fixture in poor condition M-47: Typical newer electronic thermostat RRIMITOMMM, 1IM PPq M-49: Exposed fire sprinklers below ceiling M-50: Gas instantaneous domestic water heater•. B-29 13. 4 E 14 F� CT R I CA 1, S -Y S I'E M S E-1: Apron lighting B-30 E-2: Apron lighting w i3 . . . . . . . . .. .. ..... ...... . ......... . . . . ........... . .. . .......... . . E-4: Electrical telephone closet ............ ........ . . . . . . . ... . ........ .. .. .. . .. . . ........... ............. .............. ................................ . .................. .......... ........ ..................... ............ E-5: Fire alarm panel E-6: Interior lighting E-8: Roof panels and conduit routing B-31 a E-9: Sound system E-11: Telephone handset B-32 E-10: Telephone closet : ...... . ..... E-13: Under canopy lighting E-14-. Utility pfimai�! switch and telephone pedestal B-33 ?>� 2 \ � @J' � [ � ) . q:/\ i\ % � �© � \\3«,\ . \� � ` � ƒ. : a �k / � $ /� � \ \ « � 1.0 Introduction 1-1 1.1 Background 1-1 1.2 Purpose and Scope 1-1 2.0 Pavement Condition Evaluation 2-1 2.1 Approach 2-1 2.2 Pavement Inventory 2-1 2.3 Pavement Network Definition 2-2 2.4 Pavement Evaluation 2-3 2.5 Pavement Condition 2-4 3.0 Pavement Maintenance and Rehabilitation Program 3-1 3.1 Analysis Approach 3-1 3.2 Analysis Results 3-3 4.0 Closure and Limitations 4-1 4.1 Closure 4-1 4.2 Limitations 4-1 5.0 References 5-1 Figure 1-1: Airport Layout 1-3 Figure 2-1: Yakima Air Terminal Pavement Inventory 2-2 Figure 2-2: Conditions of All Yakima Air Terminal Pavements 2-4 Figure 2-3: Network Definition Map 2-5 Figure 2-4: Pavement Work History '.-\lap 2-7 Figure 2-5: Pavement Condition Index 1\4ap 2-9 Figure 3-1: 2011 Capital Improvement Plan Map 3-11 Table 2-1: Network Level Sampling Criteria 2-3 Table 2-2: 2011 Pavement Condition Evaluation Results 2-11 Table 3-1: Critical PCI Values for Pavement Types at Yakima Airport 3-2 Table 3-2: 2013 Localized Preventative Maintenance Program 3-5 Table 3-3: 6 -Year CIP with Constrained Budget 3-8 I Appendix A: Causes of Pavement Distress Appendix B: Selected Photographs Appendix C: Inspection Reports Appendix D: Local Preventive Maintenance Policies and Base Year Unit Cost Tables Appendix E: Sample Monthly Drive-By Inspection Form lfi U I IT NTROD-LIC"TION 1.1 BAC". .I Yakima Air Tenninall"McAl lister Field (YKM) is located in the City of Yakima, Washington. The airport layout is shown on Figure 1-1. YKM is classified as a commercial service airport in the Federal Aviation Administration (FAA) National Plan of Integrated Airport Systems (NPIAS). The airport is owned by the City of Yakima. YKM has a 7.,604—foot-long by 150 -foot -wide runway (09-27). a 3,835 -foot -long by 150 -foot - wide runway (04-22), taxiways., aprons., parking lots, and an on -airport perimeter road. These pavements are a mixture of asphalt and concrete. The runway pavements, parallel taxiways., and interior aprons are included in the Washington Airport Pavement Management System (APNIS) compiled by the Washington State Department of Transportation (WSDOT) Aviation Division. The principal objective of the APTIVIS is to assess the relative condition of selected airport pavements in Washington Stile. Applied Pavement Technology evaluated the condition of the YKM pavements that are part of the APMS in the 2005 Pavement Management Program. URS is developing this pavement management plan in conjunction with updating the YKINI Airport Master Plan and the Airport Layout Plan. The results will be used to update the state APHIS, as well as to develop the airport's CIP. The pavement management plan will address all pavements, including those that were not part of the APHIS but that the airport has a responsibility to maintain and operate. 'this report presents the results of the Pavement Condition Index (PCI) evaluation and the pavement management plan. 1 1.2 PURPOSE AAD SCOPE The purpose of the pavement management task is to evaluate the condition of YKM airfield and landside pavements and to guide the airport in establishing a comprehensive Pavement management plan. To achieve these objectives, the following tasks were completed: Z:> Data Review: t'TRS reviewed previous pavement management reports and construction drawings to identify new construction and Pavement maintenance projects (pavement design, type, and history) in MicroPAVERTM. Based on the historical inforniation, a 1-1 pavement inventory and pavement maps were developed to serve as the basis for the pavement management plan. Pavement Condition Sin URS RS perfornied visual pavement surveys in November 2011 to record the condition of the pavements in order to identify signs of pavement distress. XIicroPAVERTm Database Update: t.TRS entered the pavement condition data into the MicroPAVER,rm database (first developed by WSDOT) to compute PCI values for each pavement section. Pavement Condition Evaluation: Based on the PCI values, URS described the existing pavement condition and estimated remaining life of the pavement. Pavement Management Program Update: URS updated the airport's pavement management program to include all of the pavements, for which the Airport Board is responsible. Chapter 2 summarizes the work completed., results obtained., and the conclusions made. 1-2 ................ .... ...... ..... .... . ................ ................. . . ........ x. ...... ........ ....... ............ ...... . . . ..... . . . . . .... . .. ... . . ............................ Ok+ i Ant 4+1 P. .. ...... .... ........... 4x v .... .............. ... . ... .. . ... ....... . . .. . .. ... • ..... ..... ...... . ..... .. xp, . ... ........ . . .. . ....... ......• .. . ....... . ........ . .. . .... . .. .. ... ... . . ................ .... ...... ..... .... . ................ ................. . . ........ x. ...... ........ ....... ............ ...... . . . ..... . . . . . .... . .. ... . . ............................ Ok+ i Ant 4+1 .. ...... .... ........... .... .............. ... . ... .. . ... ....... . . .. . .. ... ..... ..... ...... . ..... .. . ... ........ . . .. .. . ....... . ........ . .. . .... . .. .. ... ... . . A ......... .... . . .. ..... . ....... . .. ........ ... .... . ... .. . .. . .. . ..... • ... .. . ..... .. .. . . .... . ... . . .. . + + .... . . . . .. ..... .. .. ... ............ ...... . . . ..... . . . . . .... . .. ... . . ............................ ... . . .. .. ... .. ...... .... ........... .... .............. ... . ... .. . ... ....... . . .. . .. ... ..... ..... . ... ........ . . .. . .... . .. .. ... ... . . ......... .... . . .. ..... . ....... . .. ........ ... .... . ... .. . ... .. . ..... .. .. . . .... . . . . .. ..... .. .. ... ......... . . ... .... . .... .... . ................ .... . .. .... ... . ... . .. . ..... .... ... ......... . ...... . ........... . .... ............... .. .... .. . ...... . .. .. . . .... . . ... . . . . . . . . . .... . . . . . . . . . ... ........ .... ........... . . . . . . . . . .. .... . . . . . .. . . . ............ Fp .... .. . . ..... ... ....... . .. 300 0 300 800 . . .... . .... . • . .. .. ... .... SCAI IN FEET o R9VMW omm—wa muff YAKIMA AIR71MNALMACALUBTER FELD ms AMMUMMMAN 2011 AIRPORT LAYOUT FIG 1-1 N T RWEMENTCOND111ON EVALUX-TION To develop a comprehensive pavement management plan, the construction and maintenance history of each section of pavement must be documented and current conditions verified. In 2005, a pavement condition evaluation report was prepared and a pavement management program for the runways, taxiways, and aprons was established as part of the WSDOT Aviation Division's APHIS update. 'Ibis report evaluates the pavement condition of the run,",ays, taxiways., and aprons that were part of the WSDOT APHIS study as well as the perimeter road, auto parking lots, and roads that were not in the APNIS but that are the responsibility of the airport. The condition evaluation approach, pavement inventory, evaluation., and pavement condition index that results from the evaluation are presented in this chapter. 2A APPROACH URS visually evaluated the pavement condition using the PCI procedure, as described in ASTM D5340-11 and FAA Advisory Circular AC 150/5380-613: Guidelines and Procedures far Maintenance ofAitportPai7enients. 2.2 PAVEMENTINVEN'YORY As stated., the pavement inventory includes all pavements for which the City of Yaldma has responsibility. Part of the pavement evaluation process involves updating the work history on current pavement sections. However., for this report., the only engineering record plan-, and reports available were the plans from the 2011 Runway 9-27 overlay project. Therefore, no work- history is provided on any of the additional aprons or landside pavement,-,. All previous pavement data shown on the graphs and charts is taken from the pavement condition survey completed in 2005. WSDOT provided a copy of the NlicroPAVER"'m database developed for the 2005 pavement management plan to serve as the basis for this plan. URS updated the database through a new pavement evaluation after surveying both portland cement concrete (PCC) and asphalt cement concrete (AC). Approximately 5.,573,055 square feet of pavement is included in this pavement management plan. Figure 2-1 shows the function and area of the pavements surveyed for this plan. 2-1 2,000,000.00 1,800,000.00 1,600,000.00 1,400,000.00 1,200,000.00 1,000,000.00 800,000m 600,000.00 400,000.00 200,000.00 0.00 Figure 2-1.- Yaldma.kh, Terminal Pavemput Iii-i-entory 2.3' P,.-kVEMENT NETWORK DEFINITION The pavements considered are all part of the same pavement network. Yakima Air Terminal Pavements. Using the updated pavement inventory described in Section 2.2 all pavements were divided into branches., sections, and sample units in accordance with the pavement condition evaluation guidelines set forth in AC 150/5380-613 and ASTNM D5430, as follows: Branch: A branch is a part of a pavement system that serves a single function, i.e., runway, taxiway, apron, or parking lot. Section: A section is a portion of a branch that has conunon characteristics such as, pavement cross-section., age., traffic level, or the overall condition of the pavement. 2-2 Sample Unit: A sample unit is a portion of a Section. Sections are divided into sample units for the purpose of conducting the pavement inspection and condition assessment. Sample units are divided such that each is about 5,000 square feet. Figure 2-3 shows the branches divided into sections, and sample louts. This figure also shows the labels assigned to individual pavement used in the MicroPAVERTM database. Pavements were inspected in accordance with the PCI and pavement inspection procedure presented in AC 15015380-6B and ASTM D5430. The PCI rating, which ranges from 0 to 100, represents a numerical presentation of the overall pavement condition. A PCI of 100 represents a pavement in excellent condition while a 0 PCI is a pavement that has failed. The PCI for a pavement section is calculated based on visual observations of the condition of the pavement and does not provide a true measure of structural capacity. The procedure relies on the inspection of pavement to identify the distress type, severity, and density. The PCI value of the inspected sample is calculated using deduct value charts based on the distress type, severity, and density observed. The observed pavement distresses provide a means to evaluate the condition of the pavement and to determine the cause of pavement deterioration, while the computed PCI helps track the performance of the pavement over time. Common types of distress in PCC and AC pavements and their probable causes are summarized in Tables A-1 and A-2, of Appendix A. URS visually inspected the pavement sections shown in during a site visit on November 14 through 16, 2011. The network definition map was updated based on Table 2-1. Network r lie -Tel Sampling Criteria our field observations. Representative sample units were selected at random for PCI inspection. The number of samples selected was based on section level sampling criteria in accordance with ASTM D5430, as summarized in Table 2-1. Figure 2-4 shows the existing sections and construction dates for the pavements at YKM. Selected photographs taken during the 2011 pavement condition inspection are presented in Appendix B. URS recorded the observed distress data from this inspection and entered it into 2-3 Mn. leo. of Units No. of Sample Units in Section Inspected ( (n) 1-5 Plb 6-10 2% 11-15 Plr 16-40 4% 40+ 1 % Figure 2-4 shows the existing sections and construction dates for the pavements at YKM. Selected photographs taken during the 2011 pavement condition inspection are presented in Appendix B. URS recorded the observed distress data from this inspection and entered it into 2-3 the MicroPAVERTm database that also contained inspection data from the 2005 pavement update conducted by WSDOT. The combined database was used to forecast pavement conditions for the 2011 pavement management plan. Refer to Appendix C for inspection reports. 2.5 PAVEMENTCONDITI(M Using MicroPAVER software and the data collected from the pavement inspections, URS evaluated the PCI values of each pavement section. Figure 2-5 geographically depicts the condition of all pavements. Table 2-2 provides a summary of the results of the pavement condition evaluation showing observed pavement conditions and the computed PCI values. URS evaluated future performance of the pavements using typical performance trends established for airport and roadway pavements in the XficroPAVT-, RTM software. Figure 2-2 shows the PCI ratings for combined square footages of all YKNI pavements. Colors correspond to the PCI ratings seen on the Figure 2-5. E Rehabilitation Reconstruction 1, SOO, 000. (XI 1'OjOjW)0A:X) 500,000,00 Preventive Maintenance 4 0 ................... 0 W .................... ................... Fided(O-10) Serious(.11- Very Pool Poor (41-55) Fair (56-M) Salisfaloi*v Good (86 5) (2 6 - 10) (71-85.1 100) I'Igtlre 2-21: (-'onditiows ol'All Yakinm A -Ir 'Ferininal llin.einvnb, W - Z -i 'cma m m :.' 1 is m « m + c m m - '. t f17 .s t/f+ _ I a k a Qt -t fry VA 'mXIft •! * «t t . �, tw.i«!...._•- - 4 w - _�:. a .: ass 771 . .. ...... i _ awi � F ------ ---- ----------- L & rM (i o �' Mq _ <� 4�. w ..: ® w'., • •wr.•_vn•,�wrv.,.,v�•_n,mn ---- Y ------ j.e ---------------------- S{ « J v—�r 4 •«� r: t m « y Z u IV I w cxcE Ncx AT Pu—Lam, iF warowr oNom 2-G m I U�l WE MM 04 ON Ell pq mm, M awl" wa P* WIN own" IN" TWO A"Ill Hill Eno@" In 0 an INS ma mmop ON on mm IBM ME ---=am 'TO BE VERIFIED I no S11 PAVEMENT CONDITION INM m REPAIR im LEGEND 85 PREVENTIVE MAINTENANCE BRANCH NAME SECTION NUMR BE 55 MAJOR REHABUTATION 10 2011 PC[ VALUE 3w a 300 am 25 RECONSTRUCTION RI8AD-01 (106) ----Af"om 10 ............ SOME IN FEET d il ReAMM COMAW MA&TE YAMMAAIR TERFARALMOALLIWMR FIELD Arom9m, JumpowmAmRPL" 36saom 2011 PAVEMENT CONDITION I . . ..... INDEXMAP SKETHUMBm FIG 2-5 W.Me MWE: jcmcwDff+. I i I I I I' - 3w 1 �,�mn 2-10 'F Ik b le 2-..2; 2011 Ila N,em en t Con d i t ion E� va I ua t i on Re Its BrancW Branch Name Section Surface Type Section Area (80DaW Last Construction 2011 PCI Rating Loa& % Distress Due to Climate/ Durability' Othero Distress Types FED E1 Alligator Cracking, Weathering, AlligatorAC A0 I YK APRON 55,399 6/1004 34 48 Longitudinal,'Tran-sverse Cracking Weathering, ACAPYK APRON CAP 0I AC 21817 913/1942 22 0 100 0 Longitudinal/Transverse Cracking, RAMP -Utility Patch APRON - Weathering,ACENTY CENTRAL AAC 75378 9/311987 62 lon Longitudinal/Transverse Cracking RAMP Weathering, ACUBYK APRON CUB (A AC 13.897 9/li,2(--X)2 45 1 Longitudinal/Transverse Cracking, RAMP Block Cracking Weathering, ACUBYK APRON CUB A 0 2 AAC 13,655 9/1/22002 47 1 t rt 7 (1 Longitudinal/Transverse Cracking Block Cracking Weathering, ACUBYK APRON CUB (6 AC 6,8 52 9/ V2 0)2 60 100 Longitudinal/Transverse Cracking, RAMP Block Cracking APRON Patchino, Alligator Cracking, Joint ACUSTYK CUSTOMS (A Ac' 22,649 61/1919 63 0 100 Reflection Cracking, and Block RAMP Cracking APRON LongitudinaliTransverse Cracking, ADEM K DECOTO RAMP (A AC 78,139 9i31I987 44 34 66 Block Cracking, Alligator Cracking Ing 19 2-11 Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coigflniuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types A,EASTYK APRON EAST 01 AC 79,748 9.311984 48 1ti0 0 Alligator Cracking, Weathering,, RAMP LongitudinalTransverse Cracking APRON HOLD Feathering, AHLD27YK 27 (A AAC 18,573 9/111988 63 100 0 Longitudinal/Transverse Cracking APRON Weathering, AMCYK MCALLISTER (A AC 59,613 9/3/1987 55 is 1 On Longitudinal/Transverse Cracking, RAMP Utilitv Patch NORTHWEST Weathering, AN-WYK HANGAR 01 AC 21,032 1/11,12011 68 100 Longitudinal/Transverse Cracking, APRONS Patching NORTHWEST Weathering, ANAVYK HANGAR 02 AAC 11.132 1 /111/2011 45 66 34 0 Longituclinal,/Transverse Cracking, -APRONS Patching NORTHWEST Alligator Cracking Weathering, .ANWYK HANGAR 01 AAC 54.(XX) 1/1/1950 64 28 72 - . Longitudinali7ran-sverse Cracking APRONS NORTHWEST Weathering, ANWYK HANGAR 04 AAC 95.330 111/1950 72 1t n 0 Longitudinal/Transverse Cracking APRONS SOUTHEAST ASEYK HANGAR (A AAC 6('000 1/l/1950 t a 83 17 Alligator Cracking, Raveling APRON ASEYK SOUTHEAST HANGAR 02 AAC 60,800 I/1/1950 10i s t t d 7 None APRON MK Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Omflnmvd) 2-13 % Distress Due to Section Last 2011 Surface Area Construction PCI Climate/ Branch' Branch Name Section Type' (sl} DaW Rating Load' Durahility5 Otheifi Distress Types Joint Seal Damage. Corner Spalling, ATCHLDYK TAXIWAY C (A AC 31.817 9/3/1942 78 0 100 Joint Spalling, Comer Spalling. HOLD APRON Large PatchUtility, and Small Patch ATCHLDYK TAXIWAY C C)2 AAC 1,863 9/11995 100 07 0 0 Patching HOLD APRON APRON Joint Seal Damage, Corner Spalling, ATERMYK TERIVIINIAL ()I PCC 10 3,513 9! 1967 60 26 21 53 Shattered Slab, Popouts, and Joint RAI\,IP Spalling APRON Weathering, Block Cracking, TERTNUNIAL (Y2 AC 57,111 9/3/1998 25 27 73 0g' Cracking RAND,ATER-MYK APRON Weathering, ATERMYK TERIMINAL 03 AAC 65,820 9!3/'1988 54 0 100 Longitudinal/Transverse Cracking RAMP APRON Weathering, ATERTNIYK TERIVIINIAL 04 AC 86,038 9/3/1998 58 0 100 Longitudinal,Transverse Cracking RANT APRON k' Block Crack , Weatheri Ing ng, ATERMYK TER-1vff NAL RANIP 05 AAC 20,783 9/l/1988 32 100 LongitudinaliTransverse Cracking APRON WEST Weathering, AINTESTYK RANT (A AC 1-58,764 9/3/1984 SO 100 LongitudinaliTransverse Cracking BP09YK RWY 09 END 01 AAC 31300 111 1950 66 100 Weathering, Block Cracking, BLAST PAD , Longitudinal/Transverse Cracking BP27YK RWY 27 END (-)I AAC 31.,300 1111/1951) 60 101) Weathering, Block Cracking BLAST PAD 2-13 Table 2-2, 2011 Pavenivn# Condition Evaluation Resuics (Conflniuvd) 2-14 % Distress Due to Section Last 2011 Surface Area Construction PCI Climate/ Branch' Branch Name Section Type' (sl} DaW Rating Load' Durability' Otheifi Distress Types EAST Utility Patching, Weathering, PLEYK PARKING M AAC 34.,(0) 1111/195f) 6(--) 58 24 18 Longitudinal/Tran-,verse Cracking, LOTS Alligator Cracking Weathering, PLNTWYK NINTPARKINIG (-)I AAC 91,330 111'1950 88 100 Longitudinal,'Transverse Cracking, LOTS Alligator Cracking NW PARKING 19 Alligator Cracking, Raveling, PLI\RVYK LOTS t72 AAC 34,800 U11950 56 5 LongitudinaliTransverse Cracking PL-NWj'K NW PARKING 03 AAC 43,190 1/1/195(-) 1 DO Weathering, LOTS Longitudinal,'Transverse Cracking. NMV PARKING Weathering, PLNWYK LOTS 04 AAC 4,980 V111950 98 0 100 0 Longitudinalt7ransverse Cracking -NINTPARKING Weathering, PLN-AVYK LOTS 05 AAC 12,130 1111/19so I (A) 0 Longitudinal/Transverse Cracking. NORTH Weathering, PLNYK PARKING (A AAC 30,445 1/1195o 100 0 0 0 Longitudinal/Transverse Cracking. LOTS NORTH Alligator Cracking, Weathering, PLNYK PARKING 02 AAC 27,300 1/11950 100 0 Longitudinal/Tran-,verse Cracking LOTS NORTH Weathering, PLNYK PARKING 03 AAC 35,500 U111950 36 47 32 21 Longitudinal./Transverse Cracking. LOTS 2-14 Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coigflniuvd) % Distress Due to Section Last 2011 Surface Area Construction PCI Climate/ Branch' Branch Name Section Type' (sl} DaW Rating Load' Durability' Otheifi Distress Types NORTH Weathering, PLNYK PAR -KING 04 AAC 13,410 1/1/1950 72 96 4 LongitudinalTransverse Cracki in& LOTS I NORTH Inspection HasTotBeen PLNYK PARKING 05 AAC 53,34()Pli'195() 100 0 0 Completed. LOTS TERMINAL Weathering, PLTERMYK PARKING ()I AAC 722,000 1/11950 66 0 100 0 Longitudinal/Transverse Cracking LOT Block Cracking EAST PREASTYK PERI-WiTER()I AAC 74,()O() Pli'195() 100 0 0 0 None ROAD NE PRNFE Y K PERI'-.-vffi'TER ()I AAC 15,390 1/11/1950 1 DO 0 0 ti None ROAD N -W Block Crack-m*g, Weathering, PRNWYK PERI -METER 01 AAC 61,272 I!lt'1950 86 0 100 Longitudinal/Transverse Crackm"g ROAD WEST Alligator Cracking, Weathering, PRWESTYK PERIMETER 0I AAC 19,680 1/1/1950 57 67 33 Longitudinal,Transverse Cracking ROAD RUNRATAY -2 Raveling, LongitudinaL'Fransverse R04YK 04r--" 01A AAC 6-2,748 9/1/1986 4 100 Cracking R04YK RUNAVAY 0113 AAC (52,116 9/1/1986 24 100 Raveling_ Longitudinal/Transverse 04/22 Cracking Table 2-2, 2011 Pavenivn# Condition Evaluation Resuics (Coigflnuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types R04YK RUNWAY 01C AAC 60,858 9!1/1986 32 100 Raveling, Longitudinal./Transverse . 04122 Cracking R()4YK RUTNAVAY 02A AAC 9/11986 27 100 0 Raveling, Longitudinal/Transverse 04/22 -59,364 Cracking R04YK RUNAVAY 02B AAC 63,970 9/111986 —2 3 100 Raveling, Longitudinal/Transverse 04122 Cracking RUNAVAY Raveling, Longitudinal/Transverse R04YK 04/22 02C AAC 64,477 9/1A986 21 1 (K) Cracking RUNWAY Raveling, LongitudinaVrransverse R04YK 04/22 03A AAC 3,868 9/1 A 995 7-5 0 100 Cracking RUNWAY Raveling, Longitudinal,,Transverse R04YK 04/22 0313 AAC 3,491 9/1/1995 75 1 Cracking R04YK RUNWAY 03C AAC 3,718 91/1995 75 0 100 Raveling, Longitudinal/Transverse 04/221 Cracking R04YK RUNAVAY 04A AAC 15,163 9/1,1986 3 5 1 Raveling, Longitudinal/Transverse () 4 1 n--') Cracking R04YK RUNWAY 04B AAC 14,900 9!1/1986 35 100 Raveling, Longitudinal./Transverse . 04122 Cracking R()4YK RUNAVAY 04C AAC 14,862 9/11986 29 100 0 Raveling, Longitudinal/Transverse 04/22 Cracking R(AYK RUNTWAY 05A AAC 4,874 911986 2) 6 100 0 Raveling, LongitudinaliTransverse a4/22 Cracking RUNTAVAY Raveling. Longitudinal/'Transverse(4'22 R(AYK 0-513 AAC 4,729 9/11986 26 1 o Cracking 2-16 Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coigflniuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types RUNIATAY R04YK (i4''2 05C AAC 4�587 9/1/1986 26 100 Raveling, LongitudinaVrransverse Cracking RUNWAY Raveling, Longitudinal!Transverse /Transverse R04YK 06A AAC 3-5,419 9!V1986 27 0 1 (1) 04,122 Cracking, Patching. RUNWAY Raveling, Longitudinal/Transverse R04YK 04/22 06B AAC 33,646 9!11!1986 28 0 100 Cracking, Patching RUNWAY Raveling,Longitudinal/Transverse(4'22 R()4YK 06C AAC 31,649 9/1/1986 28 1 o Cracking RUNWAY - Raveling, Longitudinat'Transverse R()4YK 04/22 07-A AAC 3,949 9111/1986 38 1 )0 0 Cracking RUNWAY Raveling. Longitudinal../Transverse(4/72 R04Y15 07B AAC 3,977 9/l/1986 38 100 Cracking RUNFIATAY Raveling, LongitudinaL'Fransverse R04YK 04r--" 07C AAC 4,024 9/1/1986 38 100 Cracking R04YK RUNAVA Y OSA AAC 18,681 9/l/2(-)(-)2 88 100 Weathering,() 4 /r- Longitudinal,'Transverse Cracking R04YK 08B AAC 21,542 911/1985 82 0 100 Weathering, 04/22Longitudinal/Transverse 04122 Cracking RUN -WAY Weathering, R()4YK 04/22 08C AAC 21,755 9111/1985 85 100 Longitudinal,Fransverse Cracking RUNWAY R09YK OIA AAC 50,460 7/1 /2011 100 0 Ci 0 None 09/27 RUNWAY R09Y1S 0113 AAC 57,677 7/1/2011 100 0 None 09/27 M Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coigflnuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types R09YK RUNTWAY OIC AAC 52,240 71/2011 100 to 0 None 09127 RUNWAY R(-)(-)YK 02A AAC 24,175 711/2011 1 On to 0 0 None 09/27 R()9YK RUNWAY 02B AAC 38,918 7/1,`2011 100 to 0 Ca None 09127 RUNWAY R09YK 2 C AAC 25,452 711 /2011 1 CaCa to 0 None 09/77 R09YK RUNWAY 03A AAC 26,917 7!1/2011 IoO 0 0 None 09/27 RUN WAY - R(-)9YK 09/27 03B AAC 31.,501 71/2011 1000 None RUN -WAY R09YK 09/27 03C AAC 27,511 7jI/3011 100 to 0 tt None RUNWAY R09YK 09/27 04A AAC 27,612 T 1 /2011 1 t a0 t o i s to None R09YK RUNWAY 04B AAC 31,046 7/1`2011 100 Ca 0 0 None 09/27 RUNWAY R(-)9YK 04C AAC 26,891 7/1/2011 100 to t.a 0 None 09127 R09YK RUNWAY 05A AAC 99,117 7/1/2011 100 t o t k tJ None 09,127 RUNWAY R09Y15; 05B AAC 106,212 7/1/2011 100 0 0 t a None 09/27 RUNWAY R09YK 05C AAC 91,041 71,10011 100 to o 0 None 09/27 2-18 Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coi�flnuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types R(-)9YK RUNT 06A AAC 29,600 7"112/ a l 1 100 to to i a None 09,127 R09YK RUNWAY 06B AAC 26,730 7!F2011 100 0 C1 0 None 09/27 R09YK RUNAVAY 06C AAC 21,153 7/ 11"'011 100 to 0 t a None ()91n-7 RUNWAY R09YK 09/217 07A AAC 6,055 9!1/1995 100 0 tx tk None RUNWAY R09YK 07B AAC 5,610 7/1/2011 100 to 0 0 None 09/227 R(--)9YK RLFNTWAY 07C AAC 4,92 7!1/2011 100 0 0 0 None 09/27 RUNWAY R09YK 09/27 08A AAC 13,943 7/1,/—')0 11 100 to to t i None RUNWAY R09YK 09/27 OSB AAC 13,546 7/ 1 /2011 100 0 0 0 None RUNAK/kY R(-)(-)YK 08C AAC 12,782 7/ I'C"O I I luta t a 0 0 None 09/27 RUNFIATAY R09YK 09A AAC 11,797 7/1/2011 100 None 09r-7 R(-)9YK RTJJN-XkTA Y 09B AAC 11,233 7/1/2011 1 DO to is CJ None (OiC7 RUN -WAY R09YK 09C AAC 10,612 7/1/2011 100 ca 0 0 None 09/27 RUNWAY R(-)9YK - AAC 52,778 7 11 1 (A) to o c a None 09/27 -)A Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coi�flniuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types R09YK RUNTWAY I OB AAC 51,721 71/2011 100 to 0 None 09127 RUNWAY R(-)(-)YK IDC AAC 52,385 711/2011 100 to 0 0 None 09/27 R()9YK RUNINAY IIA AAC 20'818 7/1,`2011 100 to 0 0 None 09127 RUNWAY R09YK IIB AAC 18,858 711 /2011 1CaCa to 0 None 09/77 R09YK RUNWAY 11 AAC 18,141 7!1/2011 IoO 0 0 None 09/27 RUN WAY - R(-)9YK 09/27 12A AAC 43.,898 71/2011 100 0 None RUN -WAY R09YK 09/27 12B AAC 36,987 VI/21011 100 to 0 tt None RUNWAY R09YK 09/27 12C AAC 34,525 9/1/1995 1ta0 to is to None Weathering, RDTERMYK TERIVff KI AL 01 AAC 37,763 1/I/1950 62 Ca 100 0 Longitudinal/Transverse Cracking, ROAD Alligator Cracking Weathering, TAIYK TiVNIWAY Al 01 AAC 43,291 9/1/1988 68 to 100 0 Longitudinal/Transverse Cracking Weathering, TAIYID; TANTWAY Al 02 AAC 6,982 9/1/1995 53 100 tJ Longitudinal/Transverse Cracking Weathering, TA2YK TAXIWAY A2 (A AAC 28,278 9/11988 69 Ca 100 o Longitudinal/Transverse Cracking WE Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coi�flniuvd) Branch' Branch Name Section Surface Type' Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types TA2YK TAXIWAY A2 02 AAC 4,126 9!1A995 54 0 100 Weathering, Longitudinal/Transverse Cracking TA3YK TAXIWAY A3 (A AAC '8,447 9/1/1988 66 1 Weathering, Longitudinal/Transverse Crackingg, TA3YK TAXIWAY A -I 02 AAC 4,081 9!1/1995 68 CS 100 (1 Weathering, Longitudinal/Transverse Cracking TA4YK TAXIWAY A4 ()I AC 28,2260 9/31988 68 C7 100 0 Weathering, Longitudinal/Transverse Cracking TA4YK TAXIWAY A4 AAC 3,893 9!1/1995 67 0 100 0 Longitudinal/Transverse Cracking, Weathering, Block Cracking TA5YK TAXIWAY A5 (-)I AC 25,615 9/3/1998 73 1 Weathering, I.ongitudinal/Transverse Cracking TA5Y-K TAXIWAY A5 02 AAC 6,615 9!1/1995 64 0 100 Longitudinal/Transverse Cracking, Weathering, Block Cracking Weathering, TAYK TANIWAY A 01 AAC 101,114 9/1/1988 78 1 Longitudinal,'Transverse Cracking, Block Cracking TAYK TAXIWAY A 02 AAC 141,834 9/1/1988 68 Ca 1 Weathering, Longitudinal/Transverse Cracking Weathering, TAYK TANIWAY A 03 AAC 115,359 9/l/1988 52 37 63 Longitudinal/Transverse Cracking, Block Cracking Weathering, TAYK TiVXIWAY A 04 AAC 52,230 9/1/1988 48 44 56 0 Longitudinal/Transverse Cracking, Block Cracking 2-21 Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Ooigflniuvd) Branch" Branch Name Section Surface Type" Section Area (sl} Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types Weathering, TAYK TAXIWAY A 05 AC 17,686 9/31988 57 46 54 0 Longitudinal/Transverse Cracking, Alligator Cracking Weathering, TAYK TA-XIWAY A 06 AAC 39,2260 9!11!1988 70 32 68 0 Longitudinal./Transverse Cracking, Alligator Cracking TAYK TA-XIWAY A 07 AAC 128,452 9/11988 60 0 100 o Weathering, Longitudinal/Transverse Cracking TBIYK TAXIWAY BI M AC 16,727 9!22/1984 33 0 100 tt Weathering, Longitudinal/Transverse Cracking TB'-"'YK TANIWAY B2 ()I AAC 37,074 9/11976 43 0 100 Weathering, Longitudinal/Transverse Cracking Weathering, TBYK TAXIWAY B 01 AAC 167,743 9/1/1976 54 0 100 0 Longitudinal/Transverse Cracking, Block Cracking TBYK TAXIWAY B 02 AAC 3.617 911;1995 75 100 t i Weathering, Longitudinal/Transverse Cracking TBYK TAXIWAY B 03 AAC 26,361 9/l/1988 62 0 100 0 Weathering, Longitudinal/Transverse Cracking Weathering, TBYK TAXIWAY B 04 AAC 21,267 9/11,1988 56 100 0 Longitudinali'Transverse Cracking, Block- Cracking TBYK TIVXIWAY B 05 AAC 7,678 9/1/1985 47 a 1 Block ('racking Weathering. TBYK TA.XIWAY B 06 AAC 121,428 9/1/2002 76 100 CJ Longitudinal/Transverse Cracking, Joint Reflection Cracking WX Table 2-2, 2011 Paveinvn# Condition Evaluation Resuics (Coigthiiuvd) Branch' Branch Name Section Surface Type' Section Area (sl) Last Construction DaW 2011 PCI Rating Load' % Distress Due to Climate/ Durability' Otheifi Distress Types TBYK TAXIWAY B 07 AC 70,270 91/20022 71 to 100 Weathering, Block Cracking TBYK TAXIWAY B 08 AAC 4.,865 9/1/2002 88 to 100 0 Weathering TClYID TAXIWAY CI 01 AAC 35,500 N/1950 1 ()() None Joint Reflection Cracking and TC7YK TAXIWAY C2 (-)I AAC 6,545 1/1/1950 71 to 100 0 Weathering/Raveling TCYK TAXIWAY C 01 AC 34,392 911`2002 67 0 100 0 Longitudinal./Transverse Cracking TCYK TAXIWAY C 02 AAC 1,450 9/11988 56 to /tat) 0 Longitudinal/Transverse Cracking TCYK TAMWAY C 03 AAC 11,910 91I/1988 27 17 83 0 Longitudinal/Transverse Cracking, Weathering TCYK TAXIWAY C 04 AAC 259-536 9/1/2005 87 0 1(-)(-) Longitudinal/Transverse Cracking, Weathering, Weathering, TDYK TAXIWAY D 01 AAC 18,570 1/1/1950 60 to 100 0 Longitudinal/Transverse Cracking, Joint Reflection Cracking Weathering, TL(-)IYK TiVNILANE 1 01 AAC 7.,950 1/1/1950 28 51 49 0 LongitudinaliTransverse CrackM*& Alligator Cracking Weathering, TL02YK TAXILANE 21 01 AAC 9,776 1/1195f) 7(-) 0 100 0 Longitudinal/Transverse Cracking Weathering, TU)3YK TAXILANNE 3 (-)1 AAC 8,200 111i195ia 79 to 100 0 Longitudinal/Transverse Cracking Weathering, TL04YK TAXILANIE 4 01 AAC 103,300 1111/1950 28 69 31 0 Longitudinal/Transverse Cracking, Alligator Cracking HU Table 2-2, 2011 PaveinviO Condids)n Evaluatif)u Results (Coi�fluuvd) 'See figure 2-3,for branch and section locations of the pavement network - AC= asphalt cement concrete; AAC=Asphalt overlay on AC; PCC=Portland cement concrete ' Por sections Where the original conStrlldiO17 -date gas i?Otk77OIII?, the date of 111,T950teas used asa default. It is possible that the section has received rehabilitation more recentli, than the original construction date and evidence by less severe distress than might have been expected 4Distress due to load includes those distresses attributed to structural deficiencli, in the pavement such as alligator cracking, rutting, orshattered concrete slabs Distress due to climate oi-diii-abilitt,ii?cliidesthose distresses attributed to either the aging qfthe pavement and the effects ofthe environment such as weathering and raveling or block- cracking in AC pavements or to a materials -related problem such as durability cracking in a PCC pavement, 'Distress due to other includes distresses ;?at attributed to load or climate. An example is hole fi-on7jet blast. 2-24 : . . I PAVEMENT MAINTENANCE AND Rice' HABILI'I'A'11ON PROGRANI Using the PCI evaluations.. a pavement management plan that consists of a pavement maintenance and rehabilitation projects was developed. The pavement management includes the following: A localized preventive maintenance plan for the year 2013 A six year pavement maintenance and rehabilitation plan for the years 2013 through 2019. The PCI calculations and the development of the pavement maintenance and rehabilitation plans were completed using the pavement management software, NlicroPAVER. 3.1 ANAIASIS APPROACII 3,1 ,1 Critical PCI V'alues The critical PCI values for the airside pavements inspected for the 2005 APHIS evaluation were set by WSDOT and FAA (Applied Pavement Technology, 2006), based on the type and wheel load classification of the pavements. Critical PCI values for roadway and parking were selected by URS. Table 3-1 summarizes the critical PCI values used in this evaluation. 3-1 Table 34: Critical PCI Values for Pavement Ti T pes at Yakima Airport Surface Type Load Classification Critical PCI Value Runway AC PCC < 60,000 lbs �: 6(-).(-)(-)0 lbs < 60,,000 lbs 60,000 lbs 65 70 55 60 Taxiway AC < lbs 60 > 6C)IO(O lbs 65 PCC < 60,000 lbs SO 60,000 lbs 55 Apron AC 6U,000 lbs 60 60OX-) lbs 60 PCC < 60,000 lbs SO > 60,000 Ibs 5 Roadway AC HS -20 65 PCC HS -20 55 Parking AC HS -20 65 PCC HS -20 55 > is greater than or equal to. < is less than. HS -20 is the standard AASIITO (American Association of State High -way and Transportation Officials) vehicle load in which., the load on the front axle is 8000 pounds, 32000 pounds on the intermediate axle and 32000 pounds on the later axle. The preventive maintenance plan and maintenance and rehabilitation plans were developed using the critical PCI approach. 'fhe goal of this approach is to maintain and rehabilitate the pavements such that the PCI value is above critical PCI value of each pavement as follows: Above the critical PCL localized (such as crack sealing) and global (such as a Slurry seal) preventive maintenance activities are recommended. 3-2 Below the critical PCI, major rehabilitation measures such as an overlay or reconstruction is recommended. 3.1 .2 Budget -ftnd Inflation Ra.tc A constrained budget with an annual inflation rate of 30O' was used in the development of the pavement management program with a base year of 2013 unit costs. The 39'o inflation rate was used because that is the historical norm for construction projects. The base unit 2013 costs include a 300'0 contingency and a 3000 markup that consists of sales tax., design engineering, construction management legal and administration and permitting. 3.1.3 I,ocldized and Clobo al MainteIIIIInce Policies eand L i illif (,'Osts Localized preventive maintenance policies developed for the 2005 APMS evaluation were used in developing this pavement management plan. WSDOT and FAA reviewed these localized preventive maintenance policies during the APMS evaluation., and determined the policies to be appropriate. The localized preventive maintenance policies used for AC and PCC pavements are in Table D-1 and D-2, respectively, of Appendix D. Global maintenance policies identify the maintenance actions that are applied over an entire section, rather than just to the distressed areas. Unit costs (base cost year 2013) for the localized preventive maintenance actions used in the URS evaluation are presented on Table D-3 of Appendix D. These 2013 base year unit costs were determined by Huibregtse Lournan Associates (HLA) for the Yakima Air Terminal and used in the development of this pavement management program with the annual inflation rates described in Section 3.1.2. 3.1.4 M Jor Reluabilitation and LInit Costs The cost of major rehabilitation projects is estimated based upon the PCI value of the pavement. The unit costs (base cost year 2013) for rn,-kjor rehabilitation of AC and PCC pavements were developed for the APMS evaluation. The HLA 2013 base year unit costs were utilized for estimating the cost of the maior rehabilitation and are summarized in Table D-4 of Appendix D. T 3,2 ANALYSIS RESUILTS' The localized preventative maintenance. plan for 2013 and the six-year capital improvement plan developed are presented herein. 3-3 3.2.1 LocIllized Preventlative Allaintemance Prograin The 2013 localized preventative maintenance plan developed for the YK-M pavements is as summarized and located in Table 3-2. In addition., the following general maintenance strategies are also recommended to improve the performance of the pavements: Control vegetation growth in pavement cracks by conducting regular herbicide programs. Implement a periodic crack sealing program. HE Vable 34-2: 2013 Localized Preventative XhAntenallee Branch ID' Section ID Distress Type Distress Severity Distress Quantity Unit Maintenance Action Estimated Cost ACUBYK I Longitudinal/Transverse Crack -Ing Medium 70831 LF Crack Sealing - AC 878.00 ACUB'Y:'K 2 Longitudinal/Transverse Cracking Medium 91o,-13 LF Crack Sealing - AC 1,129.00 ACLTBYK 3 Longitudinal/Transverse Cracking. High 519.09 LF Crack Sealing - AC 644.00 AMCYK I Longitudinal/Transverse Cracking Medium 1,846.00 LF Crack Sealing - AC 4,769.00 AINWYK 3 Longitudinal/Transverse Cracking Medium 690.71 LF Crack Sealing - AC $ 856.00 ATFRMYK I Joint Seal Damage Low lit) Slabs Joint Seal (Silicon) 2,354.00 AWESTYK I Longitudinal/Transverse Cracking Medium 6,858.60 LF Crack Sealing - AC $ 8,505.00 TAIYK Longitudinal/Transverse Cracking Medium 1,623.41 LF Crack Sealing - AC 2,013.00 TA2YK Longitudinal/Transverse (-'racking Medium 124_57 LF Crack Sealing - AC $ 154.00 TAYK 3 LongitudinaliTransverse Cracking High 62.88 LF Crack Sealing - AC 78.00 TAYK 4 Longitudinal/Transverse Cracking Medium 9,192.48 LF Crack Sealing - AC 11,399.00 TAYK 5 Longitudinal/Transverse Cracking Medium 9.,454.1)7 LF Crack Sealing - AC 11,723.00 M Table 1.2: 2013 Localized Pi-eventative Maintenance P�-oglrwrkl Branch ID1 Section Distress Type Distress Distress Unit Maintenance Estimated ED Severity Quantity Action Cost TAYK 7 Lonp-itudinall,'Transverse Cracking Medium 6,074.35 LF Crack Sealing - AC 7,532.00 TBIYK 1 Weathering Medium 8,199.51 SqFt Surface Treatment - Slurry Seal $ 10,167.00 T132YK I Weathering Medium 35,245A1 SqFt Surface Treatment - Slurry Seal 18,328.00 TBYK I Longitudmial/Transverse Cracking Medium 5,751.19 LF Crack Sealing - AC $ 7,131.00 TCYK Longitudinal,'Transverse Cracking Medium 782175 LF Crack Sealing - AC $ 971.00 TLOIYK I Longitudinal./Transverse Cracking High 300 LF Crack Sealing - AC 372.00 TL()4YK I Longitudinall'Transverse Cracking Medium 8,151.18 LF Crack Sealing - AC $ 10,107.00 Total $ 99,111.00 'See Figure 2-3 fat the location of the Branvh and Seclion 3-6 3,2,2 Six ,.etar Capital Improveinent Pi-ogrzam P" A six-year capital improvement program identifying the major rehabilitation items for all YKM pavements considered in this pavement management plan was developed based on the current and future PCI prediction evaluations. Table 3-3 summarizes the prioritized six-year program developed for major rehabilitation projects and presents conceptual level cost estimates with a constrained budget that uses anticipated maximum available flinding expected at YKNI The cost estimates for each year are inflated to reflect the annualized inflation rates specified in Section 3.1.2 applied to 2013 base year costs. The six-year capital improvement program using the constrained budget is shown on Figure 3-1. 3-7 Falik, 3-3: 6 -Year ('111 with O)iustrainedBudg-et Branch IID' Section 11) Action Estimated Cost 2013 2.5 " AC Overlay - $9 5,542 0413 BP27YK 1 2" AC Overlay $97,468 PLN.W-YK 3 2" AC Overlay $115,127 PLNYY, 2 2" AC Overlay $72,771 PRWESTYK 1 2" AC Overlay $62,60-2 TA5YK 2 2" AC Overlay $21,278 TAYK 6 4" -NC Overlay $76,164 TCYK 2 '" -A(' Overlay $10,640 TDYK 1 21" AC Overlay $65,161 07C 2.5" AC Overlay Total $521,211 2014 $1,120,308 2015 0 4 A 2.5 " AC Overlay - $9 5,542 0413 2.5" AC Overlay $93,885 04C 2.5" AC Overlay $96,6()3 05A 25' AC (:h,erlay $32,631 05B 15" AC Overlay $31,661 05C 2.5" AC Overlay $30,710 R04YK 06A 15" AC Overlay $237,130 06B 2.5" AC Overlay $218,699 06C 2,5" AC Overlay $211,890 07A 2.5" AC Overlay $23,647 07B 2.5" AC Overlay $223,814 07C 2.5" AC Overlay $24,096 Total $1,120,308 2015 OIA I S" AC Overlay $420,098 0113 2.5" AC Overlay $428,343 01C 2.5" AC Overlay $395,577 R04YK 02A 25' AC Overlay $397,442 O -)B 2.S" AC Overlay $441,127 0 2 C 2.5" AC Overlay $444,6224 Total $2,527,211 Kw Table 3-3- 6A car CIC vOth Budget (Ccpnthlued) Branch ID' Section 11) Action Estimated Cost 2016 RDTERN4YK 1 4" AC Overlav TAIYK 2 2" AC Overlay 1 $41,275 TA2YK 2 2" AC Overlay $23,823 1 2" AC Overlay $93,767 TA3YK 2 21" AC Overlay $13,539 TA4YK 2 2" AC Overlay $13,713 TAYK 7 4" AC Overlay $572,470 3 21" AC Overlay $107,286 TBYK 7 21" -AC Overlay $255.006 TCYK 1 2" AC Overlay $157,5(-2 Total $1,396,231 2017 ACUBYK 3 2" AC, Overlay $44,313 TAYY, 5 4" AC Overlay $94,712 TBIYK 1 2" AC Overlay $122,371 1 2" AC Overlay TBYK 4 21" AC Overlay $127,846 2" AC Overlay $50,519 TLOIYK 1 21" AC Overlay $58,161 Total S1,399,802 2018 AHLD27YK 1 2" AC Overlay 1 $86,65-2 TAIYK 1 4" AC Overlay $154.,' 197 TA4YK 1 2" AC Overlay $100,789 TAYK 2 4" AC Overlay $505,851 TBYK 6 2" AC Overlay $424,417 TCYK 3 21' AC Overlay $89,745 Total 51.361.851 2019 ANTWYK 2 2" AC Overlay $86,399 ATCHLDYK 2 2" AC Overlay $14,593 TA2YK 1 2" AC Overlay $104,234 HE Fable 3---3.- 6 Yeav CIP with Collsti,ailled 131.1(4 -et till Iled) Branch ]IDl Section JD Action Estimated Cost 3 4" AC Overlay $796,716 TANK 4 4" AC Overlay $393,400 Total $1,395,342 'See Figure ?-3 fat- the location of the Bi-anch and Section 3-10 .:. ........ ... 2011 CAPITAL IMPROVEMENT PROGRAM MAP FIG 3-1 3-12 M CLOS1..'RE IN -ND LIM.-FIXF-IONS 4.1 CL.; 0 S 1,111. R E The pavement management plan presented in this report was prepared in accordance with the PCI method described in ASTM D5340 and as adopted by FAA. Also., the report was prepared to meet the requirements of Public Law 1.03-305. Public Law 103-305 requires that airport sponsors provide assurances or certifications that an airport has implemented an effective airport pavement maintenance management system (PN4XIS) before the airport will be considered for funding of pavement replacement or reconstruction projects. To be in full compliance of this Federal law and to satisfy FAA Grant Assurance 1. 1 , the PMMS must include at least the following components: Pavement Inventory Pavement Inspections Record Keeping Information Retrieval Program Funding As part of this report, a comprehensive pavement inventory, the maintenance of which YKM is responsible for, has been developed. To remain in compliance with the law, the airport will also need to undertake the following: Conduct monthly drive-by inspections of pavement conditions Track pavement related maintenance activities Conduct detailed inspections of the pavements at least once every three years A sample monthly drive-by inspection form is provided in Appendix E. The next detailed inspection and PCI evaluation of the pavement should occur in 2016-17. 4.2 LIMITATIONS This pavement management program was developed as a planning toot to assist the planning of the localized maintenance and capital improvement plans-. it consists of a visual network level 4-1 evaluation, only. The unit costs used in the evaluation reflect local conditions and are conceptual level construction costs that include engineering, construction inspection and administrative fees that have been inflated on an annual basis. The costs for major individual projects should be evaluated in more detail based on a project -level pavement engineering evaluation The capital improvement program may need adjustment to account for economic and/or operational constraints. This report is conceptual as to which pavements need to be repaired/replaced based on the critical PCI value but YKM Master Plan will look into further detail for the specific areas that need to be addressed based on the airports needs and budget. 4-2 N -RUTRENCES Applied Pavement Technology, Inc., "Yakinia Air Terminal - 2005 Pavement Management Report" for Washington State Department of Transportation Aviation and Federal Aviation Administration.. 2006. ASTM., -AST-NI D5340- 11, Standard Test Method for Airport Pavement Condition Index Surveys-, 2011. Federal Aviation Administration (FAA), "FAA Advisory Circular AC 150/5380-613: Guidelines and Procedures for Maintenance of Airport Pavements".. 2007. Federal Aviation Administration (FAA). "Pavement History and AIP Project Records - 1 '2003 Airport Layout Plan-, 2003. Yakima Air Tenninal'Mc Allister Field., - Yakima Air Tenuinal/McAllister Field, "Engineering record plans and reports". 5-1 5-2 aNPrNi)']'.".'X ,a ,X.(-I'Sf*.'4S OF PA.VF.'NJ-F.'NT' DIS'FRESS Table A 1- Probable Causes of Paveitteint Distress co -i A-sphalt Surfaced Paveiii-ei-as Distress Type Probable Cause of Distress Allicmtor Cracking Fatigue failure of the asphalt concrete surface under repeated traffic loading Bleeding Excessive amounts of asphalt cement or tar in the mix and/or low air void content Block Cracking Shrinkage of the asphalt concrete and daily temperature cycling Corrugation Traffic action combined with an unstable pavement laver Depression Settlement of the foundation soil or can be "built-up- durm.171, construction Jet Blast Bituminous binder has been burned or carbonized Joint Reflection Movement of the concrete slab beneath the asphalt concrete surface because of thermal and moisture changes Longitudinal and Transverse Poorly constructed paving lane joint-, OR shrink -age of the AC surface due to Cracking low temperatures or hardening of the asphalt-, OR reflective crack caused by cracks in an underlying Portland Cement Concrete (PCC) slab Oil Spillage Deterioration or softening of the pavement surface caused by the spilling of oil., fuel., or other solvents Patching MA Polished Aggregate Repeated traffic applications Raveling and Weathering Asphalt binder may have hardened significantly Rutting Usually by consolidation or lateral movement of the materials due to traffic loads Shoving Where PCC pavements adjoin flexible pavements., PCC "growth" may shove the asphalt pavement Slippage Cracking Low strength surface mix or poor bond between the surface and next laver of pavement structure Swelling Usually by frost action or by swelling soil A.-2: Probable Ciiuses of Pa_%,ement Distress oil Portland (:cIllent Concrete Pavelliel-Its Distress Type Probable Cause of Distress Blow-up Comer Break Cracks Durability Cracking Joint Seal Damage Patching (Small) Patching (Large) Popouts Pumping Scaling Settlement Shattered Slab Shrink -age Spalling (Joint and Comer) M Incompressibles in joints Load repetition combined with loss of support and curling stresses Combination of load repetition., curling stresses., and shrink -age stresses Concrete's inability to withstand environmental factors such as freeze -thaw cycles Stripping of joint sealant, extrusion of joint sealant, weed growth, hardening of filler (oxidation), loss of bond to slab edges., or absence of sealant in joint N/A N/A Freeze -thaw action in combination with expansive aggregates Poor drainage, poor joint sealant Over finishing of concrete., deicing salts., improper construction, freeze -thaw cycles, poor aggregate., alkali -silica reactivity Upheaval or consolidation Load repetition Setting and curing of the concrete Excessive stresses at the joint caused by infiltration of incompressible materials or traffic loads-, weak concrete at joint combined with traffic loads APPENDIX B SELECTED PHOTOGRAPHS .............................. ................. ....... .... ....... .. ........ ...... . .. ........... ......... .. . .. . .. ...... .......... . ......... B-2 . ............ ... ....... ............... ........... ........... ........................... ............. . . . . . . . . . . . . . . ............... . . . . . . ........................ . . . . . . . . . . . . . . . . . . . .............. ........................... ............................. ... ........................ ........... .............. . . .. ............ .. ...................... . .. .. .. . . ............. ........................... ............... ......... . ............. ........................ . .. .. ....... ....... .... . . .. . .. . . . . . . . . . . . .... .. ...... .. .......... . ......... .............................. ................. ....... .... ....... .. ........ ...... . .. ........... ......... .. . .. . .. ...... .......... . ......... B-2 I Wn I M. - .................... ....................... .. .... .. ... .................... .............. ... . ... . ...... ............. ........ .......... ........ ...... ................ ........................... .................... ............. .. ........... ...... ............ I V..%l F44 ..... ..... ........ ..... ........ . .. .. ..... ................... ......... . . ...... ................................ • • •S Tt 32YK ................. ....::r. ,.... .,... .�......::._:::r . IR, wl! o! ar!..1 B-5 .. .. .............. ....... ..... ............... . . . . . . . . . . . . . ..... . ... .. .... • ................. ....... . ............... .... . . . . . . . .... . ............. . . .......... ..... . . . .. . . . . . . .. . ..... ... .... . .... ...... ... . ILQ. �l �C -n I IMIX hm 114 .............. ........... s w I -M .............. ASEYK-01 I -M IvIra _. , .:...�..J�v::�i: RY.!:i:..?� y��,r r�..... .. ..mwxm� •• •, .. .. .: .....:.w:: �.:....:` ..:. ..,.... ...... ........ ......v::.....v ...... k I I .: ... ...... . AWESTYK M. � a I .#...,..:....€:y. ## I f. =x : a `... .. r ii�i:'i:i i''i i3** i i:i:P .r:'#� ERi:;:iiii@isi'iiiiiY:ii's`i`;^::....>.>#@#k'>iiiiii>Pk�"#@k: »:>@>�� .#...,..:....€:y. ## I f. ii�i:'i:i i''i i3** i i:i:P .r:'#� ERi:;:iiii@isi'iiiiiY:ii's`i`;^::....>.>#@#k'>iiiiii>Pk�"#@k: »:>@>�� I I an ....... . ....... . . ............. . .. ...... . ......... s4w. .. ... ............ ETOM, M F. - 72-ta- ........................ ........... I w NOVA MIX w' 4 in T k APPENDIX C INSPECTION REPORTS Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: AOIYK Name: Use: TA:XIW.-kY Area: 55399.00SqFt Section: 01 of I From: . To: Last Const.: 06,101 /2004 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: s Area: 55,399.0()SqFt Length: 300.00Ft Width: 200.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/16/2011 Total Sampler: 12 Surveyed: 4 Conditions: PCI: 34 Inspection Comments: Sample Number: 01 Type: R Area: 4,491).00SqFt PCI = 34 Sample Comments: Pj-,ATEL II.Tf3- L 4, ScFt C,-rr t : 40 Lo 1,11-,ITTTE,IlT,7L/Tp,.�aITS,v-7_p..SE-PT-_!, t-clrffa,�nt- S : 41 ALLIGATCJP. MH. f. H = S, 1,7 t C o! 1"Itt t Sample Number: 04 Type: R Area: 4AWOOSqFt PCI = 29 Sample Comments: 52' RAVELING L 4,4t)(D.Ou SfSFt t- C2 rffa,�n t- S Ft 43 L('�)11(-:-�A1 ITT-Tr,IIIAL/'TP14SVEPSE CPAC'11.'I!TG M o! [,,I u t 41 T-,LLIGPD__)P, C'RACKIIIIG M 4,0 H IH 2- ri F t C01,11ftentS Sample Number: 08 Type: R Arca: 4145.0()SqFt PCI = 41 Sample C omments: 2 PA`,)E T I 11, L 4^ LCIIJIIULIId1?LIIFZI�II VERS r' i"FZr�. 2:.i'I 12 5U. HO F C 01, 1 Ifte n, t 3 41 ALLIGAT (-)F , �_. . -'�J13 -P_k�_ � -JJ.1 1`1 100.00 S,-fFt t Sample Number: 12 Type: R Area: 6,150.00SqFt PCI = 35 Sample Comments: 2' PAVE; I 1.7j 17 L G, I S, -f Ft t 40 LOITGJ-HFiI _IJS`.,ERSE F.� Cc"IM-1 t - 41 ALLIGAT{)P, C-PAC'PJIT Id tir, rr LL Scf, F t Cclrau�nt_-: Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ACAPYK Name: APRON CAP RAMP Use: APRON Area: 23,31; {)OSgFt Section: 01 of I From: MMC -01 To: TB -07 Surface: AC Family: DEFAULT Area: 23,817.0()SqFt Length: 200.00Ft Width: 120.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 09/011194'2 Zone: SCNT Categoly: Rank: P Last Insp. Date: 11/ 15 /2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 22 Inspection Comments: Sample Number: 01 Type: R Area: 6,360.00SqFt PCI Sample Comments: 57 - WEATHERITIG H 6 00 Sc,, Ft C,_ t PAT( -HIND 1`1 70(_1 H H Sf:Ft C2 rff CL,int— S 4� EFLO--K C1PACj,,'TH,3 S"1,7t o! [,,I u t Sample Number: 02 Type: R Area: 6,OW00SqFt PCI = 28 Sample Comments: WET-,THEPTNG H 6, t H! H t A _)SfSFt C2 rffa,en t- S 5(-) PATCHING M 35U,i%i% S, -,Ft o! 1"Itt t H SriFt CCI 11ften, t 3 Sample Number: 03 Type: R Arca: 6,00O.O()SqFt PCI = 19 Sample C omments: 5(-) PATCHING M H S, -,Ft Cc?ttTiie.lt 57 1ATEA THEP. I I TG H 2- F t CC, 11ften, t 3 PATC H I Hj 17 L 100. S,-fFt 40 LOITGJ-HFiT-P,,7\j.TS`VFPSF, Cc"IM-1 t- Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ACENTTYK Name: APRON CENTER LRAMP Use: APRON Area: 75,37S 00SgFt Section: 01 of I From: AE ASST -01 To: ACUST-01 Last Const.: 09=101;1987 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 75,37&00SqFt Length: 312.0017t Width: 287.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 17 Surveyed: 5 Conditions: PCI: 62 Inspection Comments: Sample Number: 02 Type: R Area: 5,000.00SqFt PCI = 58 Sample Comments: 57 WEATHERING L ScFt C,- t-clrffa,�nt- S Sample Number: 06 Type: R Area: 5,000.00SqFt PCI = 58 Sample Comments: 57 WEATHERING L ScFt C,- 40 I I - -1, Ili_; 11 t t— 2rffa,�n t- S Sample Number: 09 Type: R Area: 6J59.00SqFt PCI = 74 Sample Comments: P_T-,T,'j L 5iitj t— C2 rff CL�n t- S 7 IATEATH ERI NG L tI, 1 S, --Ft "crt,Ttie.lt Sample Number: 13 Ty pe: R Area: 4,350.00SqFt PCI Sample Comments: -pH -c tlrffa,�nt- S T,'j I _NG 7 IATEATH ERI NG L 4 S, F t o! natt t 4^ LC-*1IIGIT1_TL,IITJL /TRAI JSVERSE C K! I G= M F�_ COMrftent;, Sample Number: 17 Type: R Area: 5,000.0()SqFt PCI = 58 Sample C omments: ry7 WEATHERING L 'Ft o! natt t M F�_ COMrftent;,. Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ACUBYK Name: APRON CUB RAMP Use: APRON Area: 34A04.00SqFt Section: 01 of 3 From: TB -07 To: ACUP-02 Last Const.: 09,101`2002 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 13,897.0()SqFt Length: 350.0017t Width: 40.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI :45 Inspection Comments: Sample Number: 01 Type: R Area: 3,867.00SqFt PCI = 45 Sample Comments: 57 WEATHERIlIG I'll 50i?. ScFt C,_ 4 � BLOCK t-p7�!­1�,T1,ji- H SFt C2 rffain it S F 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG l"I I t o! 1"Ittt Sample Number: 02 Type: R Area: 3,867.00SqFt PCI = 56 Sample Comments: 0 0 L tj. t-clrffaint- S 7 IATEATH ERI IlG 113, 5(mil. iti= S, -,Ft o! 1"Itt t 4 M 5,00. H0 SriFt Cori t 3 Sample Number: 04 Type: R Area: 2,076.0()SqFt PCI = 26 Sample Comments: 4� EFLO--K C1PACl,,'TI.j,3L S , --Ft o! 1"Itt t F�_ CCMrftent;, /lEATHERIN-3 III 7ij ij H F) F) - -� � I t - S,-fFt I - _-�, __ - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ACUBYK Name: APRON CUB RAMP Use: APRON Area: 34A04.00SqFt Section: 02 of 3 From: ACUP-01 To: ACUP-03 Last Const.: 09,101/2002 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 13,655.0()SqFt Length: 35.0017t Width: 361.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI:47 Inspection Comments: Sample Number: 01 Type: R Area: 3,500.00SqFt PCI = 43 Sample Comments: 57 WEATHERIIIG I'll 50i?. ScFt C,_ t-clrffa,�nt- S 4� EFLO--K CPACj,,'TPI, t2 00 S, 1,7 t "c?ttliie.lt Sample Number: 02 Type: R Area: 3,500.00SqFt PCI = 45 Sample Comments: 57 WET-,THEP,1NG 1`1 HH SfSFt C2 rffa,en t- S o! 1"Itt t 43 L{'�)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M 55U.00 Ft 4_--': C'F1,ACK__7TTG L 5,00. H0 SriFt CC, 11ften, t 3 Sample Number: 03 Type: R Area: 3,500 00SqFt PCI = 52 Sample Comments: 4�EFLO--K CPACj,'Tjj,L S"1, t_ o,I u t L F�_ CCI 11ften, t 3 /,7EATHERIN-3 1`1 r 5 0 H F) S, -;Ft Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ACUBYK Name: APRON CUB RAMP Use: APRON Area: 34A04.00SqFt Section: 03 of 3 From: ACUP-02 To: Amc-oi Last Const.: 09,101/2002 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 6,85100SqFt Length: 350.0017t Width: 20.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 60 Inspection Comments: Sample Number: 01 Type: R Area: 3,300.00SqFt PCI = 51 Sample Comments: 57 WEATHERITIG 3� - CH. ScIFt C,- 40 LC)1,11-,ITTTE,IlTT�L/Tp,.�aITS,�-7_p..S P A - -- �t 11 1 E _ "t ) ( 1 . � H t—clrffaity. Sample Number: 02 Type: R Area: 3300.00SqFt PCI = 69 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L F� c'-a'I t 3 : F 7 WET-,THEP,1NG L 3.,,3H(_1. HH SfSFt t- C2 rffain t- S : Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ACUSTYK Name: APRON CUSTOMS RAMP Use: APRON Area: 21649.00SqFt Section: 01 of I From: ACENT-01 To: TB -06 Last Const.: 06,101,1919 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 22,649.0()SqFt Length: 100.00Ft Width: 240.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 63 Inspection Comments: Sample Number: 01 Type: R Area: 5,000.00SqFt PCI = 58 Sample Comments: 57 WEATHERITIG L S, --,Ft C,- 40 Lo1,11-,ITTTE,IlT,7�L/Tp,.�aITS,�-7_p..S P A - 1, �� -; 1`1 t 11 1 _ "t H t-clrffa,�nt- S Sample Number: 02 Type: R Area: 7,842.00SqFt PCI = 64 Sample Comments: 57 WEATHERITIG L 7, 50 Sc,, Ft C, - 40 I 1 11 4( -t t-clrffa,�nt- S 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CRACIKIH13H Ft o! 1"Itt t - Sample Number: 05 Ty pe: R Area: 6.048.00SqFt PCI = 65 Sample C omments: 57 1ATEATHER11113 L 1_0 S,'Ft o! 1"Itt t 4`HU.HH Ft 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG , M _.., I I Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ADEYK Name: APRON DECOTO RAMP Use: APRON Area: 73.I39.00SqFt Section: 01 of I From: START To: TA -02 Last Const.: 09,101,1987 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 78,139.0()SqFt Length: 325.0017t Width: 290.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 16 Surveyed: 5 Conditions: PCI:44 Inspection Comments: Sample Number: 03 Type: R Area: 5,000.00SqFt PCI = 41 Sample Comments: 57 WEATHERIlIG ScFt C,_ t-clrffa�nt- S Sample Number: 08 Type: R Area: 5,000.00SqFt PCI = 53 Sample Comments: 57 WEATHERITIG S, --,Ft C,_ 11 1 E T,'j .1 40 L(-1,11-,ITTTE,IlT,7�L/Tp,.�aITS,�-7_p..S P A Iii (_1 ,=1=1 -t t-clrffa,�nt- S Sample Number: 09 Type: R Area: 5,000.00SqFt PCI = 19 Sample Comments: WET-,THEP,1NG L SfSFt C2 rffa,int-S.: 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG Ft o! 1"Ittt 41 ALLIGATCJP. -PAC-1,,1114 I S, --Ft o! 1"Itt t Sample Number: 10 Ty pe: R Area: 5.000.00SqFt PCI = 53 Sample Comments: ry7 1ATEATHER11113 M F�_ CC, 11ften, t 3 Sample Number: 15 Type: R Arca: 5,00O.0()SqFt PCI = 53 Sample Comments: ry7 1ATEATHER11113 M F�_ CC, 11ften, t 3 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: AEASTYK Name: APRON EAST RAMP Use: APRON Area: 79.748.00SqFt Section: 01 of I From: ATERM-05 To: ACENT-01 Last Const.: 09=101;1984 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 79,74&OOSqFt Length: 387.0017t Width: 222.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 16 Surveyed: 5 Conditions: PCI:48 Inspection Comments: Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 43 Sample Comments: 57 WEATHERIlIG L ScFt C, - C2 rffa,in t- S Sample Number: 06 Type: R Area: 5,000.00SqFt PCI = 43 Sample Comments: RAVEL II.Tf3L , Sct C,- t - 40 I I H t t- C2 rffa,�n t- S Sample Number: 10 Type: R Area: 5,000.00SqFt PCI = 41 Sample Comments: WET-,THEP,1NG L H SfSFt C2 rffa,int—S.: 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG ll H Ft o! 1"Ittt Sample Number: 14 Type: R Area: 5,000.00SqFt PCI = 72 Sample Comments: HG L 5iitj t-clrffa,�nt- S 7 IATEATH EP.,l IlG L S",Ft o! nau t Sample Number: 20 Ty pe: R Area: 5.000.00SqFt PCI = 41 Sample C omments: ry7 1ATEATHER11113 L S,'Ft o! nau t HH Ft 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG H Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: AHI,D27YK Name: APRON HOLD '27 Use: APRON Area: I3.5713.00SqFt Section: 01 of I From: TAI -01 To: TAI -02 Last Const.: 09='01;1988 Surface: AAC Family: DEFAULT Sample Comments: Zone: SCNT Category: Rank: P Area: 18,573.0()SqFt Length: 293.0017t Width: 90.0017t WET-,THEP,1NG Shoulder: Street Type: Grade: Om Lanes: o SfSFt 1C2 rffa,�n t- S Section Comments: C PA C ',.'11 T L 9 HH Last Insp. Date: 11/ 14/2011 Total Sampler: 3 Surveyed: 3 48 LCIIJIIULIId1?LIIFZI�I'l VERSE CP -A- K! I G= Conditions: PCI: 63 F�_ CC'_Mrftent;, Inspection Comments: Sample Number: 01 Type: R Area: 5,955.00SqFt PCI = 63 Sample Comments: 57 WEATHERITIG L ScFt C,_ L 2rffa,�n t- S 43 L(-)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'1,'I!TG L 165HH Ft. "clttTtie.lt Sample Number: 02 Type: R Area: 4385.00SqFt PCI = 59 Sample Comments: WET-,THEP,1NG L 4, 1t)(1. O SfSFt 1C2 rffa,�n t- S 43 L(':)11(-:-�ITLTr,IIIAL/'TPA114SVEPSE C PA C ',.'11 T L 9 HH � Fo! 1"Ittt 48 LCIIJIIULIId1?LIIFZI�I'l VERSE CP -A- K! I G= L 141 HH F�_ CC'_Mrftent;, Sample Number: 03 Type: R Area: 6,020.0()SqFt PCI = 65 Sample Comments: 57 1ATEATHER11113 L 5(ml'. HH 'Ft "clttTiie.lt 48 LCPIJITLJLIId7?LiTFZI�IdSVERSE C P -A -C -I I t= L I1 1 �_ CCI 11ften, t 3 43 LO dGIIT ' 9 EPSE ; ; V, L F) F) F t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: IVVICYK Name: APRON MCALLISTER RAMP Use: APRON Area: 59.613.00SqFt Section: 01 of I From: ACUP-03 To: AcAp-01 Last Const.: 09/031,1987 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 59,613.0()SqFt Length: 425.0017t Width: 143.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Samples: 13 Surveyed: 4 Conditions: PCI: 55 Inspection Comments: Sample Number: 02 Type: R Area: 5,000.00SqFt PCI = 67 Sample Comments: 57 WEATHERITIG ScFt C,_ L 70(_1 H H —t 2rffa,�n t- S Sample Number: 06 Type: R Area: 5,000.00SqFt PCI = 58 Sample Comments: 57 WEATHERITIG S, --,Ft C,_ 40 L(-1,11-,ITTTE,Il�T,7�L/Tp,.�aITS,�-7_p..S P A 11 1 E _ - t t- 2rffa,�n S Sample Number: 08 Type: R Area: 4300.00SqFt PCI = 59 Sample Comments: ':,(-) PAT( -HIND L H t 1 H SfSFt C2 rffa,int—S.: 57 1ATEATHER11113 L 4 3cir,, ilii S, -,Ft o! 1"Itt t 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC11.'I!TG M HH Ft Sample Number: 13 Ty pe: R Area: 4300.00SqFt PCI = 34 Sample Comments: P HH Ft o! naut 43 L()11(-:-�TTI-fr,IITAL/'TPA114SVEPSE CPAC'11.'I!TG M .., I I (_,' RVELIITG M 4, . ;_);_) SriFt CC, 11ften, t 3 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ANAVYK Name: NORTHWEST HANGER APRONS Use: APRON Area: I31,494.00SqFt Section: 01 of 4 From: COUNTY ROAD To: TL021K-01 Last Const.: 01,111/2011 Surface: AC Family: DEFAULT Zone: Category: Rank: P Area: 21,03100SqFt Length: 47&00Ft Width: 44.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 68 Inspection Comments: Sample Number: 01 Type: R Area: 5,828.00SqFt PCI = 70 Sample Comments: 50 FATC H II.Tf3 - I L 30t?. Sc.Ft C,-rr t : 40 LC)1,11-,ITTTE,Il1AL/Tp,.�aITS,v-7_p..S P A L 4 0 (_1 H H -t 2rffa,�n t- S : ry 7 IATEATH EP., I NG l"I o! 1"Itt t Sample Number: 02 Type: R Area: 4,83&00SqFt PCI = 62 Sample Comments: WET-,THEP,1NG 1`1 4,0-301.0u SfSFt C2 rff CL,int- S 1`HU.HH Ft 43 L{'�)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG I,"I _.. , I I o! [,,I ut Sample Number: 04 Ty pe: R Area: 4,736.00SqFt PCI = 74 Sample Comments: ry7 WEATHERING 11 4 M-) S, -'Ft 4`HU.HH Ft 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG , L _.. , I I o! 1"Ittt Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ANAVYK Name: NORTHWEST HANGER APRONS Use: APRON Area: I31,494.00SqFt Section: 02 of 4 From: COUNTY ROAD To: TL021K-01 Last Const.: 01,111/2011 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 11,13100SqFt Length: 253.0017t Width: 44.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Samples: 1 Surveyed: I Conditions: PCI:45 Inspection Comments: Sample Number: 01 Type: R Area: 4,835.00SqFt PCI = 45 Sample Comments: 57 WEATHERING L 4, 835. Sc,, Ft c'-a'I t ,�T-, 11 1 E P_!T,'j .1 40 Lo1,11—,ITTTE,Il�T,7�L/TpITS-7_p..S �— L t—clra,�nt- S ff 41 AI,I..Il3AT(--)P. M S",Ft o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ANAVYK Name: NORTHWEST HANGER APRONS Use: APRON Area: I51,494.00SqFt Section: 03 of 4 From: TLN.IAIYK-04 To: PRmAiYK-01 Last Const.: 01110111950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 54,044.00SqFt Length: 54,OWOOFt Width: 1.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 4 Surveyed: 4 Conditions: PCI: 64 Inspection Comments: Sample Number: 02 Type: R Area: 4,624.00SqFt PCI = 62 Sample Comments: 57 WEATHERING L 4,624._= S, --,,Ft c'-a'I t 40 Lo 1,11-,ITTTE,IlT,AL/Tp,.�aITS,v-7_p..SE-PT-_!' H-; L t-clrffa'�nt- S 41 ALLIGAT{_)P. L 1Hf).00 S, -,Ft o! 1"Itt t Sample Number: 05 Type: R Area: 5J00.00SqFt PCI = 63 Sample Comments: WET-,THEP,1NG L 00 SfSFt C2 rffa'in t- S Ft 43 L{'�)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CRAC'11.'I1TG M o! 1"Itt t Sample Number: OS Ty pe: R Area: 5100.00SqFt PCI = 63 Sample Comments: ry7 WEATHERING L 'I ()f!,. H _ 1_0 S"Ft 4`HU.HH Ft 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CRAC'11.'I1TG M 4 _ , I I o! 1"Itt t Sample Number: 10 Ty pe: R Area: 5343.00SqFt PCI = 68 Sample Comments: ry7 WEATHERING L 00 S"Ft 48 LCIIJTIULTId1?LIIFZI�II VERS r' Cr'_A_CKING:� M F� Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ANAVYK Name: NORTHWEST HANGER APRONS Use: APRON Area: I51,494.00SqFt Section: 04 of 4 From: TAYK-02 To: TLNAA1YK-04 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 95,330.0()SqFt Length: 95330.0017t Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11i 16/2011 Total Sampler: is Surveyed: 5 Conditions: PCI: 72 Inspection Comments: Sample Number: 04 Type: R Area: 4,950.00SqFt PCI = 72 Sample Comments: 57 WEATHERING L S, --,,Ft c'-a'I t 40 LC)1,11-,ITTTE,IlTT�L/Tp,.�aIS,v C2 ra,�n t- S I I TI-7_p..S E P A _ t - T,'j .1 L ff L Sample Number: 06 Type: R Area: 4,950.00SqFt PCI = 72 Sample Comments: 57 WEATHERING L 4 '!51?. ScFt c'-a'I t 4LCIt IZUDIi`1 Lt IP�I`i.. v"ER.SE -p ;_.,:Tide L 2rffa,�n t- S Sample Number: 10 Type: R Area: 4,950.00SqFt PCI = 72 Sample Comments: E T,'j H_; L C2 rffa,�n t- S 57 WEATHERING L 4, 95 f, S, -,Ft o! [,,I u t Sample Number: 13 Type: R Area: 3,542.00SqFt PCI = 68 Sample Comments: WET-,THEP,1NG L 3. 4 2% S fS F t C2 rff CL,int-S.: P '� f o! na u t 43 L('�)11(-:-�ITT-fr,ItIAL/'TPA114SVEPSE CPAC'11.'I!TG L .11 Ft Sample Number: is Ty pe: R Area: 6.500.00SqFt PCI = 75 Sample Comments: 57 WEATHERING L5(ml'.�H_ _.. 1_,_) P HH Ft o! nau t 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L .., I I Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ASEYK Name: SOUTHEAST HANGER APRON Use: APRON Area: 121,600.00SqFt Section: 01 of 2 From: SE HANGAR BUILDINGS To: TClYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 60,800.00SqFt Length: 60,800.00Ft Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 11 Surveyed: 3 Conditions: PCI: 0 Inspection Comments: Sample Nwilber: 1 Type: R Area: 6,7745.00SqFt PCI = o Sample Comments: 41 ?,LLIG,71,TC)P, CPAC-FjlTj3 H S, --,,Ft c'-a'I t 3 7 WET-,THEP,1NG 1`1 6, 7 4 5 0c)Sf�I Ft- C2 rffa,n t- S Sample Number: 3 Ty pe: R Area: 6,570.00SqFt PCI Sample Comments: 57 WEATHERING Sc,, Ft -rr t - 41. ALLIGATC)P, CRACk-JITCs H 6, ', 7 to H SfSFt C2 rff CL,n t- S Sample Number: 7 Ty pe: R Area: 3,8W00SqFt PCI Sample Comments: 41. ALLIGATC)P, CRACk-JITCs H 3 SfSFt C2 rffa,t- S =,7 WEATHERING MH H S1_1Ft 7 o! I ,I t I t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ASEYK Name: SOUTHEAST HANGER APRON Use: APRON Area: 121,600.00SqFt Section: 02 of 2 From: SE HANGAR BUILDINGS To: TCYK-04 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 60,800.00SqFt Length: 60,300.00Ft Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 9 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 6,432.00SqFt PCI = lf) Sample Comments: <:Pi.: . DISTRESSES*, Sample Number: 04 Type: R Area: 5,563.00SqFt PCI = 100 Sample Comments: 1K.) DISTRESSES,> Sample Number: O's I)Tc: R Area: 4,581 .00S(ft PCI = 100 Sample Comments: 1K.) DISTRESSES,> Sample Number: 09 I)Tc: R Area: 5,2W00S(jFt PCI = I00 Sample Comments: DISTRESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATCHLDYK Name: TtXINVAY C HOLD APRON Use: APRON Area: 35,682.00SqFt Section: 01 of 2 From: TC -03 To: TCHLD-02 Last Const.: 09/031,19422 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 31,817.0()SqFt Length: 300.00Ft Width: 115.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: (-)5/(-)6/2(-)(-)5 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 78 Inspection Comments: Sample Nwilber: 02 Type: R Area: 5,-,,42.00SqFt PCI = 78 Sample Comments: 40 L & T CR L 350.0q —t C2 rff CLit S 4_ B, I , E; E -L. 1111 t Sample Number: 04 Type: R Area: 5,750.04SqFt PCI = 81 Sample Comments: 40 L T CR 1`1 C2 rffa,�n t- S 4 3 L T CR. L Z 68' F o! [,,I u t Sample Number: 06 Ty pe: R Area: 5.742.40SqFt PCI = 76 Sample Comments: 4 3 L & T R L F�, o! 1"Itt t 48 L & T CR. M 169. Ft o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATCHLDYK Name: TtXINVAY C HOLD APRON Use: APRON Area: 35,682.00SqFt Section: 02 of 2 From: TCHLD-01 To: R09-11 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,865.0()SqFt Length: 115.0017t Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: (-)5/(-)6/2(-)(-)5 Total Samples: 1 Surveyed: I Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 3,033.00SqFt PCI = 100 Sample Comments: I Kj . DISTRESSES*, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATER-MYK Name: APRON TERMINAI, RAMP Use: APRON Area: 323.255.00SqFt Section: 01 of 5 From: START TO: ATER-M-02 Last Const.: 09/0-211967 Surface: PCC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 103,513.00SqFt Length: 70&00Ft Width: 160.0017t Slabs: 662 Slab Width: I 0.0017t Slab Length: 16.0017t Joint Length: I 7,540,0017t Shoulder: Street Type: Grade: 0.00 Lanes: 0 Section Comments: Last Insp. Date: 11/15/2011 Total Samples: 35 Surveyed: 10 Conditions: PCI: 60 Inspection Comments: Sample Number: 01 Type: R Area: 20.00Slabs PCI = 64 Sample Comments: 63 P'�-)P,C)TTTS .,.I UCi Sl: MI:, oi c,,, 6`, j(--)IIIT SEAL FlAHAGE S 1 a h� S C�1, cluen t S 63'. LI1,TEAR PA--KI1TG H Cv:tsieLLLLtU. 63'� LITEIR CRACKING 1I -_ c I) slafl-�C- C,_an ilcten t 3 Sample Number: 03 Type: R Area: 20.00Slabs PCI = 44 Sample Comments: 63'. LI1,TEAR RA --KING H S 1;1, 1 D 3v C o,:I -I ne r, t 683 F,OE,C)TTTS 1.1 IH. Siaj_�S C,_an ilct�n t 3 74 JOIHT SPA_LLT1,.jt_ L 11. S I ah, 2rffa,en t- S 1EP., SFALLINt- L li= S 1. ahJ S o! 1"Itt en t 65 T�_IIIT SEAL L1,7\,1 PGE L zH. I 1 Slal CC, 11ften, t 3 Sample Number: 11 Typo: R Area: 20.00SIabs PCI = 44 Sample Comments: 6 �`� LIHEAP, �-RACKIITr� S 1. aJJ S omatl��nt-: 6 cS E'i_ F-,(_T1TS T 1 2- 1 a, ]:, 3 CC, 11ften, t 3 74 j(--)I',-,TT S_T,_TL-,Tj.Tj:3 L I I '75 t-()R,TER Sr -,T -,LL--- NG L C1 C1 s1ahl­ Cc"IM-1 t - 6 �, JOINT SEAL 1,A1,1AGF L 2,_ S I ah, ­ L -- G 1 r a C L t Sample Number: 14 Type: R Area: 20.00SIabs P(71 = 69 Sample Comments: 6�, J{ INT SEAL 1,A1,1AGF HT, 2,_ SI -ah,- Cclrauent_-: 6,0 PC)POITTS IN S SIah,t, Cclrau: t- ' 74 TC)ITIT SPA='Nj� L I H H S 1'al:) - 1'C:LaL1ent_-: Sample Number: 17 Typc: R Area: 20.00SIabs PCI Sample Comments: 65 TC)ITIT SEAL L1,7\11AGE L S la, 1:) CC:La[lelitS: 74 J(--)II'TT SPALLIITG L 9, ilii S 1 a]D S CCrfffc.ents : 7 C-,PjTEP, SPALLIIT,_ L _ ijij S 1 ah,.= Cornycl e n, t,- - 621 LIITE_'-sP, H _ ijij S1ah,.= Cornycl e n, t,- - Sample Number: 22 Type: R Area: 20.00Slabs PCI = 64 Sample Comments: 6 Ou -h­-,Pr)TTTS I4 1 t)t) S 1 ah,.=oi[ntet-, Cornycl e n, t,- i`, C{-_}PJITEIP, SPALLING L &J SI-,", 1 - t - 7 4 k_-1I1TT SPALLING L 7. r rSlal:,-- t 6l JOINT SEAL E0,11AGE H 10 S 1 -,CrnffC',=-it " Re -inspection Report Yakima 2010 Report Generated Date: January 16.. 20122 Sample Number: 25 Type: R Area: 20uOSIabs 20.00SIabs - " CI . t - )t) PCI 72 Sample Comments: Sample Number: 32 Type: R Area: 20,00slabs 65 TC-)ITIT SEAL LiAMAGE H �'C) CHO S 74 JOINT SPALLI1113 L lii S 1 a]D S orfffctents : 75 ._'C)P._IIEP, SEALLIIT,--- L 7, C)C) S 1 a]D S onffcten t s : 75 C-,PjTEP, SPALLI11,; H I. Cm Sla,]Ds e n, t,- - Sample Number: 30 Sample Comments: 65 JC,IITT SELL FlAHAGE F' {-} F�(- f T- E-' , -) CTTS 7 4 JCIIITT SPALLING 75 COPITER SEALLIIIV� Type: R Area: Htm L L 20.00SIabs - " CI . t - )t) S 1 ah's sIal'- Slal:,_- PCI = 67 t,- - C,DMILLe',_; t _,nffC',=" Cr Sample Number: 32 Type: R Area: 20,00slabs PCI = 70 Sample Comments: 65 JCIIITT SEAL F,,AJUGE H M, Slal:,_- C,DMILLe',_; t -,*' F,(DE,OTTTSi'I)f f - - ) _,Cr -it 74 J�-)INT SP2:=T7.ji3 L S 1 ci c,,,c.en t s: 71:-. CC)PITIET', SPALLING L Sl a }Tti, C . Cluen t S Sample Number: 35 Type: R Area: 20.00SIabs PCI = 51 Sample Comments: 6 1) JC)INT SEAL H z0. HH S1: C, ci e ,t_ 6S E,( -)E( -)T ITS I 11. C) S 1 a hT S C �1, Cluen t S 74 T(-)I!.,TT SPALLTI..Tj� L 1.1 1'- i 2- 1;:,, 1 D 3 C c,_� I ,I ne r, t - 7 F� C-(-jP.,TER SE'ALLIITG L - I slafl-�s Ca,( ilcten t 6 2 LTHEAP, CRACKT11G, M 1. AA S I ah"- 2rffa,en t- S 7t? SCAJ...1H,.-,,/CP_AZ ING M 2, . i -) i -) S 1. at—, c! 1"Itt t _- Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATER-MYK Name: APRON TERMINAL RAMP Use: APRON Area: 323.255.00SqFt Section: 02 of 5 From: aterm-01 Arca: To: aterm-03 Last Const.: 09/03,1988 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 52,111 .0()SqFt Length: 310.0017t Width: 285.0017t S,'Ft Shoulder: Street Type: Grade: om Larges: o H 5 UUP;. I I 2- -1 F t Section Comments: ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ Sample Number: 10 Type: R Arca: 5,00O.0()SqFt Last Insp. Date: 11/ 15/2011 Total Sampler: 11 Surveyed: 4 Sample Comments: Conditions: PCI: 25 (_,7 1ATEA THEP. I I TG M 2—iFt Inspection Comments: 4, BLCC'K H J H S,-fFt Sample Number: 02 Type: R Area: 5,000.00SqFt PCI = 15 Sample Comments: 57 WEATHERING tI 5, 0 ScFt C,_ 4 : BLOCK 0,0- H SFt C2 rffa�n it S 41 ALLIGAD-JR S, --Ft o! 1"Itt t 4^ LCIIJTIULTId1?LIIFZI�I'l VERS r' i"FZ?.I2:.i'`I M 4 0 H 11 �_ CC, 11ften, t 3 Sample Number: 04 Ty pe: R Area: 5.000.00SqFt PCI = 53 Sample Comments: �7 WEATHERING M S,'Ft o! [,,I u t F�_ CC, 11ften, t 3 Sample Number: 09 Type: R Arca: 5,00O.0()SqFt PCI = 17 Sample C omments: �7 WEATHERING M S,'Ft o! [,,I u t H 5 UUP;. I I 2- -1 F t Cori n, t 3 ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ Sample Number: 10 Type: R Arca: 5,00O.0()SqFt PCI = 17 Sample Comments: (_,7 1ATEA THEP. I I TG M 2—iFt CC, 11fte n, t 3 4, BLCC'K H J H S,-fFt i:up� ,-, t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATER-MYK Name: APRON TERMINAI, RAMP Use: APRON Area: 323.255.00SqFt Section: 03 of 5 From: ATERM-02 TO: ATER-M-04 Last Const.: 09/03,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 65,820.0()SqFt Length: 450.0017t Width: 155.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Samples: 13 Surveyed: 4 Conditions: PCI: 54 Inspection Comments: Sample Number: 01 Type: R Area: 5,000.00SqFt PCI = 45 Sample Comments: 57 WEATHERING L ScFt C,_ 40 Lo1,11-,ITTTE,IlT,7�L/Tp,.�aITS- ,�7_p..SE I I - - i IG t-clrffa�nt- S Sample Number: 06 Type: R Area: 3A60.00SqFt PCI = 73 Sample Comments: 57 WEATHERING L 6 Sc,, Ft C,_ 13 tj t- 2rffa,�n t S Sample Number: 10 Ty Type: R Area: 4 5, 15.OoSqFt PCI = 65 Sample Comments: WET-,THEPTNG L 5,4ii ;,;_IH SfSFt t- C2 rffa,n t- S 4� EFLO--K C1PACj,,'TN,3 L (-m. iH_ 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft o! 1"Ittt M F�_ CCMrftent;, ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Sample Number: 13 Type: R Area: 6,255.0()SqFt PCI = 41 Sample Comments: 57 1ATEA THEP. I I TG L 1,vUU. I I SriFt CC, 11ften, t 3 4,,*-*, D-DINGI TTTj'_l INA L / T P.. RJ.TSVE RS E F_'RACKIN!-3 Lt 1, F - �NT�L/ _1. T S �VF, R,13 E 40 LONGI-HFiI J� - - __ a 11 4 C,- R. -i t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATER-MYK Name: APRON TERMINAL RAMP Use: APRON Area: 323.255.00SqFt Section: 04 of 5 From: ATERM-03 TO: ATER-M-05 Last Const.: 09/03,1988 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 86,023.00SqFt Length: 350.0017t Width: 200.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 17 Surveyed: 5 Conditions: PCI: 58 Inspection Comments: Sample Number: 02 Type: R Area: 5,000.00SqFt PCI = 72 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 I'll 30t?. Ft c'-a'I t Sample Number. m Type: R Area: 5,000.00SqFt PCI = 34 PCI = 53 Sample Comments:: WEATHERING L �n7 WEATHERIN!-7, L F'100{,.` 7,Ft C _ttILLEitU. 4,,*-*, L(--r'1!ITT:,EIIIIAL/Tp._A],TSVEP-,SE P7 ::IIT' Sample Number: 15 Type: R 70t?. =[=[ F'_ c'-a'I t 3 Sample Number: 09 Type: R Area: 5,000.00SqFt PCI = 67 Sample Comments: H SfSFt C2 rffa,int—S.: 43 L(':)11(-:-�ITI-fr,ItIAL/'TPA114SVEPSE CPAC'11.'I!TG M 57 WEATHERING o! nau t ScFt C,- 40 11 - -1, NG 1`1 Ft t- C 2 r ff CL�n t- S Sample Number: I1 Type: R Area: 5,003.00SqFt PCI = 34 Sample Comments: WEATHERING L Sc,, Ft C,- rr t - 7 P_T-,t -IT 'I I G H 7 t) H H Ft t- C 2 r ff CL�n t S Sample Number: 15 Type: R Area: 5,003.00SqFt PCI = 67 Sample Comments: WET-,THEP,1NG L H SfSFt C2 rffa,int—S.: 43 L(':)11(-:-�ITI-fr,ItIAL/'TPA114SVEPSE CPAC'11.'I!TG M H) Ft, o! nau t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: ATER-MYK Name: APRON TERMINAI, RAMP Use: APRON Area: 323.255.00SqFt Section: 05 of 5 From: ATERM-04 To: AEAST-01 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 20,783.0()SqFt Length: 455.0017t Width: 30.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 5 Surveyed: 4 Conditions: PCI: 32 Inspection Comments: Sample Number: 01 Type: R Area: 4,992.00SqFt PCI = 11 Sample Comments: - ,- Ir t 4 3'� BLC;C 1, RACT-T1.113 H 41 S, -Ft C 7 WET-,THEP,1NG H 4, 99(_1.HH SfSFt C2 rff CL�n t- S Sample Number: 02 Type: R Area: 3A26.00SqFt PCI = 11 Sample Comments: 43BLOCl, PACT -T1113 H D S, -,,Ft C,- 7 WET-,THEP,1NG H 3. 1 4 H H SfSFt 7C2 rffa,�n t- S Sample Number: 04 Type: R Area: 5,04S.00SqFt PCI = 39 Sample Comments: WET-,THEP,1NG H H SfSFt C2 rffa,n t- S 43 L(':)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC11.'I!TG M H) Ft, o! 1"Ittt Sample Number: 05 Type: R Area: 4547.00SqFt PCI = 65 Sample Comments: WET-,THEP,1NG 1`1 CH) SfSFt C2 rffa,en t- S o! nau t 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M H) Ft, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: AWESTYK Name: APRON WEST RAMP Use: APRON Area: I5&764.00SqFt Section: 01 of I From: ATERM-02 To: TA -03 Last Const.: 09/031,1984 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 158,764.0()SqFt Length: 497.0017t Width: 400.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 32 Surveyed: 5 Conditions: PCI: 50 Inspection Comments: Sample Number: 05 Type: R Area: 5,001).00SqFt PCI = 67 Sample Comments: 57 WEATHERING ScFt C,_ L 7t ti. t- 2rffa,�n t- S Sample Number: I.? Type: R 5.00O.OoSqFt Area: 5,OWOOSqFt PCI = 41 Sample Comments: o! nau t M 422. H0 F�_ CC, 11ften, t 3 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 H =j F� c'-a'I t 3 : F7 WEATHERING PCI = 34 11 H SfSFt t- C2 rffa,n t- S : Sample Number: 17 Type: R Area: 5,00O.00SqFt PCI = 52 Sample Comments: WET-,THEPTNG L H SfSFt t- C2 rffa,n t- S : 43 L(-)11(-:-�ITI-fr,ItIAL/'TPA114SVEPSE CPAC'11.'I!TG M H-) I Ft o! 1"Itt t 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG H I H - I ) Ft o! 1"Ittt Sample Number: 22 Type: R Sample Comments: �,7 WEATHERING 4,,*-*, D-DINGI TTTj'_l INA L / T P.. A1..TSVE RS E F_'RACKIN!-3 ......................................................................................................................................................................................................................... Sample Number: 28 Type: R Sample Comments: 57 1ATEA THEP. I I TG 4,,*-*, D-DINGI TTTj'_l INA L / T P.. A1..TSVE RS E F_'RACKIN!-3 ,Area: 5.00O.OoSqFt PCI = 55 S,'Ft o! nau t M 422. H0 F�_ CC, 11ften, t 3 F7_ Area: 5,000.00SqFt PCI = 34 M 5, 0U0, HO 2—iFt CC, 11ften, t 3 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: BP09YK Name: RIVY 09 END BLAST PAD Use: RUNWAY Area: 31300.00SqFt Section: 01 of I From: GRASS To: R09YK-01 Last Const.: 01='01;1951 1 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 31,300.00SqFt Length: 16LOOFt Width: 195.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 66 Inspection Comments: Sample Number: 2 Type: R Area: 4,501).00SqFt PCI = 61 Sample Comments: i_P._At-'1,-Tj1j311 6CH. -) �_ S, - -i - I',,Ft C,- Lo1,11-,ITTTE,IlT,�L/Tp�ITS,v'7_p..S P A E , ( ) ( 1 - 1`1 - - - � t t-clrffaint- S 1ATEATHERI111-3 L9c7i;. 00S",Ft o! 1"Itt t - Sample Number: 3 Type: R Area: L500 OOSqFt PCI = 56 Sample Comments: H' BLOCK H SfSFt C2 rffain it S D-) L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I1T;-, M Ft, o! 1"Ittt vt? 1ATEA THEP. I I TG M UU U U SriFt COMrftent;, Sample Number: 6 Type: R Area: 4,500.O()SqFt PCI = 80 Sample Comments: S, -,Ft o! [,,I u t EFLO--K C1PACj,'TH,3 1ATEA THEP. I I TG M 4 , uuu 11 SriFt COMrftent2, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: BP27Y-K Name: RIVY 27 END BLAST PAD Use: RUNWAY Area: 31300.00SqFt Section: 01 of I From: R09YK-12 To: GRASS Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 31,300.00SqFt Length: 31300.00Ft Width: I.00Ft Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 60 Inspection Comments: Sample Number: 2 Type: R Area: 4,501).00SqFt PCI = 60 Sample Comments: 43'� BLC�Cl, RACT-T1.113 F)F) S, --,,Ft c'-a'I t 3 F7 WET-,THEP,1NG L H SfSFt 7C2rffa, n t- S Sample Number: 3 Type: R Area: L500 OOSqFt PCI = 60 Sample Comments: 57 WEATHERITIG L 00i?. Sc,, Ft C,- 4'� BLOCK 1`1 1,iii;.,_;_ SfSFt C2 rffa�n t- S Sample Number: 4 Type: R Area: L500 OOSqFt PCI = 60 Sample Comments: WET-,THEP,1NG L 3. SfSFt 7C2rffa, n t- S 4� EFLO--K C1PACj,,'Tjj,3 M i 5(1f, H S F t C o! [,,I u t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLEYK Name: EAST PARKING LOTS Use: PARKING Area: 34,000.00SqFt Section: 01 of I From: PRNIEYK-01 To: COUNTY ROAD Last Const.: 01110111950 Surface: AAC Family: DEFAULT Zone: Category: Rank: A Area: 34,00O.00SqFt Length: 34,OWO()Ft Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 60 Inspection Comments: Sample Number: 01 Type: R Area: 5,000.00SqFt PCI = 72 Sample Comments: I FATC'H/TTITILITY CTTT L y, 05u I_j I_j Sc,, Ft LC2 rffa,n t- S S",Ft o! 1"Itt t WEATHERING L Sample Number: 02 Type: R Area: 5,OWOOSqFt PCI = 76 Sample Comments: WET-,THEP,1N1_ L H) SfSFt C2 rffa,int—S.: HH Ft o! 1"Ittt D-) L('�)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE I_-RAC11.'I!TG L I I 11 F'AT IT L 3`00. HH SriFt CCI, 11ften, t 3 -­TI- I - Sample Number: 04 Type: R Arca: 6,243 .0()SqFt PCI = 37 Sample Comments: HI ALLIGATOR.C-PACNTH,-, o! 1"Itt t 10 M 6 H 1 1F�_ CCI, 11ften, t 3 /,7EATHERING L G r 3 S,-fFt Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNWYK Name: NW PARKING LOTS Use: PARKING Area: 186A30.00SqFt Section: 01 of 5 From: TL04YK-01 To: PRNmiyK-oi Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 91,330.0()SqFt Length: 91.330.0017t Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 88 Inspection Comments: Sample Number: 01 Type: R Area: 6,571.00SqFt PCI = 93 Sample Comments: IO LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 10H, F� C, t Sample Number: 04 Type: R Area: 5,7()I).O()SqFt PCI = 89 Sample Comments: D-) L(_-1,TGITTTE!I,TAL/TP. '�'f D. RSE CPACKII.T!3 L .1 F C_,:tsner,tU. Sample Number: 06 I)Tc: R Area: 5,0WOOS(Ilt PCI = 80 Sample Comments: IU L(--�l-,T;3ITTTEII,TAL/Tp._I-iI.TSVEF'SE F_ C o,: I -I ne r, t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNWYK Name: NW PARKING LOTS Use: PARKING Area: 186A30.00SqFt Section: 02 of 5 From: T1,02YK-01 TO: ANIV-YK-03 Surface: AAC Family: DEFAULT Zone: Area: 34,800.00SqFt Length: LOOFt Width: 1.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 19 Surveyed: 5 Conditions: PCI: 25 Inspection Comments: Sample Number: 02 Type: R Area: 4,564.00SqFt PCI = 6 Sample Comments: 15 RTTTTI I.T13'-a'I t 3 : H 20 H Sc F t 19 RAVELING H 4 H SfSFt t- C2 rff CL,n t- S : Sample Number: 06 Type: R Area: L545.00SqFt PCI = 6 Sample Comments: (-)I ?,LLIG,71,TC)P, CPACFIjTj3 H 5 ScFt c'-a'I t 11. PRTCH/TTTILITY CTTT L 0,t) (-1 H SfIFt t-clrffa,�nt- S 19, PA`JET IH,- 1,� 1-H) -': H 4, 5, _y S, -,Ft t Last Const.: 01,101,1950 Category: Rank: P Sample Number: 09 Type: R Area: _L949.00SqFt PCI = 4 Sample Comments: S, -,Ft C o! 1"Itt t 11 PATCHAITILITI' CTIT L "V�fi M S, -'Ft o! 1"Itt t IG RAVELING H 4, 949. H H SriFt CCI 11ften, t 3 ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Sample Number: 15 Type: R Area: 5,111 .0()SqFt PCI = 53 Sample Comments: 1ATEA THEP. I I TG L S, III HU SriFt CC, 11ften, t 3 HI ALLIG7 1`1 _3 5 S, Ft 10 LOITGJ-HFiT L/T R, 1. T S VE R3 E L C, t Sample Number: 18 Type: R Area: 5,055.00SqFt PCI = 50 Sample Comments: v TJ Sq Ft t ,7EATHERING L 10 LOII. J-HFiII IAL/TR _1. T S VE R3 E�- TH-_ C -11r. -i t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNWYK Name: NW PARKING LOTS Use: PARKING Area: 186A30.00SqFt Section: 03 of 5 From: COUNTY ROAD TO: AOIYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 43,190.00SqFt Length: 43,190.0017t Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Corntnents: Last Insp. Date: Total Samples: 0 Surveyed: 0 Conditions: Sample Number: Type: Area: 0,00 PJO - -'T I ("If T S V.DjjTi I[ISPEC - Re -inspection Report Yakima 2010 Report Generated Date: January 16.. 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNWYK Name: NW PARKING LOTS Use: PARKING Area: 186A30.00SqFt Section: 04 of 5 From: TL04YK-01 To: COUNTY ROAD Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: L9W00SqFt Length: 4,9W00Ft Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 98 Inspection Comments: Sample Number: 01 Type: R Area: 4,900.00SqFt PCI = 98 Sample Comments: IO LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L F� c'-a'I t3 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNWYK Name: NW PARKING LOTS Use: PARKING Area: 136, 30 Section: 05 of 5 From: COUNTY ROAD To: N'1V HANGER BUILDINGS Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 12,130.0()SqFt Length: 12,130.0017t Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Corntnents: Last Insp. Date: Total Samples: 0 Surveyed: 0 Conditions: Sample Number: Type: Area: 0,00 PJO - -'T I ("If T S V.DjjTi I[ISPEC - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR I'EPNffN-AL Branch: PLNYK Name: NORTH PARKINGLOTS Use: PARKING Area: 15a995.00SqFt Section: 01 of 5 From: PLN-K-0?To: AIVESTYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 30,445.0()SqFt Length: 30,445.0017t Width: I.00Tt Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: Total Samples: 0 Surveyed: 0 Conditions: Sample Number: Type: Area: 0,00 PJOV.DjjTi INSPEC - - -'T I ("If T S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR I'EPNffN-AL Branch: PLNYK Name: NORTH PARKINGLOTS Use: PARKING Area: 15a995.00SqFt Section: 02 of 5 From: PLN-K-01To: COUNTY ROAD Surface: AAC Family: DEFAULT Zone: Area: 27,300.00SqFt Length: LOOFt Width: 27,300.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: Total Sampler: 0 Surveyed: 0 Conditions: Sample Number: Type: Area: 0,00 PJOV.DjjTi INSPEC - - -'T I ("If T S Last Const.: 01,101,1950 Category: Rank: P Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNYK Name: NORTH PARKINGLOTS Use: PARKING Area: 15a995.00SqFt Section: 03 of 5 From: PLN-K-01To: RDTERMYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT PCI = 76 Zone: Category: Rank: P Area: 35,500.00SqFt Length: 35.500.O()Ft Width: 1.0017t Cr'_A_CKING�� Shoulder: Street Type: Grade: om Lanes: o Sample Comments: Section Comments: u t 1ATEA THEP. I I TG 4,6W0()SqFt Last Insp. Date: I 1/ 16/2011 Total Sampler: 16 Surveyed: 5 PCI = 61 .......................................................................................................................................................................................................................... Sample Number: 16 Type: R Conditions: PCI: 36 Sample Comments: CC, 11ften, t 3 Inspection Comments: ,J /,7EATHERING Sample Number: 02 Type: R Area: 3,658.0()SqFt PCI = 12 Sample Comments: PCI = 21 H ()6 LiEPRESSIC)IT H 60i?. ScFt C,_ 1(-) Lo1,11-,ITTTE,IlT,�L/Tp�ITS,�'_P..S �- P A 1 �7 E T,'j .1 H nt HI ALLIGAD-JR�-_'PACNTHG, z, lu.fl. Mm) S, -,Ft H - o! 1"Itt t Sample Number: 03 Type: R Area: 2,504.OoSqFt PCI = W Sample Comments: HI. ALLIGATC)P, CRACk-JITCs H H t 1 u SfSFt C C2 rffa,n t- S 1A.TEATHERING M z, 5ufl. m) S _,Ft M I UH. F�_ CCMrftent;i, Sample Number: 08 Type: R 3,08T0()SqFt Sample Comments: PCI = 76 WEATHERING 10 .......................................................................................................................................................................................................................... Cr'_A_CKING�� Sample Number: 14 Type: R Sample Comments: CC, 11ften, t 3 u t 1ATEA THEP. I I TG 4,6W0()SqFt PCI = 61 .......................................................................................................................................................................................................................... Sample Number: 16 Type: R 4, Sample Comments: CC, 11ften, t 3 HI T-,LLIGPD__)P, CRACKING ,J /,7EATHERING t LC,_-,j-HFi / - P,,7\1. T S -)'T, �L _TNT�L J� � `'1ERSE -T 11 PATCHAITILITY C[TT PCI = 21 :Arca: 3,08T0()SqFt PCI = 76 - , S t t M F�_ CC, 11ften, t 3 :Area: 4,6W0()SqFt PCI = 61 M 4, SriFt CC, 11ften, t 3 PI ,J F7_ t Area: 5,800.00SqFt PCI = 21 H 2- 1 F t CCI 11ften, t 3 80H HF) S,-fft t T Id 18, (0 0 scf, F t Cclrau�n t-- Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLNYK Name: NORTH PARKINGLOTS Use: PARKING Area: 15a995.00SqFt Section: 04 of 5 From: RDTERM.YK-01 To: TERMINAL BUILDING Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 13,410.0()SqFt Length: 13,410.0017t Width: I.00Tt Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 3 Surveyed: 3 Conditions: PCI: 72 Inspection Comments: Sample Number: 01 Type: R Area: 4,100.00SqFt PCI = 73 Sample Comments: �C) WEATHERING I'll 4, ICH. = = S, --,,Ft Camlct,�­t Lo1,11-,ITTTE,IlT,AL/Tp�ITS,v'7_p..SE -p C2 rffa�n t- S Sample Number: 02 Type: R Area: 4,367.00SqFt PCI = 70 Sample Comments: C) WEATHERING I'll 4, 36 I = = S, --,,Ft c'-a'I t p t-clrffa,�nt- S 11 PAT-71-1/1-TTIL17"L' "TIT L I ( S, -,Ft o! 1"Itt t Sample Number: 03 Ty pe: R Area: 4.400.00SqFt PCI = 73 Sample C omments: WEATHERING M 4, 44UH). HH S, --Ft Ft D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!T;-, M � .1 1 1 o! [,,I u t Re -inspection Report Yakima 2010 Report Generated Date: January 16.. 20122 Network: YAKIMA Name: YAKIMA AIR I'EPNffN-AL Branch: PLNYK Name: NORTH PARKINGLOTS Use: PARKING Area: 15a995.00SqFt Section: 05 of 5 From: RDTERM.YK-01 To: COUNTY ROAD Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 53,340.0()SqFt Length: 53.340.0017t Width: I.00Tt Shoulder: Street Type: Grade: om Lanes: o Section comments: Last Insp. Date: Total Samples: 0 Surveyed: 0 Conditions: Sample Number: Type: Area: 0,00 PJOV.DjjTi INSPEC - - -'T I ("If T S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PLTERXIYK Name: TERIVIIN.Al. PARKING LOT Use: PARKING Area: 71000.00SqFt Section: 01 of I From: RDTERM.YK-01 To: RDTERMYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 72,00O.00SqFt Length: 71000.00Ft Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 14 Surveyed: 4 Conditions: PCI: 66 Inspection Comments: Sample Number: 03 Type: R Area: 5,938.00SqFt PCI = 54 Sample Comments: �C) WEATHERING a3 = = S, •F t c'-a'I t BLOCK H t H SfSFt 1C2 rffa�n it S Ft D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!T;-, M o! 1"Ittt Sample Number: 06 Type: R Area: 5JW00SqFt PCI = 70 Sample Comments: WET-,THEP,1N1_ L H SfSFt C2 rff CL,int—S.: Ft D-) L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!T;-, M o! [,,I u t Sample Number: 10 Ty PCI = 69 pe: R Area: 5J97.00SqFt Sample Comments: WEATHERING L '-,197.HH S, -,Ft o! 1"Itt t Ft D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!T;-, M , .1 1 1 o! 1"Ittt Sample Number: 12 Ty pe: R Area: 5149.00SqFt PCI = 71 Sample C omments: WEATHERING L M F�_ CO'_Mrftent;i,. Re -inspection Report Yakima 2010 Report Generated Date: January 16.. 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PREASTYK Name: EAST PERIMETER ROAD Use: ROADWAY Area: 74,000.00SqFt Section: 01 of I From: ACAP-iK-01 To: TCYK-04 Last Const.: 01='01;1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 74,0W00SqFt Length: 3.700.00Ft Width: 20.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 13 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,000.00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 07 Type: R Area: 5,000.00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: O's I)Tc: R Area: 5,OWOOS(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 13 I)Tc: R Area: 5,OWOOS(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PRNEYK Name: NE PERIMETER ROAD Use: ROADWAY Area: 27,005.00SqFt Section: 01 of I From: ACUSTYK-01 To: PLEYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 15,3W00SqFt Length: 855.0017t Width: 18.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 4,890.00SqFt PCI = 1()(-) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 5,314.00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 03 I)Tc: R Area: 5,017.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PRNIATYK Name: NW PERIMETER ROAD Use: ROADWAY Area: 61,2712.00SqFt Section: 01 of I From: TLOlYK-01 To: PLNOIYK-01 Last Const.: 01110111950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 61,27100SqFt Length: 3,404.0017t Width: 18.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: I 1/ 16/2011 Total Sampler: 17 Surveyed: 5 Conditions: PCI: 86 Inspection Comments: Sample Number: 02 Type: R Area: 3,480.00SqFt PCI = 83 Sample Comments: WEATHERITIG L 48(?. = = ScFt c'-a'I t BLOCK L H SfSFt C2 rffa,�n t- S Sample Number: 05 Ty pe: R Area: 1_770�OOSqFt PCI = 75 Sample Comments: C) WEATHERITIG L Sc,, Ft C,_ H2 BLOCK t—P7�!-'ET7jt_ L H H SfSFt C2 rffain it S D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L M) F o! 1"Itttt Sample Number: 13 Ty pe: R Area: 3930.00SqFt PCI = 92 Sample Comments: D-) L(':)11(-:-�TTI-fr,IITAL/'TPA114SVEPSE C PA C K'I 1 T L Ft 1ATEATHER1111-3 L 3S,_ -Ft o! 1"Itt t Sample Number: 14 Ty pe: R Area: 4,440.00SqFt PCI = 88 Sample Comments: D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC11.'I!TG L _11. f I . H H Ft o! nattt vt? 1ATEA THEP. I I TG L 4,44H.UU SriFt CCI, 11ften, t 3 Sample Number: 16 Type: R Area: 4,550.0()SqFt PCI = 88 Sample Comments: 1ATEATHER1111-3 L 4, 55fl. o! natt t CrI-A-C K! 11 G3 L U. I IF�_ Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: PRIATESTYK Name: WEST PERIMETER ROAD Use: ROADWAY Area: 19.680.00SqFt Section: 01 of I From: TAYK-01 To: COUNTY ROAD Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 19,630.00SqFt Length: 1,640�001t Width: 11.0017t Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI:57 Inspection Comments: Sample Number: 01 Type: R Area: 3,980.00SqFt PCI = 87 Sample Comments: IO LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 10H, F� C, t WET-,THEP,1N1_ L H) SfSFt 12rffa,�n t- S Sample Number: 02 Type: R Area: 6,000.00SqFt PCI = 58 Sample Comments: �C) WEATHERING L 6,00( ScFt C,_ H_; L t-clrffa,�nt- S - HI ALLIGAT{-)P. C-PACN111,-, f! HS, 1,7 t t Sample Number: 03 Ty pe: R Area: 6180.00SqFt PCI = 36 Sample C omments: _`� f I. H H Ft t D-) L(':)11(-:-�TTI-fr,IITAL/'TPA114SVEPSE CPAC'11.'I1TG L M o! 1"Itt t HI ALLIGATC-)P. S, 1,7 t ut, 1ATEA THEP. I I TG M 6, 12U. HH 2- ci F t CC, 11ften, t 3 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: OIA of 2) 4 From: TB2-01 To: R04-02 Last Const.: 09=101;1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 62,743.00SqFt Length: 1,246.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 12 Surveyed: 4 Conditions: PCI: 24 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 24 Sample Comments: Pj-,ATEL II.Tf3H St - : ,--,Ft 40 Lo 1,11-,ITTTE,IlT,7L/Tp,.�aITS,v-7_p..S P A 70(_1 H H -t t-clrffa�nt- S : Sample Number: 05 Type: R Area: 5,OWOOSqFt PCI = 34 Sample Comments: RAVEL II.Tf3 H ScFt C,- I 1 -1, 40 P_T-, T,'j 7t)(1 HH -t C2 rff iii it S Sample Number: 08 Type: R Area: 5,OWOOSqFt PCI = 34 Sample Comments: 52' RAVELING H H SfSFt 2rffa,in t- S 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M H Ft o! 1"Ittt Sample Number: I I Type: R Area: 5,OWOOSqFt PCI = 1_5 Sample Comments: 52' RAVELING H HH(J. HO SfSFt C2 rffaen t- S 4� EFLO--K C1PACj,,'Tjj,3 M H S F t C o! na u t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 0113 of 2) 4 From: TB2-01 To: R04-02 Last Const.: 09=101;1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 62,116.0()SqFt Length: 1,246.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 12 Surveyed: 4 Conditions: PCI: 24 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 24 Sample Comments: Pj-,ATEL II.Tf3H St - : ,--,Ft 40 Lo1,11-,ITTTE,IlT,7L/Tp�ITS,v-7_p..S P A 7 t H H —t 2rff CL�n t- S : Sample Number: 05 Type: R Area: 5,OWOOSqFt PCI = 34 Sample Comments: RAVEL II.Tf3 H ScFt C,- 40 11 - -1, C2 rffa,�n t- S Sample Number: 08 Type: R Area: 5,OWOOSqFt PCI = 1_5 Sample Comments: 40 L(-1,11-,ITTTE,IlTTL/Tp�ITS,v-_P..S P A L Ft -'frim n t- S 2 PA`,)E T I 11, 1 S",Ft o! [,,I u t Sample Number: I I Type: R Area: 5,OWOOSqFt PCI = 1_5 Sample Comments: 5' RAVELING H 5,HH(J.HH SfSFt C2 rff CL,n t- S 4� EFLO--K C1PACj,,'Tjj,3 M H) S11'7t C o! na u t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: OIC of 2) 4 From: TB2-01 To: R04-02 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 60,853.00SqFt Length: 1,246.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 12 Surveyed: 4 Conditions: PCI: 32 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 24 Sample Comments: Pj-,ATEL II.Tf3H St - : ,--,Ft 40 Lo 1,11-,ITTTE,IlT,7L/Tp,.�aITS,v-7_p..S P A 7 t H H -t 2rff CL�n t- S : Sample Number: 05 Type: R Area: 5,OWOOSqFt PCI = 38 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 Lc'-a'I 7 0 H . Fj Fj F� t 52' RAVELING 1`1 H H (I . H H SfSFt 2rffa,�n t- S Sample Number: 08 Type: R Area: 5,OWOOSqFt PCI = 32 Sample Comments: 52' RAVELING 1`1 H SfSFt C2 rffa,n t- S 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M H Ft o! 1"Ittt Sample Number: I I Type: R Area: 5,OWOOSqFt PCI = 35 Sample Comments: 5' RAVELING 1`1 5,HH(J.HH SfSFt C2 rff CL,int— S 4� EFLO--K C1PACj,,'Tjj,3 M H) S11'7t C o! na u t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 02A of 2) 4 From: R04-01 To: R09-09 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Sample Comments: Zone: SCNT Category: Rank: P Area: 59,364.0()SqFt Length: 1,216.0017t Width: 50.0017t 52' RAVELING Shoulder: Street Type: Grade: Om Lanes: o SfSFt t- -'frim zt- S Section Comments: CPAC'11.'I!TG L Last Insp. Date: 11/15/2011 Total Sampler: 12 Surveyed: 4 48 ZCIIJIIULIId1?ZIIFZI�I'l VERSE i I Conditions: PCI:27 COMrftent;, Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3- H 501?. ScIFt C,-rr t : 40 Lo1,11-,ITTTE,IlT,7L/Tp�ITS,v-7_p..SE -PT- L t-clrffa,�nt- S : 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'1,'IHG M 14 01 HH Ft Sample Number: 04 Type: R Area: 5,OWOOSqFt PCI = 20 Sample Comments: 52' RAVELING H SfSFt t- -'frim zt- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft o! [,,I ut 48 ZCIIJIIULIId1?ZIIFZI�I'l VERSE i I M l U. 11F�_ COMrftent;, Sample Number: 06 Type: R Area: 5,00O.O()SqFt PCI = 20 Sample C omments: 2 PA�,)E T I 11, 48 ZCIIJIIULIId1?ZIIFZI�I'l VERSE C P -A -C K! I I G= L SSU. 11F�_ COMrftent;,. ' 9 EPSE F7 V, 1`1 1- t Sample Number: 08 Type: R Area: 5,000.00SqFt PCI = 32 Sample Comments: ' RAV E T I 1.7j 17 — _ 1`1 G.rOOt%.'J'J SqFt t 40 LOITGJ-HFiT-,t �, -) F) 1� IT�L _I.TSVERSE J� - - __ a I'll _)0. � . F.� Cc"IM-1 t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 02B of 2) 4 From: R04-01 To: R09-09 Last Const.: 09='01;1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 63,970.0()SqFt Length: 1,254.0017t Width: 50.0017t SfSFt t- C2 rff CL�n t- S Shoulder: Street Type: Grade: Om Lanes: o L Ft o! [,,I ut Section Comments: I I M l U. 11F�_ CCMrftent;, Last Insp. Date: 11/15/2011 Total Sampler: 12 Surveyed: 4 Conditions: PCI: 23 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI Sample Comments: RAVEL II.Tf3H , SF t C,_ t - L t- -'frim n t- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CRACIKING M 14 01 Ft C Sample Number: 04 Type: R Area: 5,OWOOSqFt PCI = 20 Sample Comments: 52' RAVELING H SfSFt t- C2 rff CL�n t- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft o! [,,I ut 48 ZCIIJIIULIId1?ZIIFZI�I'ISVERSE I I M l U. 11F�_ CCMrftent;, Sample Number: 06 Type: R Area: 5,00O.O()SqFt PCI = 20 Sample C omments: Ft t 43 L(':)11(-:-�TTI-fr,IITAL/'TPA114SVEPSE CPAC'11.'I!TG L .1 i%1= (_,' RVELING _H 5, 000. HO 2- F t CC, 11ften, t 3 4,,*-*, D-DINGI TTIj'_l INA L / T P.. T�J.TSVE P.S E F_'R�CKIN!_3 1`1 14 (-1. ;_); _ .1 1 C F) F7 t Sample Number: 08 Type: R Area: 5,000.00SqFt PCI = 32 Sample Comments: ' RAV E T I 1.7j 17 - _ 1`1 _100-I.HF) SqFt t 40 LON13I-HEiI -,t �, -) F) 1IT�L _I.TSVERSE J� - - __ a I'll _)0. � . F.� Cc"IM-1 t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 02C of 2) 4 From: R04-01 To: R09-09 Last Const.: 09='01;1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 64,47TOOSqFt Length: 1,294.0017t Width: 50.0017t SfSFt t- C2 rffa,�n t- S Shoulder: Street Type: Grade: Om Lanes: o v� L 1, U . H H Ft o! 1"Ittt Section Comments: 2:.i'`I M 14U. 11F�_ COMrftent;, Last Insp. Date: 11/15/2011 Total Sampler: 12 Surveyed: 4 Conditions: PCI: 21 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI Sample Comments: RAVEL II.Tf3H , SF t C,- t - 7 P_T-,t 1,,'j 'p.1 L t-clrffa,�nt- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'1,'I!TG M 14 01 Ft C Sample Number: 04 Type: R Area: 5,OWOOSqFt PCI = 20 Sample Comments: 52' RAVELING H 5F HH(J. HO SfSFt t- C2 rffa,�n t- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG v� L 1, U . H H Ft o! 1"Ittt 2:.i'`I M 14U. 11F�_ COMrftent;, Sample Number: 06 Type: R Area: 5,00O.O()SqFt PCI = 20 Sample C omments: 2 PA�,)E T I 11, 48 ZCIIJIIULIId1?ZIIFZI�I'ISVERSE C P -A -C K! I I G= L SSU. 11F�_ COMrftent;,. 4Ci LO ' 9 EPSE F7 V, 1`1 1- t Sample Number: 08 Type: R Area: 5,000.00SqFt PCI = 24 Sample Comments: 2' RAV E T I 1.7j 17 H _100-I.HF) SqFt t 40 LOITGJ-HFiT-,t �, -) F) 1� IT�L _I.TSVERSE J� - - __ a I'll _)0 . F.� Cc"IM-1 t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 03A of 2) 4 From: R09-09 To: R04-04 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,863.00SqFt Length: 85.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 75 Inspection Comments: Sample Number: 01 Type: R Area: 4,760.00SqFt PCI = 75 Sample Comments: 57 WEATHERIIIG I'll 4, 501?. S, --,Ft C,- 40 Lo1,11—,ITTTE,IlT,7�L/Tp,.�aITS,�-7_p..S �—PT-_!, L t—clrffa,�nt- S 11 1 E - _ t - T,'j .1 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 03B of 2) 4 From: R09-09 To: R04-04 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,49LOOSqFt Length: 85.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 75 Inspection Comments: Sample Number: 01 Type: R Area: 4,271).00SqFt PCI = 75 Sample Comments: 57 WEATHERITIG I'll 4, OCH. S, --,Ft C,- 40 Lo1,11-,ITTTE,IlT,7�L/Tp,.�aIS,�-7_p..S �-, Ca,�n t- S I I TI E - _ PT - t _!- T,'j .1 L 2 rff i_ Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 03C of 2) 4 From: R09-09 To: R04-04 Last Const.: 09='0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,7I3.00SqFt Length: 85.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 75 Inspection Comments: Sample Number: 01 Type: R Area: 5,227.00SqFt PCI = 75 Sample Comments: 57 t - WEATHERITIG ScFt -rr L t t-clrffa,int- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 04A of 2) 4 From: R04-03 To: R04-05 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 15,163.0()SqFt Length: 290.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 3 Surveyed: 3 Conditions: PCI: 35 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 33 Sample Comments: Pj-,ATEL Jj.Tf3 St - ScFt t C,- C2 rffCL�n t- S Sample Number: 02 Type: R Area: 5,OW00SqFt PCI = 38 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 6 0 H =j F� c'-a'I t 3 : 52' RAVELING 1`1 H H (I H SfSFt -'frim zt- S : Sample Number: 03 Type: R Area: 4,500.00SqFt PCI = 32 Sample Comments: 52' RAVELING 1`1 O SfSFt C2 rffa,n t- S : 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M _..). IHIH F t o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 04B of 2) 4 From: R04-03 To: R04-05 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 14,900.00SqFt Length: 290.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 3 Surveyed: 3 Conditions: PCI: 35 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 33 Sample Comments: Pj-,ATEL Jj.Tf3 St - ScFt t C,- C2 rffCL�n t- S Sample Number: 02 Type: R Area: 5,OW00SqFt PCI = 38 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 6 0 H =j F� c'-a'I t 3 : 52' RAVELING 1`1 H H (I H SfSFt -'frim zt- S : Sample Number: 03 Type: R Area: 4,500.00SqFt PCI = 32 Sample Comments: 52' RAVELING 1`1 O SfSFt C2 rffa,n t- S : 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M _..). IHIH F t o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 04C of 2) 4 From: R04-03 To: R04-05 Last Const.: 09='01;1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 14,861OOSqFt Length: 290.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 3 Surveyed: 3 Conditions: PCI: 29 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 25 Sample Comments: Pj-,ATEL Jj.Tf3H St - : ,--,Ft 40 Lo1,11-,ITTTE,IlT,7L/Tp�ITS,v-7_p..SE-PT-_!, H-; 1`1 C2 rff CL�n t- S : Sample Number: 02 Type: R Area: 5,OW00SqFt PCI = 25 Sample Comments: 4,,*-*, LO'1!= ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 6 0 H =j F� c'-a'I t 3 : 52' RAVELING H 5, H H (I H SfSFt -'frim zt- S : Sample Number: 03 Type: R Area: 4,500.00SqFt PCI = 38 Sample Comments: 52' RAVELING 1`1 4 t) tu 0 u SfSFt C2 rffa,n t- S : 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft, o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 05A of 2) 4 From: R04-04 To: R04-06 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,874.0()SqFt Length: 93.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 26 Inspection Comments: Sample Number: 01 Type: R Area: 4,886.00SqFt PCI = 26 Sample Comments: RAVEL Jj.Tf3- H 4, 5 0 ScFt C,- rr t : 40 L C2 rffa�n t- S : Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 05B of 2) 4 From: R04-04 To: R04-06 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,729.0()SqFt Length: 93.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 26 Inspection Comments: Sample Number: 1 Type: R Area: 4,886.00SqFt PCI = 26 Sample Comments: RAVEL Jj.Tf3- H 4, 5 0 ScFt C,- rr t : 40 L C2 rffa�n t- S : Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 05C of 2) 4 From: R04-04 To: R04-06 Last Const.: 09='0111986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,587.0()SqFt Length: 93.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 26 Inspection Comments: Sample Number: 01 Type: R Area: 4,886.00SqFt PCI = 26 Sample Comments: RAVEL Jj.Tf3- H 4, 5 0 ScFt C,- rr t : 40 L C2 rffa�n t- S : Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 06A of 2) 4 From: R04-05 To: R04-07 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 35,419.0()SqFt Length: 710.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Samples: 7 Surveyed: 4 Conditions: PCI:27 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3 - ScIFt C,-rr t 40 LC)1,11-,ITTTE,IlTAL/TP�ITS,v-7_p..SE P L t- C2 rff CL�n t- S Sample Number: 03 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: RAVEL II.Tf3H , SF t C,- t - : 4LCIt IZUDIi`L Lt IP�I`i.. v"ER.SE -P ;_.,:Tide L 2rffa,�n t- S : Sample Number: 04 Type: R Area: 5,OW00SqFt PCI = 20 Sample Comments: T -P i11_; L C2 rffa,�n t- S 5(-) PATCHING L 00 S",Ft o! [,,I u t 2 PA`,)E T I 11, H S, -'Ft Iiie.lt Sample Number: 05 Ty pe: R Area: 5.000.00SqFt PCI = 25 Sample Comments: 2 PA`,)E T I 11, H S, -'Ft Iiie.lt L 6UH. I I �_ CC'_Mrftent;, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 06B of 2) 4 From: R04-05 To: R04-07 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 33,646.0()SqFt Length: 670.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Samples: 7 Surveyed: 4 Conditions: PCI: 28 Inspection Comments: Sample Nwilber: 02 Type: R Area: 5,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3 - ScIFt C,-rr t 40 LC)1,11-,ITTTE,IlTL/TP�ITS,v-7_p..SE P L t- C2 rff CL�n t- S Sample Number: 03 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: RAVEL II.Tf3H , SF t C,- t - : 4LCIt IZUDIi`1 Lt IP�I`i.. v"ER.SE -P ;_.,:Tide L 2rffa,�n t- S : Sample Number: 04 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: -P i11_; L C2 rffa,�n t- S 2 PA`,)E T I 11, S"Ft C o! 1"Itt t Sample Number: 05 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: 52' RAVELING H 5,HH(J.HH SfSFt LC2 rff CL�n t- S P HH Ft o! na u t 43 L('�)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L _..). I I Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 06C of 2) 4 From: R04-05 To: R04-07 Last Const.: 09=101;1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 31,649.0()SqFt Length: 630.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Samples: 7 Surveyed: 4 Conditions: PCI: 28 Inspection Comments: Sample Nwilber: 02 Type: R Area: 5,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3 - ScIFt C,-rr t 40 LC)1,11-,ITTTE,IlTL/TP�ITS,v-7_p..SE P L t- C2 rff CL�n t- S Sample Number: 03 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: RAVEL II.Tf3H , SF t C,- t - : I I I - _T-, T 'I 40 �-P t-1, HG L C2 rff CL,�n t- S : Sample Number: 04 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: 52' RAVELING H H SfSFt -'frim zt- S 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L I H Ft o! [,,I ut Sample Number: 05 Type: R Area: 5,OW00SqFt PCI = 1_5 Sample Comments: 52' RAVELING H 5,HH(J.HH SfSFt C2 rff CL,int— S P HH Ft o! na u t 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L _..). I I Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 07A of 2) 4 From: R04-06 To: R04-08 Last Const.: 09='0111986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,949.0()SqFt Length: WOOFt Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 38 Inspection Comments: Sample Number: 01 Type: R Area: 4,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3- I'll 4, OCH. ScIFt C,-rr t 40 LC)1,11-,ITTTE,IlT�L/Tp�ITS,v-7_p..S P A L -t t-clrffa,int- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 07M 1 of 2) 4 From: R04-06 To: R04-08 Last Const.: 0911011986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,97TOOSqFt Length: WOOFt Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 38 Inspection Comments: Sample Number: 01 Type: R Area: 4,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3- I'll 4, OCH. ScIFt C,-rr t 40 LC)1,11-,ITTTE,IlT�L/Tp�ITS,v-7_p..S P A L -t t- C2 rffa,in t- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 07C of 2) 4 From: R04-06 To: R04-08 Last Const.: 09,101,1986 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,024.0()SqFt Length: WOOFt Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 38 Inspection Comments: Sample Number: 01 Type: R Area: 4,001).00SqFt PCI = 38 Sample Comments: Pj-,ATEL Jj.Tf3- I'll 4, OCH. ScIFt C,-rr t 40 LC)1,11-,ITTTE,IlT�L/Tp�ITS,v-7_p..S P A L -t t-clrffa,int- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: OSA of 2) 4 From: R044-07 To: TB -07 Last Const.: 09=101,`2002 Surface: AAC Family: DEFAULT Sample Comments: Zone: SCNT Category: Rank: P Area: 18,681.00SqFt Length: 412.0017t Width: 50.0017t 57 WEATHERITIG Shoulder: Street Type: Grade: Om Lanes: o C,- Section Comments: L Last Insp. Date: 11/15/2011 Total Sampler: 4 Surveyed: 3 Sample Number: 03 Type: R Area: Conditions: PCI: 88 PCI = 88 Sample Comments: Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 88 Sample Comments: 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L 57 WEATHERITIG L S, --,Ft C,-rr t - 11 1 E - _ t - T,'j .1 i_ 40 Lo1,11—,ITTTE,IlT,7�L/Tp,.�aITS,�-7_p..S �— P A L t—clrffa,�nt- S Sample Number: 02 Type: R Area: 5,OWOOSqFt PCI = 88 Sample Comments: 57 WEATHERITIG L ScFt C,- I 1 -1, HG 40P_T-, T,'j L t—clrffa,�nt S Sample Number: 03 Type: R Area: 5,OWOOSqFt PCI = 88 Sample Comments: WET-,THEP,1NG L HH(J. HH SfSFt C2 rffa,n t- S 43 L('�)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L -m t ilii HH F o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 0813 of 24 From: R04-07 To: TB -07 Last Const.: 09/0111985 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 21,54100SqFt Length: 422.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 82 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 82 Sample Comments: 57 WEATHERITIG L ScFt C'_ t - L C2 rffa' n t S Sample Number: o2 Type: R Area: 5,OW00SqFt PCI = 82 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L `0 Fj Fj F� C' t F7 WET-,THEP,1NG L H H H H SfSFt C2 rffa' n t- S Sample Number: 03 Type: R Area: 5,OW00SqFt PCI = 82 Sample Comments: WET-,THEP,1NG L H SfSFt C2 rffa' n t- S 43 L('�)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L � - -TI.r 11 . HH Ft o! oa u t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R04YK Name: RUMVAY 04 Use: RUNT IVAY Area: 618,367.()OSqFt Section: 08C of 2) 4 From: R04-07 To: TB -07 Last Const.: 09=101;1985 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 21,755.0()SqFt Length: 432.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 85 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 85 Sample Comments: WEATHERITIG L S, --,Ft C,- 40 Lo 1,11-,ITTTE,IlT,7L/Tp,.�aITS,v-7_p..SE -PT-_!, H-; L -t 2rffa,�n t- S Sample Number: 02 Type: R Area: 5,OW00SqFt PCI = 85 Sample Comments: 4,,*-*, LO'1!-�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L I =j F� c'-a'I t 3 : F7 WET-,THEP,1NG L H H SfSFt 7C2rffCL, int -S.: Sample Number: 03 Type: R Area: 5,OW00SqFt PCI = 85 Sample Comments: 4101 �7 P_T-,t -IT 'I I G L 1 Ft 7C2 rffa�n t- S : 57 1ATEATHER11113 L S",Ft o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: OIA of 36 From: TA5-02 To: R09-02 Last Const.: 07=101/2011 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 50,4%OOSqFt Length: 990.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 10 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lf) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 05 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 07 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 09 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 0113 of 36 From: TA5-02 To: R09-02 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 57,67TOOSqFt Length: 990.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 10 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = lf) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 04 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 06 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: to I)Tc: R Area: 4,500.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: OIC of 36 From: TA5-02 To: R09-02 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 52,240.0()SqFt Length: 990.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 10 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lf) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 04 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 06 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 09 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 02A of 36 From: R09-01 To: R09-03 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 24,175.0()SqFt Length: 500.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: 02B of 36 From: R09-01 To: R09-03 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 28,91&OOSqFt Length: 500.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: 02C of 36 From: R09-01 To: R09-03 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 25,4510()SqFt Length: 500.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: 03A of 36 From: R09-02 To: R09-04 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 26,917.0()SqFt Length: 550.001t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 03B of 36 From: R09-02 To: R09-04 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 31,50LOOSqFt Length: 550.001t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 03C of 36 From: R09-02 To: R09-04 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 27,51LOOSqFt Length: 550.001t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 04A of 36 From: R09-03 To: R09-05 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 27,61100SqFt Length: 550.001t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1,204,862.00SqFt Section: 04B of 36 From: R09-03 To: R09-05 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 31,046.0()SqFt Length: 550.001t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 04C of 36 From: R09-03 To: R09-05 Last Const.: 07,101/2011 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 26,89LOOSqFt Length: 550.001t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 05A of 36 From: R09-04 To: R09-06 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 99,117.0()SqFt Length: 1,915.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 19 Surveyed: 5 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: O(S Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 10 I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 14 I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: ElIST'RESSES Sample Number: is Type: R Area: 5,000.00SqFt PCI = I (H) Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 05B of 36 From: R09-04 To: R09-06 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 106,21100SqFt Length: 1,915.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 19 Surveyed: 5 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: O(S Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 10 I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 14 I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: ElIST'RESSES Sample Number: is Type: R Area: 5,000.00SqFt PCI = I (H) Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1,204,862.00SqFt Section: 05C of 36 From: R09-04 To: R09-06 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 91,04LOOSqFt Length: 1,915.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 19 Surveyed: 5 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: O(S Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 10 I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 14 I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: ElIST'RESSES Sample Number: is Type: R Area: 5,000.00SqFt PCI = I (H) Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 06A of 36 From: R09-05 To: R09-07 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 29,600.00SqFt Length: 535.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 06B of 36 From: R09-05 To: R09-07 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 26,730.0()SqFt Length: 495.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = WO Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 06C of 36 From: R09-05 To: R09-07 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 21,153.0()SqFt Length: 455.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Te: R Area: 5,00O.00S(jFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1,204,862.00SqFt Section: 07A of 36 From: R09-06 To: R09-08 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 6,055.0()SqFt Length: 100.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: I Conditions: PCI: 100 Inspection Comments: Sample Number: 1 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: I Kj . ElISTRESSES*, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 07 1 1 M of 36 From: R09-06 To: R09-08 Last 091011995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 5,610.0()SqFt Length: 100.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: I Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: I Kj . ElISTRESSES*, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: 07C of 36 From: R09-06 To: R09-08 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,920.0()SqFt Length: 100.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: I Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: I Kj . ElISTRESSES*, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: OSA of 36 From: R09-07 To: R09-09 Last Const.: 09/0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 13,943.0()SqFt Length: 266.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 7,000.O()SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 7,000.O()SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 0813 of 36 From: R09-07 To: R09-09 Last Const.: 09/0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 13,546.0()SqFt Length: 266.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 7,000.O()SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 7,000.O()SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 08C of 36 From: R09-07 To: R09-09 Last Const.: 09/0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 12,781OOSqFt Length: 266.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 7,000.O()SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 7,000.O()SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 09A of 36 From: R09-08 To: R09-10 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 11,797.0()SqFt Length: 197.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 4,850.O()SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 09B of 36 From: R09-08 To: R09-10 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 11,233.0()SqFt Length: 197.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 4,850.O()SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 09C of 36 From: R09-08 To: R09-10 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 10,61100SqFt Length: 197.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 4,850.O()SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: ICDA of 36 From: R09-09 To: R09-11 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 52,773.00SqFt Length: 920.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 10 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 04 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 06 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: O's I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 1013 of 36 From: R09-09 To: R09-11 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 51,72LOOSqFt Length: 930.00Ft Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 10 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 04 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 06 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: O's I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: loc of 36 From: R09-09 To: R09-11 Last Const.: 09=101;1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 52,385.0()SqFt Length: L040.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 10 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 04 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 06 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: O's I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: IIA of 36 From: R09-10 To: R09-12 Last Const.: 09/0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 20,8I3.00SqFt Length: 377.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 03 I)Te: R Area: 5,00O.00S(jFt P(71 = 100 Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 1113 of 36 From: R09-10 To: R09-12 Last Const.: 09/0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 18,853.00SqFt Length: 377.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 03 I)Te: R Area: 5,00O.00S(jFt PCI = WO Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: lic of 36 From: R09-10 To: R09-12 Last Const.: 09/0111995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 18,14LOOSqFt Length: 377.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 4 Surveyed: 3 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 03 I)Te: R Area: 5,00O.00S(jFt PCI = WO Sample Comments: 1K.) E,ISTRESSES,> Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 12A of 36 From: R09-11 To: TAI -02 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 43,893.00SqFt Length: 730.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: 7 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 05 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204.862.00SqFt Section: 12B of 36 From: R09-11 To: TAI -02 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 36,987.0()SqFt Length: 710.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: 7 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 05 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: R09YK Name: RUMVAY 09;27 Use: RUNWAY Area: 1.204,862.00SqFt Section: 12C of 36 From: R09-11 To: TAI -02 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 34,525.0()SqFt Length: 690.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: 7 Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = lof) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 5,001).00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: (A I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 05 I)Tc: R Area: 5,00O.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: RDTERMYK Name: TERIVIN.Al. ROAD Use: ROADWAY Area: 37,762.50SqFt Section: 01 of I From: COUNTY ROAD To: TER-MINAL BUILDING Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 37,762.50SqFt Length: 1,007.0017t Width: 37.50Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11/ 16/2011 Total Samples: S Surveyed: 4 Conditions: PCI: 62 Inspection Comments: Sample Number: 01 Type: R Area: 7,211.00SqFt PCI = 56 Sample Comments: )3� BLOCK P._At-j,-Tj.jj3 I'll 5CH. S, Ft C,_ WET-,THEPIN1 1`1 SfSFt C2 rffa,n t- S D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG M Ft o! 1"Ittt Sample Number: 03 Type: R Area: 3,561.00SqFt PCI = 63 Sample Comments: ­-WET-,THEPIN_q L ) Sf:�Ft C2 rff CL,�n t- S 1_ t o! [,,I u t D-) L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M i I IM) F Sample Number: 05 Ty pe: R Area: 4 71 1.00SqFt PCI = 68 Sample Comments: 1A.TEATHERING L H Hf. S, --Ft o! 1"Itt t 4,`,U.HH Ft D-) L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG , M .1 1 1 o! 1"Ittt Sample Number: OS Ty pe: R Area: 3.742.44SqFt PCI = 65 Sample Comments: Hf t o! nau t D-) L()11(-:-�TTI-fr,IITAL/'TPA114SVECP PSE AC'11.'I!TG M , _ I I F 74 2- ri F t CC, 11ften, t 3 �t� 1ATEA THEP. I I TG L 10 D-DINGI TUj'_1 INA L / T P.. T�J.TSVE RS E F_'R�CKIN!_3 L _ .1 30 H C) F) F7 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAIYK Name: TtXINVAY Al Use: TUU AY Area: 50.2-13.00SqFt Section: 01 of 2 From: TB -08 To: TAI -02 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 43,29LOOSqFt Length: 445.0017t Width: 100.OoFt Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Samples: 10 Surveyed: 4 Conditions: PCI: 68 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 65 Sample Comments: 57 WEATHERITIG L ScFt C, - L 2rffa,�n t- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPACIKIIT13 L Ft o! [,,I u t Sample Number: 04 Type: R Area: 5,OWOOSqFt PCI = 88 Sample Comments: WET-,THEP,1NG L H SfSFt t- C2 rff CL,n t- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC11.'I!TG L 901, HH Fo! [,,I u tt 48 ZCIIJIIULIId1?ZIIFZI�I'ISVERSE CP -A- 2:.i'`I C-3 L IU. I IF�_ Sample Number: 05 Type: R Area: 5,00o.0()SqFt PCI = 65 Sample C omments: P _"� f I. H H Ft, t 43 L(':)11(-:-�TTI-fr,IITAL/'TPA114SVEPSE CPAC'11.'I!TG L _� .1 1 1 48 LCIIJIIULIId1?LIIFZI�I'ISVERSE CP -A- K! 1.1 C3 M 15 HO F�_ CoLLiYie.t ;: v,7EATHERIN-3 1`1T D F) F) �_ �_ S,-fFt " =BYu:up_.t Sample Number: 08 Type: R Area: 5,000.00SqFt PCI Sample Comments: v,7EATHERIN-3 L 100-1 HF) SqFt 40 LOITGJ-HFiT Cc"IM-1 t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAIYK Name: TtXINVAY Al Use: TUU AY Area: 50.2-13.00SqFt Section: 02 of 2 From: TAI -01 To: R09-12 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 6,981OOSqFt Length: 2WOOFt Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/11/20)11 Total Sampler: 1 Surveyed: I Conditions: PCI: 53 Inspection Comments: Sample Number: 01 Type: R Area: PCI = 53 Sample Comments: 57 WEATHERITIG ScFt C,- t-clrffa,int- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA2YK Name: TtXINVAY A2 Use: TUU AY Area: 32.404.00SqFt Section: 01 of 2 From: TA -04 To: TA2-02 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Sample Comments: Zone: SCNT Category: Rank: P Area: 28,27&OOSqFt Length: 263.0017t Width: '75.0017t 57 WET-,THEP,1NG Shoulder: Street Type: Grade: Om Lanes: o C2 rff CL,n t- S Section Comments: CPAC'11.'I!TG L Ft, Last Insp. Date: 11/ 14/2011 Total Sampler: 6 Surveyed: 3 48 LCIIJIIULIId1?LIIFZI�I'ISVERSE CP -A- 2:.i'`I C-3 Conditions: PCI: 69 Inspection Comments: Sample Number: 03 Type: R Area: 3,850.O()SqFt PCI = 71 Sample Comments: 57 WEATHERITIG L 50i?. ScFt C, - L 2rffa,�n t- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC1,'I!TG L Ft C Sample Number: 04 Type: R Area: 3,750.00SqFt PCI = 72 Sample Comments: 57 WET-,THEP,1NG L 3. SfSFt C2 rff CL,n t- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft, o! [,,I ut 48 LCIIJIIULIId1?LIIFZI�I'ISVERSE CP -A- 2:.i'`I C-3 L U. I IF�_ Sample Number: 05 Type: R Area: 3,750.0()SqFt PCI = 64 Sample Comments: 57 1ATEATHER11113 L5(ml'. HH 'Ft o! 1"Itt t 48 LCIIJIIULIId1?LIIFZI�I'ISVERSE CP -A- K! I G= L 45U. H; F�_ COMrftent;, ' 9R. �, (-I. ; V, �. - - - 1`1 1 F);-) F7 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA2YK Name: TtXINVAY A2 Use: TUU AY Area: 32.404.00SqFt Section: 02 of 2 From: TA2-01 To: R09-06 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Arca: 4,126.0()SqFt Length: 130.0017t Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/11/20)11 Total Sampler: 1 Surveyed: I Conditions: PCI: 54 Inspection Comments: Sample Number: 01 Type: R Area: 4,235.00SqFt PCI = 54 Sample Comments: Pj-,ATEL II.Tf3 St - : ,--,,Ft 40 LC)1,11-,ITTTE,IlT�L/Tp�ITS,v-7_p..S P A L -t t-clrffa,�nt- S : Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA3YK Name: TtXINVAY A3 Use: TUU AY Area: 31528.00SqFt Section: 01 of 2 From: TA -02 To: TA3-02 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 28,447.0()SqFt Length: 263.0017t Width: 85.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 66 Inspection Comments: Sample Number: 01 Type: R Area: 4,801).00SqFt PCI = 73 Sample Comments: 57 WEATHERITIG L S, --,,Ft c'-a'I t 40 LC)1,11-,ITTTE,IlTT�L/Tp,.�aIS,v-7_p..S C2 ran t- S I I ITE T,'j .1 L ff L Sample Number: 03 Ty PCI = 62 pe: R Area: 4,375�OOSqFt Sample Comments: 57 WEATHERITIG L 4, 00(_. Sc,, Ft C, - L 2rffa,�n t- S 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'1,'I!TG L Ft C, Sample Number: 05 Ty pe: R Area: 4.265.00SqFt PCI = 64 Sample Comments: ry7 1ATEATHER11113 L 4, (M -M. HH S, -'Ft o! 1"Itt t t o! 1"Ittt 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L HH F 48 ZCIIJIIULIId1?ZIIFZI�I'ISVERSE CP -A- K! I G= M 6H. 11 �_ CC'_Mrftent;i, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA3YK Name: TtXINVAY A3 Use: TUU AY Area: 31528.00SqFt Section: 02 of 2 From: TA3-01 To: R09-04 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,08LOOSqFt Length: 140.0017t Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 68 Inspection Comments: Sample Number: 01 Type: R Area: 4,484.00SqFt PCI = 68 Sample Comments: 57 WEATHERITIG L 4, OCH. ScFt C,- 40 Lo1,11—,ITTTE,IlT,7L/Tp,.�aITS,v-7_p..SE—PT-;_.,:Iij L —t t—clrffa,�nt- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSEPACIKIIT13 L 601, HH Ft o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA-lYK Name: TtXINVAY A4 Use: TUU AY Area: 32,153 OOSgFt Section: 01 of 2 From: TA -01 To: TA4-02 Last Const.: 09/03,1988 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 28,2%OOSqFt Length: 263.0017t Width: 85.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 68 Inspection Comments: Sample Number: 01 Type: R Area: 4,801).00SqFt PCI = 60 Sample Comments: 57 WEATHERITIG L 4, 80H. _ _ ScFt c'-a'I t 40 T LC)1,11-,ITTTE,IlTT�L/Tp,.�aITS,v-7_p..SE -PT- �,'j .1 L -t C2 r ff CL,�n t- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'1,'I!TG L Ft C, Sample Number: 03 Ty PCI = 71 pe: R Area: 4,375�OOSqFt Sample Comments: WET-,THEP,1NG L 4,3t)(D.Ou SfSFt -'frim n t- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft o! [,,I u t Sample Number: 06 Ty pe: R Area: 5352.00SqFt PCI = 73 Sample Comments: rya 1ATEATHER11113 L t o! 1"Itt t 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L IHIH F Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA-lYK Name: TtXINVAY A4 Use: TUU AY Area: 32,153 OOSgFt Section: 02 of 2 From: TA4-01 To: R09-02 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,893.0()SqFt Length: 140.0017t Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/11/20)11 Total Sampler: 1 Surveyed: I Conditions: PCI: 67 Inspection Comments: Sample Number: 01 Type: R Area: 4,484.00SqFt PCI = 67 Sample Comments: 57 WEATHERITIG I'll 4, OCH. S, --,Ft C,- 40 Lo1,11-,ITTTE,Il�T,7�L/Tp,.�aITS,�-7_p..S �-P 11 1 � E - HG L t-clrffa,int- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA5YK Name: TtXINVAY A5 Use: TUU AY Area: 32.230.00SqFt Section: 01 of 2 From: TA -01 To: TA5-02 Last Const.: 09/(13,1988 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 25,615.0()SqFt Length: 246.0017t Width: 100.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 73 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 71 Sample Comments: 57 rr t - WEATHERITIG L S, --,,Ft C,- L 2rffa�n t- S Sample Number: 04 Type: R Area: 5,OWOOSqFt PCI = 71 Sample Comments: 57 WEATHERITIG L Sc,, Ft C,- 4'� BLOCK t—P_7�!­1�,T1,ji-L H SFt C2 rffain it S F 43 L(':)11(-:-�ITI-Tr,IIA1 IAL/'TP14SVEPSE CPAC'11.'I!TG L t, o! 1"Ittt Sample Number: 06 Ty pe: R Area: &5I0.00SqFt PCI = 74 Sample C omments: ry7 1ATEATHER11113 L 1_,_) S,'Ft o! 1"Itt t H- ) Ft 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L I I Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TA5YK Name: TtXINVAY A5 Use: TUU AY Area: 32.230.00SqFt Section: 02 of 2 From: TA5-01 To: R09-01 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Arca: 6,615.0()SqFt Length: 130.0017t Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/11/20)11 Total Sampler: 1 Surveyed: I Conditions: PCI: 64 Inspection Comments: Sample Number: 01 Type: R Area: 3,866.00SqFt PCI = 64 Sample Comments: 57 00(_..FF S, F t C,- WEATHERIIIG L -) 40 LC)1,11—,ITTTE,IlTT�L/Tp,.�aIS,�7_p..SE —A �P L 70(1, _ H H —t t—clrffa,�nt- S 11 T - 1 - _ t - T,'j .1 i_ Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 01 of 7 From: TA5-01 To: TA -02 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 101,11 t.00SgFt Length: 1,240.0017t Width: '75.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 17 Surveyed: 5 Conditions: PCI: 78 Inspection Comments: Sample Number: 01 Type: R Area: 5,625.00SqFt PCI = 78 Sample Comments: 57 WEATHERITIG L S, --,,Ft c'-a'I t 410, Lo1,11-,ITTTE,IlT,AL/Tp,.�aITS,v-7_p..SE�7P_T-,t-jT,'j',jG L 2rffa,�n t- S Sample Number: 03 Type: R Area: 5,625.00SqFt PCI = 94 Sample Comments: 57 WEATHERITIG L S, --,,Ft C, t 7 WET-,THEP,1NG L HU S, -:Ft 7C2rffa, int—S.: Sample Number: I I Type: R Area: 5,625.00SqFt PCI = 76 Sample Comments: WET-,THEP,1NG L 6,25 HH SfSFt 7C2rffa, int—S.: 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC11.'I!TG L Ft Sample Number: I.? Type: R Area: 5,625.00SqFt PCI = 76 Sample Comments: WET-,THEP,1NG L 5, 6,25 . HH SfSFt C2 rffa,en t- S P 1,' 1 f -) H o! na u t 43 L(':)11(-:-�ITT-fr,ItIAL/'TPA114SVEPSE CPAC'11.'I!TG L 4 .).� I Ft Sample Number: is Ty pe: R Area: 5.625.00SqFt PCI = 67 Sample Comments: 57 1ATEATHER11113 L S,'Ft o! nau t 4: EFLO--K C1PACj,'T1j,3 L 6 H f H H S, -,Ft o! na u t 48 LCIIJTIULTId1?LIIFZI�I'l VERSE i"FZ?.T2:.i'`I L 54 ). I IF�_ CC'_Mrftent;, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 02 of 7 From: TA -01 To: TA -03 Last Const.: 09110111988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 141,834.00SqFt Length: 1.7WOOFt Width: '75.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 24 Surveyed: 5 Conditions: PCI: 68 Inspection Comments: Sample Number: 02 Type: R Area: 5,625.00SqFt PCI = 69 Sample Comments: ")_/ WEATHERING L S, --,,Ft c'-a'I t 40 Lo1,11-,ITTTE,IlT,7�L/Tp,.�aITS,�-7_p..SE CP_T-,t-jT,'I'p H-) 11 - - � IG L . -t t- C2 rff CLin it S Sample Number: 07 Type: R Type: R Area: 5,625.00SqFt 5.625.00SqFt PCI = 69 Sample Comments: Sample Comments: 57 WEATHERING L 5, a=5 S, --,, F t C, t 40 11 - - IG L (7,0- H-) _tl. � . -t t- C2 rffa,�n t S Sample Number: 14 Type: R 451) 11 Area: 5,625.00SqFt 4,8` DDINGI TTT'l INAL T PTJ.TSVE PCI = 65 Sample Comments: 1`1 5 -. F7 t ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ Sample Number: 22 57 WEATHERING L 5, 6,25 . Hi-) SfSFt t- C2 rffa,int-S.: 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC11.'I!TG M I If). Hi) Ft 43 L(':)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPC11 A.'I!TG 57 1ATEA THEP. I I TG L ` 6 f Ft o! 1"Itt ei, t Sample Number: 17 Type: R Area: 5.625.00SqFt PCI = 70 Sample Comments: 57 WEATHERING L 6. 0 'Ft S' , omau��it-: 4^ LCIIJIIULIId1?LIIFZI�I'l VERSE CP -A- K! I G= L 451) 11 �_ CCMrftent;, 4,8` DDINGI TTT'l INAL T PTJ.TSVE RS E F'RACKIN!-3 1`1 5 -. F7 t ........................................................................................................................................................................................................................................................................................................................................................................................................................................................................................ Sample Number: 22 Type: R Area: 5,625.00SqFt PCI = 65 Sample Comments: 57 1ATEA THEP. I I TG L S21- HO SriFt CCI 11ften, t 3 4,8` D-DINGI TT j'_l INA L / T PJAITSVE RS E F_'RACKIN!-3 L H ;_); F 7- t 40 LONGI-HFiI it.ITLTLINTAL/TR_1.TS`IERSE T S VE RS E PA� T F� C -11C. -i n,,M­ , t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Area: 5,625.00SqFt PCI = 71 Sample Comments: Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 03 of 7 From: TA -02 62", SqFt To: TA -04 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT F_ 4 0 1 -Q li-,I--T-TElTIT7,L,/TPAI.TE,VEPSE �- PAC IT '_T I!" L L Zone: SCNT Category: Rank: P Area: 115,359.00SqFt Length: 1,422.0017t Cc),, ij i te t - Width: '75.0017t C� Shoulder: Street Type: Grade: OuO Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Samples: 19 Surveyed: 5 Conditions: PCI: 52 Inspection Comments: Sample Number: 02 Type: R Area: 5,625.00SqFt PCI = 52 Sample Comments: 5-/ WEATHERING L S, Ft c'-a'I t 40 Lo1,11-,ITTTE,Il�T,L/Tp�ITS,v-7_p..SE CP IT IT 1- 2rffa,�n t- S 43 L('�)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CRACIKING M H H Ft, "c?ttTiie.lt Sample Number: 06 Type: R Area: 5A25.00SqFt PCI = 48 Sample Comments: WEATHERING L HO SfSFt I -C 2rffa,n t- S 41 ALLIGAT{-)P. CRACN1114G, M 12U,ilii 'Ft o! 1"Itt t L 63''H I IF�_ CC, 11ften, t 3 4,,*-*, D-DINGI TTTj'_l INA L / T P.. R1..TSVE RS E F_'RACKIN!-3 1`1 7, H F) F) F7 ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Sample Number: 10 Type: R Area: 5,625.00SqFt PCI = 46 Sample Comments: 57 1ATEA THEP. I I TG L 2- F t CCI 11ften, t 3 41 ALLIGATOR S,-fFt uCtp� t 40 LONGI-HFiI j _1. T S VE R3 ECPA-_T,-T L Cc"IM-1 t - 4,0 L(_')NGI TN L,I TAL T Pj TSVE RS E -_'P_D, TL rr ti tiPt L -- G 1 r a C L t Sample Number: 16 Type: R Area: 5.625.00SqFt PCI = 43 Sample Comments: til ViEATHE:tIHG L 5,,2".00 Sq. F t Cclrau�t- , 41 ALLIGAT{ )P, C-_PAC'PjN Id '21t Scf, Ft Cclrau�t- ' `2LL)11,JITTTE,Ii-fAL/TP,,z%.IISVEPSE L -PACKING L C"3 7-L t - _T,.I.TSVEP-,SE C-P-ACKING L CCnffc.ents Sample Number: 22 Type: R Area: 5,625.00SqFt PCI = 71 Sample Comments: 57 WEATHERING L 62", SqFt CCrfffc.ents T, F_ 4 0 1 -Q li-,I--T-TElTIT7,L,/TPAI.TE,VEPSE �- PAC IT '_T I!" L L Cc),, ij i te t - 4 t R,�\CKING L C� Sq F t Cc),, ij i i e t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 04 of 7 From: TA -03 To: TA -05 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 52,230.0()SqFt Length: 665.0017t Width: '75.0017t Shoulder: Street Type: Grade: OuO Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 9 Surveyed Conditions: PCI:48 Inspection Comments: Sample Number: 02 Type: R Area: 5,625.00SqFt PCI = 60 Sample Comments: Sample Comments: 57 WEATHERING L Sc,, Ft Ca,( t 40 Lo1,11-,ITTTE,IlT,AL/Tp�ITS,v-7_p..SE L UUH HH 2-riFt C2 rffain t- S 48 DDI 1(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE C PA C ",'11 T L 9 Ft C 4 C'FLACKING L 1,00. HO SqFt CCI 11ften, t 3 Sample Number: 04 Ty pe: R Area: 5.625.00SqFt PCI = 36 Sample Comments: Sample Comments: 57 WEATHERING L 4, 6 25 S, -'Ft "crt,Tiie.lt 41 T-,LLIGPD_)P, .­RACKITJG L UUH HH 2-riFt CCMrftent�,. _ .1 48" D-DINGI TTIj'_l INA L / T P.. T�J.TSVE P.S E F_'R�CKIN!_3 L I (-I ;_); 1 � F) F t 40 LONGI-HFiI �L/P71. T S VE R3 EPAI":;T L qi1.00 F� C -11C. -i t - Sample Number: 06 Type: R Area: 5A25.00S(ft PCI = 59 Sample Comments: Sample Comments: v,7EATHERIN-3 L 5 r FI2 , 5 S,-fFt " =BYi:u t 40 LONGI-HFiI NAL P,,7\_I.TS `VF, RS E j L .. 4,0 L C'04, 3 1 TN I, I I TAL T Pj=j T S VE P.S E P -D, 1,'I ', TL " f Pt 7� -I - L _- G 1 r a C L t Sample Number: 08 Type: R Area: 5.625.00SqFt PCI = 36 Sample Comments: �,7 ViEATHET,��IHG L 4 , 62 ", 0 Scf, F t Cclrau�� t- , 40 L(-')413ITTIL,ItIAI,/TpITSVEP.SE Id grr ti ti_Pt Cclrau:;.t `2LC)11,JITTTE,Ii-fAL/TP,-,z%.IISVEPSE L -PACKING L 01U.00 7 -L t - 41 ALLIGATC)P., L 1, HHO, ilii SlLLFt CCnffc.ents: Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 05 of 7, From: TA -04 Area: To: TB -04 Last Const.: 09110'11988 Surface: AC Family: DEFAULT Sample Comments: Sample Comments: Zone: SCNT Category: Rank: P Area: 17,686.0()SqFt Length: 225.0017t Width: '75.0017t L Shoulder: Street Type: Grade: Om Lanes: o o! [,,I u t 4^ LOPIJITULIIdAiiTFZAIdSVERSE C P -A -C KI I C-3 Section Comments: 540 F�_ Last Insp. Date: 11/ 14/2011 Total Sampler: 3 Surveyed: 3 H H; F Conditions: PCI:57 WEATHERTJ�J.-R.-it L 5.00 Inspection Comments: C,- - 42 LO11,JITTTEIIi-fAL/TP,-,z%.IISVEPSE L -PACKING Sample Number: 01 Type: R Area: C0.00 5,625.00SqFt PCI = 53 Sample Comments: 41 ?,LLIG,71,TC)P, CPACFIjTj3 L 18 H ScIFt c'-a'I t 7 WEATHERING L 5, (-, -, F, .-) u SfqFt- C C2 rffait S 43 L('�)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE C-PAC'11.'I!TG L HH Ft o! 1"Ittt M 6H. F�_ COMrftent;, Sample Number: 02 Type: pe: R Area: 5.625.00SqFt 5A25.00S(ft PCI = 58 Sample Comments: Sample Comments: 41 AI,I..Il3AT(--)P. C-PACNT114G, L 12, f ilii S, -,Ft o! [,,I u t 4^ LOPIJITULIIdAiiTFZAIdSVERSE C P -A -C KI I C-3 L 540 F�_ 4,,*-*, D-DINGI TT'El INA L T P_A1.Tq VE P.S E C'R K I T!-3 L H H; F t WEATHERTJ�J.-R.-it L 5.00 S F t C,- - Sample Number: 03 Type: R Area: 5A25.00S(ft PCI = 58 Sample Comments: 41 ALLIGATOR L 10H. HF) S,-fFt WEATHERTJ�J.-R.-it L 6_2,5. �-)u S, �Ft C,- - 4,0 L(-')413ITIL'ItTAI,/TpAITSVEP.SEL r. Pt C G1 ra CL t 42 LO11,JITTTEIIi-fAL/TP,-,z%.IISVEPSE L -PACKING L C0.00 Ft 0'r LLc¢iter t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 06 of 7 From: TA -05 To: R04-05 Surface: AAC Family: DEFAULT Area: 39,2%OOSqFt Length: 500.00Ft Width: '75.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 09,101,1988 Zone: SCNT Categoly: Rank: P Last Insp. Date: 11/14/2011 Total Samples: S Surveyed: 4 Conditions: PCI: 70 Inspection Comments: Sample Number: 01 Type: R Area: 4,801).00SqFt PCI = 94 Sample Comments: 57 WEATHERING L S, --,,Ft c'-a'I t Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 61 Sample Comments: 57 WEATHERIN!3 L 4,3,0 H Iii S�7,Ft Con.lner,t 4,,*-*, LO'1!ITT:,EIIIIAL/Tp._A],TSVEP-,SE CR7CKIN-3 L F'_ c'-a'I[,e?.tv. I 1 40P_T-, T,'I -1, NG L t- C2 rffa,en t S Sample Number: 04 Type: R Area: 5,OWOOSqFt PCI = 53 Sample Comments: WEATHERING L 4 t) tu 0 0 SfqFt t- C2 rffa,n t- S 43 L(':)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG L -H- 1) Ft, 43 L(':)11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG M "Cl. I I � .1H) Ft o! 1"Ittt 41 T-,LLIGPD__)P, .-RACKING L 15U. HH 2- Ci F t CC, 11ften, t 3 ...................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................................... Sample Number: 08 Type: R Area: 4,765.0()SqFt PCI = 73 Sample Comments: 57 1ATEA THEP. I I TG L 4, 7U0. 2- F t CC, 11ften, t 3 4,,*-*, D-DINGI TTIj'_l INA L / T P.. Ajjq',7E RS E � -_'R� K I I T! _3 L 4 i J H F) F) F t 40 LONGI-HFiI P,,7\ J� �NT�L/ _1. T S �VF, RS E PA� -T L 4 0. - C,- R. -i t - Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TAYK Name: TtXINVAY A Use: TUU AY Area: 595935.00SqFt Section: 0' of 7 From: R04-05 To: TAI -01 Last Const.: 09=101;1988 Surface: AAC Family: DEFAULT Sample Comments: Zone: SCNT Category: Rank: P Area: I28,451OOSqFt Length: IAWOOFt Width: 85.0017t WEATHERING Shoulder: Street Type: Grade: Om Lanes: o t- C2 rffa,n t- S Section Comments: CPAC'11.'I!TG 1) Ft, L -H- Last Insp. Date: 11/14/2011 Total Sampler: 20 Surveyed: 5 4^ LCIIJIIULIId1?LIIFZI�I'ISVERSE Cr'_A_. KINGS Conditions: PCI: 60 CC, 11fte t 3 1`1 Inspection Comments: RS E F_'RACKIN!-3 Sample Number: 2 Type: R Area: 5,625.00SqFt PCI = 69 Sample Comments: L 5-/ WEATHERING L ScFt c'-a'I t 40 Lo1,11-,ITTTE,IlT,L/Tp�ITS,v-7_p..SE IG L t- 2rffa,�n t- S 48 DDI 1(-:-�ITI-fr,IlIAL/'TPA114SVEPSE C PA C ",'I N L Ft Sample Number: 6 Type: R Type: R Area: 5,625.00SqFt PCI = 65 Sample Comments: �,7 WEATHERING WEATHERING L 6,25 . 0H SfSFt t- C2 rffa,n t- S 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG 1) Ft, L -H- Sample Comments: 4^ LCIIJIIULIId1?LIIFZI�I'ISVERSE Cr'_A_. KINGS 7H.F�n, M 1H 1 0 _ CC, 11fte t 3 Sample Number: I I Type: R Sample Comments: L �,7 WEATHERING F�_ CC, 11ften, t 3 ......................................................................................................................................................................................................................... Sample Number: 14 Type: R Sample Comments: L (_,7 1ATEA THEP. I I TG CCI 11ften, t 3 1`1 4,,*-*, D-DINGI TTTj'_! INA L / T P.. R1..TSVE RS E F_'RACKIN!-3 ......................................................................................................................................................................................................................... Sample Number: 19 Type: R Sample Comments: L (_,7 1ATEA THEP. I I TG CCI 11ften, t 3 4,,*-*, D-DINGI TT'j'_l INA L / T P.. R1..TSVE RS E F_'RACKI1d!-3 Area: 5,625 .0()SqFt PCI = 55 L F�_ CC, 11ften, t 3 Area: 5,625 .0()SqFt PCI = 55 L SriFt CCI 11ften, t 3 1`1 -, i T-1. HF) F7 Area: 5,625.00SqFt PCI = 57 L SriFt CCI 11ften, t 3 _D(-1. ;_)F) F7 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBIYK Name: TtXINVAYBI Use: TUUWAY Area: 16,727.noSqFt Section: 01 of I From: TB -07 To: R04-02 Last Const.: 09/0-211984 Surface: AC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 16,727.0()SqFt Length: 204.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 33 Inspection Comments: Sample Number: 01 Type: R Area: 5,001).00SqFt PCI = 29 Sample Comments: 57 - WEATHERITIG H ScFt C,-rr t 40 LC)1,11-,ITTTE,IlTT�L/Tp,.�aITS,�-7_p..S P A H H-) I I I _ - t-clrffa,�nt- S Sample Number: 02 Ty pe: R Area: 5,20O.00SqFt PCI = 38 Sample Comments: 57 WEATHERITIG L ScFt C,- 4LCIt IZUDIi`1 L/IP�I`i.. v"ER.SE -P ;_.,:Tide H t-clrffa,�nt- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TB2YK Name: TtXINVAY132 Use: TUU AY Area: 37,0714.00SqFt Section: 01 of I From: TB -07 To: R04-01 Last Const.: 09=101;1976 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 37,074.0()SqFt Length: 204.0017t Width: 170.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Samples: S Surveyed: 4 Conditions: PCI:43 Inspection Comments: Sample Number: 01 Type: R Area: 5,4115.00SqFt PCI = 47 Sample Comments: 57 WEATHERITIG L ScFt C, - C2 rffa�n t- S Sample Number: 04 Type: R Area: 3,660.00SqFt PCI = 45 Sample Comments: 57 WEATHERITIG L 6 0 Sc,, Ft C,-rr t - 40 I 1 -1, HG H -) -�, ( -t t-clrffa,�nt- S Sample Number: 05 Type: R Area: 5,OW00SqFt PCI = 37 Sample Comments: WET-,THEP,1NG L HH(J. HH SfSFt C2 rffa,int— S 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG HH Ft o! 1"Ittt Sample Number: 08 Type: R Area: 5AN3 OOSqFt PCI = 43 Sample Comments: WET-,THEP,1NG L HH(J. HH SfSFt C2 rffa,in t- S P H H Ft o! nau t 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!TG H Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 01 of 8 From: TB2-01 To: R09-07 Last Const.: 09,101,1976 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 167,743.0()SqFt Length: 2,235.0017t Width: '75.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 30 Surveyed: 5 Conditions: PCI: 54 Inspection Comments: Sample Number: 02 Type: R Area: 5,250.0()SqFt PCI = 53 Sample Comments: 57 WEATHERITIG L ScFt C,- 40 Lo1,11-,ITTTE,IlT,7�L/Tp,.�aITS,-7_p..SE 11 - - � IG 1`1 7t ti. -t C2 rffan t- S Sample Number: 06 Type: R Area: 5,250.00SqFt PCI = 49 Sample Comments: 57 WEATHERITIG L ScFt C,-rr t - 40 I 1 11 t t- 2rffa,�n t- S Sample Number: I I Type: R Area: 5,250.00SqFt PCI = 49 Sample Comments: WET-,THEP,1NG L SfSFt C2 rffa,int—S.: 43 L()11(-:-�ITI-Tr,IIIAL/'TPA114SVEPSE CPAC11.'I!TG M Ft o! 1"Itt t Sample Number: I.? Type: R Area: 5,250.00SqFt PCI = 53 Sample Comments: WET-,THEP,1NG L 5,HH(J.HH SfSFt C2 rff CL,int— S 43 L(P )11(ITi H H Ft o! na u t ':-:-�T-fr,ItIAL/'TPA114SVEPSE CPAC11.'I!TG M 7()f Sample Number: 22 Ty pe: R Area: 5.250.00SqFt PCI = 64 Sample Comments: P 10 H-) o! nau t 43 L(':)11(-:-�TTI-fr,IITAL/'TPA114SVEPSE CPAC11.'I!TG L 9U.'. Ft ry7 1ATEATHER11113 L }, S,,Ft Iii .1t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 02 of 8 From: R09-07 To: TB -03 Last Const.: 09,101,1995 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 3,617.0()SqFt Length: 130.0017t Width: 25.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 75 Inspection Comments: Sample Number: 01 Type: R Area: 3,8115.00SqFt PCI = 75 Sample Comments: 4,,*-*, LO'1!ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKING L Ft c'-a'I t 7 WET-,THEP,1NG 1`1 , 5t =ii;. H SfSFt C2 rffa,en t- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 03 of 8 From: TB -02 To: TB -04 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 26,36LOOSqFt Length: 340.0017t Width: 85.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 62 Inspection Comments: Sample Number: 02 Type: R Area: 6,425.00SqFt PCI = 64 Sample Comments: 57 WEATHERIlIG L 6, ScFt C,_ T 40 LC)1,11-,ITTTE,IlTTL/Tp,.�aITS,v-7_p..SE CPA,'j .1 L 0, (-1 t-clrffa,�nt- S 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'1,'IHG M Ft — - " t Sample Number: 03 Type: R Area: 6A25.00SqFt PCI = 64 Sample Comments: IG L 2rffa,�n t- S 48 L(':)' 1(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CP,AC IKI 1 T M Ft C 7 1ATEA THEP. I I TG L 6, 4U0. HO 2- ri F t CC, 11ften, t 3 Sample Number: 04 Type: R Area: 6,425.0()SqFt PCI = 60 Sample Comments: ry7 1ATEATHER11113 L S,'Ft o! [,,I u t 4^ LC 111 3 1 T I -T L, I I T11 L / T RAI 1 S VE RS 7- C P -A -C K! I M UU.ilil �_ CCMrftent;, Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 04 of 8 From: TB -03 To: TB -05 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 23,267.0()SqFt Length: 250.0017t Width: 85.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 14/2011 Total Sampler: 5 Surveyed: 3 Conditions: PCI: 56 Inspection Comments: Sample Number: 01 Type: R Area: 4,282.00SqFt PCI = 38 Sample Comments: 57 WEATHERITIG L 4 _'O ScFt C,- t I I I E T,'j .1 i_ 40 LC)1,11-,ITTTE,IlTT�L/Tp,.�aITS,�-7_p..S P A 1. (_ , 1`1 - - t- C2 rffa,�n t- S - 4�EFLO--K C1PACj,,'Tjj,3 L S, 1,7 t t Sample Number: 03 Type: R Area: 4,282.00SqFt PCI = 60 Sample Comments: WET-,THEP,1NG L 4,__,tH0.0u SfSFt ¢iiint _1.HU.HH Ft 43 L('�)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I1TG L 1 0 U . I I I o! [,,I u t Sample Number: 04 Ty pe: R Area: 4.282.00SqFt PCI = 69 Sample Comments: 4�EFLO--K C1PACj,,'Tj.j,3 L Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 05 of 8 From: TB -04 To: TB -06 Surface: AAC Family: DEFAULT Area: 7,678.00SqFt Length: 70.0017t Width: 85.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 09,101,1985 Zone: SCNT Categoly: Rank: P Last Insp. Date: 11/14/2011 Total Samples: 1 Surveyed: I Conditions: PCI:47 Inspection Comments: Sample Number: 01 Type: R Area: 5,6115.00SqFt PCI = 47 Sample Comments: 4BLOCl, P -ACT -T1.113 H Sc, Ft C,- -.t_ Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 06 of 8 From: TB -05 To: R04-08 Surface: AAC Family: DEFAULT Area: 121,42&OOSqFt Length: 1,195.0017t Width: 85.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 09,101/2002 Z0110: SCNT Categoly: Rank: P Last Insp. Date:11/ 14/2011 Total Sampler: 29 Surveyed: 5 Conditions: PCI: 76 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 61 Sample Comments: 47 j(-JITT REFLECTIC)jT P._T_�t-TITJ.113F� c'-a'I t L 7 WET-,THEP,1NG L 5,(_HHO.HH SfSFt C2 rff CL,int— S Sample Number: 10 Type: R Area: 5,OW00SqFt PCI = 65 Sample Comments: 57 WEATHERITIG L ScFt C,-rr t - 47 JOI1,TT PEFLECTj(:)jT t—PT L h C2 rffa�n t S Sample Number: 16 Type: R Area: 5,OW00SqFt PCI = 68 Sample Comments: 47 JOI1,TT PEFLECTj(:)jT t—P�,­,T1,.ji- L it 57 1ATEATHER11113 L S",Ft t 43 L(':)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L 44 Ft o! 1"Ittt Sample Number: 19 Type: R Area: 5.000.00SqFt PCI = 94 Sample C omments: ry7 1ATEATHER11113 L H S, Ft o! na u t Sample Number: 29 Type: R Area: 5.000.00SqFt PCI = 94 Sample Comments: ry7 1ATEATHER11113 L Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 07 of 8 From: R04-08 To: TB -08 Surface: AC Family: DEFAULT Area: 70,270.0()SqFt Length: LOIO.0017t Width: 100.00Ft Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 091101/2002 Z0110: SCNT Categoly: Rank: P Last Insp. Date: 11/ 14/2011 Total Sampler: 14 Surveyed: 5 Conditions: PCI: 71 Inspection Comments: Sample Number: 02 Type: R Area: 5,260.00SqFt PCI = 60 Sample Comments: 43BLCCl, RACT-T113 L D S -,Ft t - 7 WET-,THEP,1NG L 5'(_HHO.HH SfSFt t- C2 rff CL�n t- S Sample Number: 06 Type: R Area: 5,OW00SqFt PCI = 59 Sample Comments: 57 WEATHERITIG L Sc,, Ft C'_ 4BLOCK t—P_7�!­I�,T1,ji- L '� , i ii ii; H SfSFt 7C2 rffa�n it S Sample Number: 08 Type: R Area: 5,OW00SqFt PCI = 78 Sample Comments: 4' BLOCK t—P_7!­I�,T1,ji- L SFt 7C2 rffa�n it S 57 1ATEATHER11113 L S, -,Ft o! 1"Itt t Sample Number: I1 Type: R Area: 5,OW00SqFt PCI = 78 Sample Comments: WET-,THEP,1NG L 5,HH(J.HH SfSFt C2 rff CL�n t- S 4� EFLO--K C1PACj,"Tjj,3 L iH_ _0 S, -'Ft o! na u t Sample Number: 12 Type: pe: R Area: 5.000.00SqFt PCI = 78 Sample C omments: 4� EFLO--K C1PACj,"Tj.j,3L S --1'7t HH , o! na u t ry7 1ATEATHER11113 L H S"Ft o! na u t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TBYK Name: TtXI1VAYB Use: TUU AY Area: 425229.00SqFt Section: 08 of 8 From: TB -07 To: TAI -01 Last Const.: 09=101,`2002 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 4,865.0()SqFt Length: 55.0017t Width: 100.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/14/2011 Total Sampler: 1 Surveyed: I Conditions: PCI: 88 Inspection Comments: Sample Number: 01 Type: R Area: 5,501).00SqFt PCI = 88 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 10C). = = F� C, t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TCIYK Name: TtXINVAY Cl Use: TUU AY Area: 35,500.00SqFt Section: 01 of I From: TCYK To: ASEYK-01 Last Const.: 01='01;1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 35,500.00SqFt Length: 200.00Ft Width: 90.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/15/2011 Total Samples: S Surveyed: 4 Conditions: PCI: 100 Inspection Comments: Sample Number: 01 Type: R Area: 4,301).00SqFt PCI = 1 f) Sample Comments: <:Pi.: . ElISTRESSES*, Sample Number: 03 Type: R Area: 4,832.00SqFt PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 06 I)Tc: R Area: 3,9WOOS(ft PCI = 100 Sample Comments: 1K.) E,ISTRESSES,> Sample Number: 07 I)Tc: R Area: 3,740.00S(ft PCI = 100 Sample Comments: ElIST'RESSES Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TC2YK Name: TtXINVAY C2 Use: TUU AY Area: 6,545.00SqFt Section: 01 of I From: TCYK-04 To: TDYK-01 Last Const.: 01='01;1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 6,545.0()SqFt Length: 187.0017t Width: 35.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 71 Inspection Comments: Sample Number: 01 Type: R Area: 3,401).00SqFt PCI = 71 Sample Comments: 57 WEATHERITIG ScFt C,- 4 BLOCK CPQ "1;IId L I, (h t SfSFt C2 rffa�n t- S Sample Number: 02 Type: R Area: 3J2_O.00SqFt PCI = 70 Sample Comments: S, --,,Ft c'-a'I t 43'� BLC�Cl, P -ACT -T1.113 L OCH.. 7 WET-,THEP,1NG 1`1 '1 C2 ran,�t- S Sf:�Ft t- ff Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TCYK Name: TtXINVAY C Use: TUU AY Area: 30&288.00SqFt Section: 01 of 4 From: R04-08 To: TC -02 Surface: AC Family: DEFAULT Area: 34,391OOSqFt Length: 61i.0017t Width: 50.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 09,101/2002 Z01-10: SCNT Categoly: Rank: P Last Insp. Date:11/ 15/2011 Total Sampler: 6 Surveyed: 3 Conditions: PCI: 67 Inspection Comments: Sample Number: 02 Type: R Area: 5,001).00SqFt PCI = 67 Sample Comments: 43BLOCK PACT -T1.113 L 50t?. Sc,, Ft C,- __t 5 7 WET-,THEP,1NG L 5,(_HHO.HH SfSFt t- C2 rff CL,int- S Sample Number: 03 Type: R Area: 6,OW00SqFt PCI = 68 Sample Comments: 43BLOCK PACT -T1.113 L 50(_. S, Ft C, -rt t 7 WET-,THEP,1NG L 5, t) H t; SfSFt - C2 rff CL�n t- S Sample Number: 05 Type: R Area: 5,OW00SqFt PCI = 67 Sample Comments: 4' BLOCK L 5 H t H SfSFt 7C2 rffan t- S 57 1ATEATHER11113 L S, -,Ft o! 1"Itt t Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TCYK Name: TtXINVAY C Use: TUU AY Area: 30&288.00SqFt Section: 02 of 4 From: TC -01 To: TA -06 Last Const.: 09,101,1988 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 2,450.0()SqFt Length: 115.0017t Width: 20.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Samples: 1 Surveyed: I Conditions: PCI: 56 Inspection Comments: Sample Number: 01 Type: R Area: 1,565.00SqFt PCI = 56 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKING L Ft c'-a'I t 7 WET-,THEP,1NG L HH SfIFt C2 rffa,en t- S Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TCYK Name: TtXINVAY C Use: TUU AY Area: 30&288.00SqFt Section: 03 of 4 From: TA -06 To: R09-11 Surface: AAC Family: DEFAULT Area: 11,910.0()SqFt Length: 300.00Ft Width: 30.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Const.: 09,101,1988 Z0110: SCNT Categoly: Rank: P Last Insp. Date: 0)5/(-)6/20(-)5 Total Sampler: 2 Surveyed: 2 Conditions: PCI:27 Inspection Comments: Sample Number: 01 Type: R Area: 5,338.00SqFt PCI = 227 Sample Comments: 5 RAVEL I I.T f3 L 7, °t7 Sc,, Ft c'-a'I t PjTTTING L U H H S,-; Ft C2 rff CL�n t- S 2' RVELITTG M 1. 9 9,9 9 R_ Pr_, Ft. C01,11ftentS Sample Number: 02 Ty PCI = 27 Type: R Area: 5�027.OoSqFt Sample Comments: 2 PA`,)E T I 11, 7 o! [,,I u t 4 tPLCDCK CR M 2 - _,Ft C 01, 1 Ifte n, t3 2' RAV E T I 1.7jL 17 7 S - � I t - '"s, 9 9 S, ;Ft PT TTT I] TGR. -i t—: L Sr�Ft C,- Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TCYK Name: TtXINVAY C Use: TUU AY Area: 30&288.00SqFt Section: 04 of 4 From: R09-11 To: TC -05 Last Const.: 09,101/2005 Surface: AAC Family: DEFAULT Zone: SCNT Category: Rank: P Area: 259,536.0()SqFt Length: 2,486.0017t Width: 90.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 55 Surveyed: 6 Conditions: PCI: 87 Inspection Comments: Sample Number: 05 Type: R Area: 6,001).00SqFt PCI = 77 Sample Comments: 4,,*-*, LO'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L `0 F� C, t 410, Lo1,11-,ITTTE,IlT,7L/Tp,.�aITS,v-7_p..SE�7 P_T-,t .,:I',IG G L t-clrffa,�nt- S 43 L,'�)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE CPAC'11.'I!TG L Ft o! 1"Ittt Sample Number: 15 Type: R Area: 6,OWOOSqFt PCI = 89 Sample Comments: 40 P_T-, T I 1 1,,'IG L t-clrffa,�nt- S Sample Number: 24 Type: R Area: 6,OWOOSqFt PCI = 89 Sample Comments: ,-_ A ,'j .1 �T L(-1,11-,ITTTE,IlT,7L/Tp,.�aITS�7P..SE P L t-clrffa,�nt S Sample Number: 2S Type: R Area: 6,OWOOSqFt PCI = 89 Sample Comments: 4,,*-*, L(--r'1!�ITT:,ElIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 100. = = F� C, t Sample Number: 40 Type: R Area: 6,001).00SqFt PCI = 89 Sample Comments: 4,,*-*, L(--r'1!�ITT:,EIIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L 100. = = F� C, t Sample Number: 48 Type: R Area: 6,001).00SqFt PCI = 89 Sample Comments: C^ L(--�l.,T;3ITTTEII,TAL/TP-1-Li.TSVEPSE CPJN-,K!,.T!_7, L QC t t F,_ Cv:tsneLLLLtU. Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TDYK Name: TtXINVAYI) Use: TUU AY Area: 13.570 OOSgFt Section: 01 of I From: TC2YK-01 To: TClYK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 18,570.0()SqFt Length: 619.0017t Width: 30.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: 11/ 15/2011 Total Sampler: 3 Surveyed: 3 Conditions: PCI: 60 Inspection Comments: Sample Number: 01 Type: R Area: 6,185.00SqFt PCI = 60 Sample Comments: 57 WEATHERITIG L ScFt C,- t 4 : BLOCK CPQ L , 1 _'C! H 6- Sf:�Ft t- C2 rffa,�n t- S Sample Number: 02 Type: R Area: 6J85.00SqFt PCI = 60 Sample Comments: 43BLOCl, P -ACT -T1.113 L 6, 1- S, -,,Ft C,- -.t_ 7 WET-,THEP,1NG L 6,1 :r;,;_IH SfSFt C C2 rffa,en t- S Sample Number: 03 Type: R Area: 6J85.00SqFt PCI = 60 Sample Comments: WET-,THEP,1NG L 6, 12(1. HH SfSFt nt 4�EFLO--K C1PACj,,'Tjj,3�.i L I . �H_ S, -'Ft Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TLOIYK Name: TtXll.ANE I Use: TUU AY Area: 7.950.00SqFt Section: 01 of I From: TAYK-01 TO: ANHW0l'VK Last Const.: 01=101;1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 7,950.0()SqFt Length: 265.0017t Width: 30.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: I 1/ 16/2011 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 28 Inspection Comments: Sample Number: 01 Type: R Area: 3,930.00SqFt PCI = 226 Sample Comments: 57 WEATHERING S, Ft C,- 41. ALLIGATC)P, CRA -Il C-� 1`1 Sf3Ft C2 rffan t S 43 L(-)11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE C-PAC11.'I!TG L Ft, o! 1"Ittt M I UH. I IF�_ COMrftent;i, Sample Number: 02 Ty pe: R Area: 4020.00SqFt PCI = 31 Sample Comments: ry7 WEATHERING M 4, HH S, -'Ft o! [,,I u t 41 T-,LLIGPD__)P, 'RACKING M 5UU. H 2- ri F t C01,11ftentS 48" D-DINGI TT El INA L / T P.. T�J.TSVE P.S E F_'R�CKIN!_3 I'l --� i _ .1 30H HF) F7 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TL02Y_K Name: TtXll.ANE 2 Use: TUU AY Area: 9.7716.00SqFt Section: 01 of I From: NORTHWEST HANGERS To: TL03-VK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 9,776.0()SqFt Length: 104.0017t Width: 94.00Ft Shoulder: Street Type: Grade: om Lanes: o Section Comments: Last Insp. Date: 11i 16/2011 Total Samples: 2 Surveyed: 2 Conditions: PCI: 70 Inspection Comments: Sample Number: 01 Type: R Area: 4,81 5.00SqFt PCI = 72 Sample Comments: 57 WEATHERING L 4, 815 ScFt c'-a'I t 40an,�t- S E T,'j .1 L C2 rff 43 L()11(-:-�ITI-fr,IlIAL/'TPA114SVEPSE PACIKING M Ft o! 1"Itt t Sample Number: 02 Type: R Area: 4,81 5 .00SqFt PCI = 69 Sample Comments: WET-,THEP,1NG L 4,315.0H SfSFt C2 rffa,n t- S . U _'v�HH Ft o! 1"Ittt 43 L(':)11(-:-�ITT-Tr,IIIAL/'TPA114SVEPSE CPAC'11.'I!T;-, M � .1 1 1 Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: TL03YK Name: TtXll.ANE 3 Use: TUU AY Area: 8.200.00SqFt Section: 01 of I From: T1,02YK-01 To: TAYK-01 Last Const.: 01='01;1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: 8,200.00SqFt Length: 205.0017t Width: 40.0017t Shoulder: Street Type: Grade: Om Lanes: o Section Comments: Last Insp. Date: I 1/1 6120 1 1 Total Sampler: 2 Surveyed: 2 Conditions: PCI: 79 Inspection Comments: Sample Number: 01 Type: R Area: 4,071).00SqFt PCI = 80 Sample Comments: 57 WEATHERITIG L 4, 07 S, --,Ft C 0 ,- 4Lo - �P A -t C2 rffa,�n t- S I I I - _ t - T,'j .1 L i_ Sample Number: 02 Ty PCI = 78 pe: R Area: 4,070�OOSqFt Sample Comments: 57 WEATHERITIG L 4, 07 Sc,, Ft C,- 40 �-P - - _T-, t - T,'I', � � �) t 1 . t-clrffa,�nt- S I I - 1, HG L Re -inspection Report Yakima 2010 Report Generated Date: January 16, 20122 Network: YAKIMA Name: YAKIMA AIR TERMINAL Branch: T1,04YK Name: NW TAXILANTE 4 Use: TUUWAY Area: 103.800.00SqFt Section: 01 of I From: TAYK-02 TO: ANIV04YK-01 Last Const.: 01,101,1950 Surface: AAC Family: DEFAULT Zone: Category: Rank: P Area: I03,800.00SqFt Length: LOOFt Width: I.00Ft Shoulder: Street Type: Grade: om Lanes: o SfSFt Section Comments: 57 1ATEATHER11113 Last Insp. Date: 11/ 16/2011 Total Sampler: 19 Surveyed: 5 Conditions: PCI: 28 Inspection Comments: Sample Number: 03 Type: R Area: 5,273.00SqFt PCI Sample Comments: 4,,*-*, LO'1!�ITT:,EIIIIAL/Tp._A],TSVEP-,SE CRACKIN-3 L F� c'-a'I t 3 : 41. ALLIGATC)P, CRACk-JITCs HH SfSFt t- C2 rffa,�n t- S : 577 1ATEATHERHIG L S', Ft Sample Number: 07 Type: R Area: 3,945.00SqFt PCI = 19 Sample Comments: 41. ALLIGATC)P, CRACk-JITCs H SfSFt t- C2 rffa,�n t- S 57 1ATEATHER11113 L 94 5 HH Sl -,Ft "creat t L 35U.HU F� Sample Number: 10 Type: R Area: 5,065.0()SqFt PCI Sample Comments: 57 1ATEATHER11113 M (-16 5 S,-'Fto! 1"Itt t -- 4^L�--j*1113ITI-TL,IIT-�IL/TrZ�'ISVEPS7- Cr'_A_.Killt�� L 3`00. HO F�_ CC, 11ften, t 3 _k� 41 ALLIGATOR —P -'�-JJJ13 1`1 S, Ft Sample Number: 11 Type: R Area: 5,384.00SqFt PCI = 29 Sample Comments: /,7EATHERIN-3 1`1 5 r = E 4 H F) S, -;Ft t 410 �L J� _1. T S �VF, R,13 E L r Cc"IM-1 t 41 ALLIGATC)P, C-PAC'PJIT H Li iit. 00 Scf, F t Cclrau�nt_-: Sample Number: is Type: R Area: 5J65.00S(ft PCI = 43 Sample Comments: WEATHERTJJ.- IT 5,15.00 S r, F t .111 _1 , t 4,0 L(-')413ITIL'ItIAI,/Tpi=ITSVEP.SE CP-Do"l,'11,T13 L Pt Cclrauen t 41 TaLLIGAT1)P, L 7()(). LH-) SqFt CC:LaLlelitS: APPENDIX D 1..., 0 C�'i-kF'w V E NIA V E M A I NTE N A N C E Table D-1: Local Preventive Maintenance Policy for AC Pavements Distress Type Severity Level Maintenance Action Alligator Cracking Low Monitor Medium AC Patch -Deep High AC Patch -Deep Bleeding N/A Monitor Block Cracking Low Monitor Medium Crack Seal -AC High Crack Seal -AC Corrugation Low Monitor Medium Monitor High AC Patch -Deep Depression Low Monitor Medium Monitor High AC Patch -Deep Jet Blast N/A AC Patch -Shallow joint Reflection Cracking Low Monitor Medium Crack Seal -AC High Crack Seal -AC Longitudinal and Transverse Cracking Low Monitor Medium Crack Seal -AC High Crack Seal -AC Oil Spillage N/A AC Patch -Shallow Patching Low Monitor Medium Monitor High AC Patch -Deep Polished Aggregate N/A Monitor Raveling and Weathering Low Monitor Medium Monitor High AC Patch -Shallow D-1 Table D-1: Local Preventive Maintenance Policy for AC Pavements (Continued) Distress Type Severity Level Maintenance Action Rutting Low Monitor Medium Monitor High AC Patch -Deep Shoving Low Monitor Medium AC Patch -Deep High AC Patch -Deep Slippage Cracking N/A AC Patch -Deep Swelling Low Monitor Medium Monitor High AC Patch -Deep Table D-2: Local Preventive Maintenance Policy for PCC Pavements Distress Type Severity Level Maintenance Action Blow-up Low Slab Replacement Medium Slab Replacement High Slab Replacement Corner Break Low Monitor Medium Crack Seal -PCC High Full Depth PCC Patch Cracks Low Monitor Medium Crack Seal -PCC High Slab Replacement Durability Cracking Low Monitor Medium Full Depth PCC Patch High Slab Replacement joint Seal Damage Low Monitor Medium joint Seal -Bituminous High joint Seal -Bituminous Patching - Small Low Monitor Medium Monitor High Full Depth PCC Patch Patching - Large Low Monitor Medium Monitor High Full Depth PCC Patch Popouts N/A Monitor Pumping N/A Monitor Scalinc, Low Monitor Medium Slab Replacement High Slab Replacement Table D-2: Local Preventive Maintenance Policy for PCC Pavements (Continued) Settlement Low Monitor Medium Monitor High Slab Replacement Shattered Slab Low Monitor Medium Slab Replacement High Slab Replacement Shrinkage Cracking N/A Monitor Spalling (joint and Corner) Low Monitor Medium Partial Depth PCC Patch High Partial Depth PCC Patch FIX9 Table D-3: 2013 Base Year Unit Costs for Local Preventative Maintenance Actions Maintenance Action Unit Cost Patching AC - Deep $20.84/sf Crack Sealing - AC $1.24/lf Crack Sealing - PCC $1.86/lf Slab Replacement - PCC $39.73/sf Patching - PCC Full Depth $38.76/sf Joint Sealing - Silicon $10.34/lf Surface Treatment - Slurry Seal $0.52/sf Table D-4: 2013 Base Year Unit Costs Based on PCI Values Pavement PCI Values Type 0 10 20 30 40 so 60 70 80 90 100 AC $11.10 $11.10 $11.10 $11.10 $11.10 $4.30 $4.30 $4.30 $0.00 $0.00 $0.00 PCC $36.90 $36.90 $36.90 $36,90 $36.90 $4.30 $4.30 $0.00 $0.00 $0,00 $0.00 APPENDIX. E SANIPI..E MON'riil....N" DRIVE -RN -11 INSPECTION FORM Inspected By: Date Inspected: Inspection Record Maintenance Action Location Distress Description/Severity /Recommended Action Description of Repair Date Perfortned Cost E-1 EE ILS Y RWY 27 ILS Z RWY 27 RNAV (RNP) Y RWY 09 RNAV (RNP) Y RWY 27 RNAV (RNP) Z RWY 09 RNAV (RNP) Z RWY 27 RNAV (GPS) W RWY 27 RNAV (GPS) X RWY 27 LOC/DME BC -B VOR. DME OR TACAN RWY 27 VOR -A COPTER NDB RWY27 more0lapartultm NACRES TWO WENAS SIX YAKIMA SIX ZILLA THREE (OBSTACLE) Im 211b0YKM _.__ ®.®04 t ;:.. v_ Chyar 107 a ! 50lta ri 14 o R 1dC Yai Li ZER 110.3 _ . �" 380010 I- 21491GS 1,,wcW' ®� A ' ` 274° (7.$j A rii: YKM'13t -» 2510± 2610 ..-. jti -2247Y ;--...... _ ," 5= Non b OPISE 221P3:8) and - 276* n rv. a NY Q. .-... j g1 371 YK=: ifi ,... �J9dy .' ... _ I�. .....................................................: ,- MAR MAMK CU x YM 0 5 so E- 15"(96Qnd ELEV 1049 l; S` A% 276° (5.41 (IAF} SUNED VA*7 NM 6m U3M 2900 4600 YKM L TWRRomAV � 116$ 111$ * in within 10 NM 6115 � z .3t ' lti 'li I 094o h 3382 a: t4F 4300 1119 # xDDE 380 3800 3,670° 1068 TCH 57 MIRt d-22 CATEGORY A BHIRI C 17 ... ............. ......... .. 7........ .......................:.................... .................... 427 RR Rwys d, $, and 22 S -ILS 27 1668-1314 600(600-M) YAKIMk WASHINGTON Y AIR TERMINAUMCALLISTER F M) 069-A 29JULIO 46134`N•120®33`W 'LS Y R f VIII II I MISSED APPROACH:Climb to 2900 lhon 12&25 123x zua.i,5Ylzi.9 121.9 122.95 +x� t 211b0YKM _.__ ®.®04 t ;:.. v_ Chyar 107 a ! 50lta ri 14 o R 1dC Yai Li ZER 110.3 _ . �" 380010 I- 21491GS 1,,wcW' ®� A ' ` 274° (7.$j A rii: YKM'13t -» 2510± 2610 ..-. jti -2247Y ;--...... _ ," 5= Non b OPISE 221P3:8) and - 276* n rv. a NY Q. .-... j g1 371 YK=: ifi ,... �J9dy .' ... _ I�. .....................................................: ,- MAR MAMK CU x YM 0 5 so E- 15"(96Qnd ELEV 1049 l; S` A% 276° (5.41 (IAF} SUNED VA*7 NM 6m U3M 2900 4600 YKM L TWRRomAV � 116$ 111$ * in within 10 NM 6115 � z .3t ' lti 'li I 094o h 3382 a: t4F 4300 1119 # xDDE 380 3800 3,670° 1068 TCH 57 MIRt d-22 CATEGORY A BHIRI C 17 ... ............. ......... .. 7........ .......................:.................... .................... 427 RR Rwys d, $, and 22 S -ILS 27 1668-1314 600(600-M) YAKIMk WASHINGTON Y AIR TERMINAUMCALLISTER F M) 069-A 29JULIO 46134`N•120®33`W 'LS Y R f YARIMA,WASHINGTON AL (F 1x0}2100 LOC L Y I APP CRS: Rwy Idg 7 1pp 'ti 2 110.1 40 TOZE low Apt Elev i YA AIR TERM M FIE D ) en tical oM�t grant p uro NA FAALOK NUSSEO : Ciimb 2600, then **RVR t oaths whh of FD or AP or HUD to DA di 'n note to ci and hold, cadinue dim6in-inoid to 4600. ATIS CH0400K APP CON* YAKIMATOWER* GNOCON CLNCDEL UNICOM 12&25 1 .15 f=2 F1 257.8 121.9 121.8 122.95 ®322 . ; `.fK 23 "r•ws. Cl2 T' _.:.} 6 R•6714Af, i :74QL}. itSELAH/ YKM L ti Mi rah *4188 ui minarnum dirrdr gradient R -8714R 11. -- o ofI Jt . .W.. ... ......�.......... 2.... � 1692 YAKMA�. :' , -`- r;.x. � Rb7Id 116.0 --_... ' Chan 707? 4184 , Pft ...z SI117 • {A1 ti ui a. M to Lom L{OCAUZER i_10.] 1R ' ` to 214A4t GS In pt " - 8.076 .. ` 27A• it MVA 2St{I_ 25It!' Mn . _ vs toii -, o^ At 22Zo (3:8) and y, 4.a$ - dJ z m !'�N -- 47 - W ICK OA Ps y 131 371 YK _. Li? d o — r 4,`.._ fid+. : -•- MAW [>FI E i3` 5000 ri1a 5000 N aPT to OF45E 335• {9) and ELEV 1099i YKM l..13; Afc 276° 15"41 SUNED 27A* 7 NM y :} t harm Lom. 2600 4600 TwRRornoin A V rr IIS 131 Al � wf#tn 10 _a Y 3382 X} # 2740 43( IIIA± TDZE GS 3,00° I068 TCH 57 7 _............._.__..._._.........._='.:..........................._...._—..,....................----- -`.>----- _........._........................._........................................... ..._...................._ MK A-22 CATEGOPY A 0 C 0 HIM Rwy 9-27 In Rwr 4, 4, and 22 SALS 27 **1268%24 200#200-1hI YAMA, WASHINGTON YA AIRg llSTER FI ) 27A 29JULI0 46'UtrI20WV 'L Z r� Llry um YAKWA, WASHINGTON AL•465 (FAA) 11237 APPCO i Rwy Jag 1099 RNAV(RNP) Y ° ' E61 YAKI AIR TE NALIM LLISTER FIELD (YKM) Titff Q * ' sed approach niquirin minimum climb of A25 fast pv NM to 3000. MfWDAJ"PR0ACH.-C1l*,mb1o5l00wn=ls S RIF iced. GPS iced. For Baro Y s, 094' to LUSNY right tum so Ct and on NA -17DC or above d5°C (113°f1• trod # to WDLE and bald. ATIS CHINOOK APP CON * YAnMA TOWER* GND CON CLNC DEL ' UNICOM 125.25 12.3.8 283.15 mw taAf1 Q 2'57.8 121.9 121.9 I 12245 r, WW 0.30) i 173" $3.4) P,.% 2605 HOBVA fi R-671 rv, 3600 f. 9.671 AD ... i4.1t, Proo5duns NA 6 ofr?vak at ' ACond rway Max 180 nAS Max 210ra 33$ 221 3000 26001868 ± 2WRDI ' (fAf) TEG PIA ri v ® 7160 * r 4° .- . i211A its ( 0.301 R47:'6G ui 2 0 r} ca 13.3) OPq#,,, n 1 to 2323+ o � 2n LUSNY � 72 tkf04 2g i 2 .• 21 Sia 1964 1853 "'. A ` ti «- w 0 2510 ;. :. f � �} rn h2510± # . r,. 2247' M . z o� f 5)AM z Iv �I Ei.EV 1099 BITHU ]OW j, (d.41 M 046° (5.1) Murys . }s WSW laisom: MLIsLE • A" 1159 1119± r. TWR 246. OTTEG It s. 2600 VGS and R94V lklapoth not coincident fVGSf Angle +• 64i rf# F, , GP 0 XKV See p6w;ow for multiple If locations. +- . 0 M # 0 P 050 DA i NA L' AUTHORIZATION REQUIRED REIL Rwys A, 9, and 22 114V 25AUGI I i. x e e 9 D-4 D-5 III VIII APPCRS Ry IIIIdg ?M DIY �tTHRE I+ IiMl 100; 2740 : Apt Elev 1099 WPM .4 R&T-W I j k t; (XM 17 F2,11!FIL�4—M I I M I A A9 to N-or arrivals at Procedluris NA for SEtAH DANE 1: mor*rwmt bound. DANE on V298 oniyc6 of SELAH (RNP 0.30) (RNP 0.301 V298 on noirthweit bound and V468 5000 (IF) MOM 100 4 to LOTOG x 210 KIAS R-671 AA * MardiII 162" U 3.21 868 t R-47140 '302 A� R-6714. PUNO 4.500'* :,A164, (17) 11 cot (FA") WUPRO 121 Ry '42> a 2158 - 2900 led 1969 1853 2272 Procedumtuis, NA 6r DS 251 A 3�00 WILIE arrivals at PAPPS 2247 ' A UR1176".. KA 268. on V20A isombound, Procedure IsIA for jJF) 2900 arrivals at SIMCO on ZOTOG 270 (2) WAS tov+vmt bound, Max 210 KIAS SISSY --3000(IF) 7 JURET (11AF) PAPPS 0;>* (RNP 0301 Z�lt 3500 fd 3 3ODD YIGUN 06A--- k6.91 MAK 210 KJAS (IF) 027 25,V Simco WJDLE - [RNP 0.30) Proceduris NA for arrivals at ELEV 1099Yuu.SUNED on V298 southeast bound and VA97 norifroost bound' (RNP O301 TWR PUMO SISSY MILIDLE AV A ir 2 OAKSS 70 W71 2900 See Plonview for muhiple IF lomflons 2900 11 14t RW27 2741 Ryw GP 3-0D* TCH 57 CATEGORY a c 0 *RNP 0.30 DA 1 1399/30 3w pwVw -Allsi!i•r 4,391 DA 1 182672.1/477718,00.-2141 MRL Rwy 4-22 - HIRL " 9-27 0 AUTHORIZATION REQUIRED 22 A M 111111111101 MV. -1 1 f IN #e- D-5 +V Il lylui i�llu THPE I���pi El., I 0940 + } DANE ..3226. wM�ri4w�� m i�wllrr Mai I�I�I lu�ma u}Millll � i IIM M U,�I�II } }} }} #; 9-671 AA Juxam Iw 3600 .+0 }. k} �.}}.. } }} " i f Jf tib 8 KAS 11081* (RW 030) 093, toHAVUIS }' + A 1953 A2247 A WAM 2158 WUSNI 2272 } } Proce t t# cirwuy ro&Ql 338 CCW 221 •t 5 NM 9 f {� (RNPO,30) WJDLE to }t }d ZESrS }} trr NGS Angle }}+ +},094. w 2600* ti. GP t a+ }. CATEGORYfipIa r. Sw plarwiew kw m,.4 3.9 NM +} 10 DA* 6 } } } }fNA AUTHORIZATION REQUIRED # �• Y } • Y I D -b �l Procedure NA 6 nTim6 at DATVF MF) (IAF) SEL AH DATA on.Y298 VIII I� w&mtit 6" 0.30) Procedure NA for arfrmis i cd SELAH on V298 nm+vmd bound,ord 8• 6 R-67140 MOM YAM ro+bound, A I w t 3302 0 KILAS 0:4052 )OM YEPCU 45M _4 ZEMM 10931 xx OAK+SS 2'm 274 RW27 JAIJ) WU PRO (ZA) A A 6A� Procedure NA kw arrhvills at IMI III # 215a 1969 1 W PAPPS om Y2U wAam& 2510. 2510. 22AY A —A (6) 40DO �27 121 CURKA ZOTOG Akm 210 KLAS YKAN Max 210 IQAS NZA (IF) PAPPS (RNP 0, �W 27 25 I;V (IF) k6_1A SPAM AWOLE (RNP G+30) Pnxedum MA for anivals at 2roo SIMCO on VAQ tcvth� boutid. ELEV 1099 . . . ....... ... . . .. ..... .. . Procedure NA for wr;vds atSUNEDcnV2P8 easIbowd, and V497 SUNIED ti N mart�wst bound JC)M 6100 YEPCU: I&IMIN 1 MUDLE I A OAM TWR If 27A' 2 AV 1159. A Sea plarnriew .or mulripIls IF locations+ M4�+ RW27 A GP 101Y, 111A± TCH 57 27A, to RW27 CATEGOKY A C D RNFIO.IODA*! 1329/24 280 (30G -1h) . .. .. . .... .. . . . .. .......... .. ...... ............................................ .... . . . .. . . .. .. .. . ...... .. .. ....... ........................... ..... ......... IRNPO.30DA 1449/45 ADO(AOVA) WLRwy 4-22 ..... ............ .................... . ............................................................... ..... .... . .. - .......... ....... .... .. ... .. .... . ... ....... . ............................................................. HIRL"P-270 AUTHOR17ATION REQUIRED 4,9, end 22 LAITA D-7 fy IFE, YAKLfAA, WASHINGTON X-465 (FAA) 11 2;'j 1API'CIIIIRS"14 76041 :TFIRE 100 RNAV (GPS) W RWY 27 274* 109W YAKWA AJR TEMNAVMCALLISTER FED (YKM) Mued rocch ' minimurn climb oF 290 few per NM to MAISR MSSED APFROACH. awb jo 2000 than VIM 4100.wonvGslminqcp,cim�mg"4NActrV**.DME/DME climbing rlgFd turn to 6500 dinxi GBTE PNP --..3 NA. Circling NA "A of Rwy 9/27, and hold, cortmus climb- in -hold to 6500. UNICOM ATIS CHINOOK APP CON* GNDCON CINC DEL 125.25 123.8 253.15 w L4 *rl, I A K081 L - Yf; 121.9 121.9 122.95 $ELM rir R -6714D �6 R -6714A 4188 3302 068t Procedure RA Wryuis cd SELAH on V468 for ainatIbound 9,67) 4111 and V298 nordwam bound. .3440 ....... 1131+ AGfTY 3+4 HM to RW27 RW27 (FAF) 1% OAKSS 2158 A A t 85 2272 2247 MDAX JIF/IAF) Ow MARRK 259 ....... .. . ............. ... ..................................... MISSED APCH FIX 09 (8.2) . ...... Proostlum NA for V� � it 5 NM; GEBTE offiva 0 d MAW kfiA an V20d saabound. 8200 -401 ELEV 1099 TK+RE 1049 1 Racedivni NA for wM;4 of WeD 1= SUNED on VA -298 xK*wW bound, 2000 6500 :: GEBTE OPISE SNM ZVDAX Holding Pattan TM It 193 A'o +++A 1159 OAKSS AGrrY 3A NM to 09AD -0- 11 k3d4i ee RW274700 + A VAQ - - J. 0.9 NM lo, '+.3 RW77 TcH v 370+0 A 1114-+ % RW27 2900 + 274* to Q.9--2,5 NM _ZZW 7.41AM-12NM— RW27 CATEGM A It C 0 *LNAV MDA 14W/24 3511400 -IM 1AOG/30 aS I W") WA Rwy 4-22 INAV MDA 1980/AO 931 (9W- 34 1 1980-2 931(900-2) Hld " 9-27 REL Rwys A, 9, and 22 F 1980-23/4 CI NG 1980-11/4 881 t9W-1 !41 $81 (900-244) 919891-33) YAKIMA, WASFIMTM YAWAA AIRTERMINAL/MCALLISER FED (YKM) Arndt I 15MrGI 1 M-UN-12IMw RNAV (GPS) W RVVY 27 APP CRS Rwy 2740 IdIg 7W4 THREIII1049 . L— Apt Elwy 1099 ,vV *MivadappmcKhroWimmirtimvmcrtmbof3DO;WporNM MALSR MISSED APPROACH: Climb to 2100 thon to 3700. For inoperative MAW, increaw U?V DA all Ccf3 ( -- climb7ing right turn to 6500 dinbct GESTE end b - vWbilily to 1% mils. DME/DW RINP.0.3 INA. hold, cordinue climb -in -hold to 65W ATIS CHINOOK APP CON* YAKIMA TOWU CU4C DEL UNICOM GNDCON 126.25 123.8 26&16 133.26(CTAF)e 257.0 121.9 121.9 122.95 I . ............................................ Procedure NA For onrlych at SELAH on V468 northbound and V298 noofr~ bound. "71AD A R-671 4A 189*" A 1868 1 silts .46714B B A] 4: ...... RW27 (FAF) 2158 A A 2272 kACOB A I469 1853 A Procedure K& for 2510 Tti OFTWS of MAM "27 22A7 400 (IF/IAf) an V204 wAound. OMSE MISSED APCH FIX 0 2; MARRK -,GEBTE: 5 RM Nm- ELEV 1099 :0 THRE 1049 hooWure 94 for arrivals at SLINED an bound, V497 VA -296 scuilhowd nor#masa bound, mid VA97 wuIh6owW. (LAF) SUNED ss TWR 1119+ Ao 1159 2100 6.500 :: GEBTE I 'aw- OPISE 5 NM Holdfing Poftrn ilia oo Orr RACOB 0940— V, 36 00 —274*4700 A 11 i 14t x 7 270 to M7 3800 GS 3.OV TCH 57 0-3 MIA 1 7-7 NM - 1 CATEGORY A a c MIRL Rwy A-22 LPV DA 1249/24 200; M -- RUL " A, 9, and 22 LPV DA 1549/60 500 15DD- To) YAMMA, WASHINGTON YAKIMA AIR TERMINALIMCALLISTER FUD (YKM) Arndt I 2-SAUGI 1 Ad -UN -120-33W RNAV (GPS) X RVVY 27 IM YAKIMA, WASHINGTON AL -A63 (FAA) 09351 LOC t-YKM APP CRSdg WA C DME pp1-B .TDZELOC/DME NA !1Qt a Apt Elav 1099 YAKIMA AIR TERMtNALJMMLISTER FIELD (YKM) %7 Simultaneous reception of 1-YKM and YKM DME required. MISSED APPROACH: Climb to 4600 via Circlin NA south of 4-27. VORTAC R°252 to VORTAC When Local ahknoter setting not received, procedure and hold, oonti comb-in°hold to 0. ATOS CHINOOK APP CON * Y TO * GND CON ; CtNC DEI. I LINICOM 125,25 123.6 283.15 1 &325 tCiAF1 257.8 121.9 1 121.5 122.9,"1 ei# 15 AFI DA1VE 7? 325 YKM;l4; A2 vED C+15 . i7, SAIM 1? A700 ` .., trv2>y. (394"{3.61 • ;:> '... _. 1b92 A3302 3400 z 0..r.Saw 12.81 f. 9 251 } YAJGMA 141191 V5 9� : 176.0 Y iA 4 57°- ra _ .. n 107 -4 4300 WLJ( It 256t. z a' r .__ A ' YKM 13./, ADXAC R-252 .r x7500. -R Y 70.5! . ■..s_„{ �1 ua $'. 15l .. ., `t$• EM # Yt(M.i 27+493 YKM 2510 117' gg yfly •XER 6g 0 t.: II0A r t-YKM- -- 10 NM wv 1099 � C I 1 � _ YA63_U. ..1 _� BACK COURSE 17;� TWR 11192 nV 1159 SRE. VGSI and coat 4600 YKM 1113 r '*mato � cc, YKMi 7} WUDNO angles not coincident. X t�yKM:13.4) XAC GUESY YKM J8{3V YKM ' 10.61 — R 252 116.0 r 4 A ............... ' ... YKM 16.3 HABVA 111A'�' R ' Procedure � �Q YKM :5.3 j x Turni Disregard .' giKle s indications. I L i7tJ L 8 i7V ................... CATEGORY..... A a C F3......... MIRL Rwy 422 ........................... 1760- CIRCLING 17x501 661 11 1 < 1801}-214 661 {7 1315 7011800-21/,l HIRi 9-27 REIL 4.9, and 22 YAKIMA,WASHINGTON YAKIMA AIR 7EMINALIMCALLISTER FI (pY� ) Amdt 3 1 09 A6°3h`N-120°3 LOC/DME BC- OVORTAC YKM!App CRS: ,gid IdU ?6D4 A A TDF 1068! 2449 . IN Chn 107 Apt Elav 1099' A 14 RAI 11111 ar-1 4 PALERMO JIJIIIIW7 --- - ------------------------------------------------ -------- --- - - - ----- T'ACA'N'MISSE'O'AK)i'F'l'X'' SUNED R -6714A (iP. YKM 116D 11 4188 �R§M* �A. z 2400 27A' [A) =4 4-0;,5 z A 279 210i A 2510 -A 4 'Al % 4 "-0 JA A 2247 2510t.. - (KM 2,5,V m VMK 33100 0 277A' YKM (9) J� 7D] 2", 36 , NM AF rWR A'* 1169', 1113 A x - 1114t x WZE 1065 YKM -ls� kc. � ,:-. R-471AS it,c S-27 2100AO 2100-11/2 1032 (1100-1!,' j 1032 (112100-3 1032(1100-3) 00- 1 P c -671A CIRCUNG 21004�, 2100-116 1 2100-3 100111,00-31 1001 (110()-1 V41 i IOD1 (i 100-11,i)! YAI(MkWASM�WON 46'UN-1 M3W YAIQMA AIR TERMW4AL/MCAWSTER FIEW (YKM) Mck 8 17MC09 VOR/DME or TACAN RWY 27 YKM foFAYCE 2291 f4A) and P z 27A- 19.2), YKM FAYC E f- 7 YKM (DMYX4, 5100 MOPT to FAYCE 324* JS,A) and - (rMYYD) 270 (61) (W) SUNED YKM 4600 YKM VORTAC per"ain rjwi+in 10:1&06. YKM 3.4(r YKM TCH 57 33C IM] it,c S-27 2100AO 2100-11/2 1032 (1100-1!,' j 1032 (112100-3 1032(1100-3) 00- 1 CIRCUNG 21004�, 2100-116 1 2100-3 100111,00-31 1001 (110()-1 V41 i IOD1 (i 100-11,i)! YAI(MkWASM�WON 46'UN-1 M3W YAIQMA AIR TERMW4AL/MCAWSTER FIEW (YKM) Mck 8 17MC09 VOR/DME or TACAN RWY 27 IM] YAKWA, WASHING" AL 465 (fAAj 09351 1 VMAC YKM;APP CRS: R -Y ldg WA VOR -A 1-14Q 1 251, TDZE WA Chan 107 :: Apt Vey IM YAlOMA AIR TERMINAVMCALLISTER FED (YFM V WErowired. MISSIED AP ACR Climb to 2600 via. YXM VORTAC 9-251 CW*not ou"Find South of R"9-27, + turn en climbing right tuto 4600 via YKM VORTAC R-277 to n=, alum ng not rwmhvd, pwadute Nk YKM VOYTAC and hold, continue climb-in-holk! to 4600_ .... ... ... ... ..... .... CMI YAKIMATOWE G N D C 0 N A71S CENC DEL UNI IM25 123.8 26&15 133 2 (CTAFj R2*57.8 121.9 121.9 1 9 -2600 R�671 A A SELAH YKM! R-6714 D 88 SAl MI�s. 1692 A 4062 R -671A 9 Cius n 167- V Z Algtll� 9-071 A C R-251 .. ..... -tk-251 EMAME. r4 A. 1279 Y�M;; A?3 z 23± A 251.0 210t: A tm 2510tH. 22A7: on z ELEV I Oyy T 251*3.6 WA hom FAF.. Tv4R Av 1159 . . ....... 7600 A400 I yy 'M 1113 VOITAC Pernain YtW "ilhirl 10 NM 10000 YKM 05> A ]])At x 116.0 1 R-251 R-2771 . .... ..... . . . ........ ...... .. .... .. - ......................... EMAJAE YKM JAMDA 4500 YI(M -r-A 36) MR Rwy A-22 0 JWS 2800 HH& Rwy 927Q REILRwy14,9,cmd22 FAF to M, . . ........................ - ------------------ - GATE GM A C li Kraft 1 60 90� %�M vw 4 ................................................ . 1 1840-1 18A£} -1l IW -1 -2h I CRUNG n:Sec 3:36 2.26! 1:48.1:26:1:12 7AI (800-11 7A1 Lj2q-VA) 761 JWO-2!/Al 761 JOOL02��Aj YAKIMA,W 7N YAKVM AIR TERMINAL/MCALLISTER FIELD (YW Am& 7 17DEC09 'N -120033'W VOR -A D-12 �- YAIQMA, WASHINGTON AI.-465 (P p p 111811 LOM YK APP CRS. "Idg 71004 100 COPTER ND R LI ® THRApt Iiev 1099 YAKMA AIR TERMINAVMCALLISTER FIELD { MA For ir4trMI A Clim6ring a ht h,r» to re R, s� i{ 27 viaibl TaRVR 5500. hdd. g dtr�icx NY 1. AT1S CPI * YAKIMA TOWER* GND CON CLIC till. UNICOM 125.25 12&8 263.15 133.25ICTAFIO 257.8 121.9 121.9 122.95 b .: R-671AA R-6714R 3302„.4052 z i LOM/w.4184 s ..34401 R-67140 ~ z 1484 22 to 3514 2158 853?.r 2247 2510±h ®. ;; Q m z 0 0 2 SP Yx 25 E1.Ev 1 OW_... THRI 1049 !f, 50 1 =nT_ TWR --' ' AV TI54 Illpt 4 1113CA A LOM Romin within 5 NMA %®`W f YGSI sand ! angles r& cane 094® 11114t x (YGSi Angle 3.1TCH 59). 4000 274° l NM 31r Naas FAF TCN 57 , }¢ M4 IR{ 4-23 500 HIRk Rwy 9.27 0 r t RILL RwA 4, 9, cid 22 CATEGORY C FAF to MAP 7 NM H-27 2560/30 1511 (i 3¢j 45 ! &0 75 i 90 105 rr- : 4:20; 7:00: 5:361 4:40: A:OD YAIQMA, WASHINGTON YAKIMA AIR I LI LLISTER FI (Y Amdl2 3WNJI 46'Wt4-120°33'W COPTER NDBRWY LI D-13 W S 15.08.070 Airport Special ]Definitions contributing to ASO 2) Airspace Hazard: Structures, trees., or use of land compromising public safety or obstructs the airspace required for the safe operation of aircraft in or around an airport, as determined by the Reviewing Official under this title. 4) Airspace Obstructions: Structures, trees., land mass, smoke or steam penetrating the approach., transitional, horizontal or conical surface of an airport. 5) Civil Airport Imaginary Surfaces: Primary, approach, transitional, horizontal and conical surfaces designated by FAR Part 77. 15.45.045 Height of Buildings and Structures 2(a) Height Limitations: Zones MR., VR. RT, R- I and R-2 — 3 5ft. 2(b) Height Limitations: Zones R-3., RS, B-1, B-2, C and HC — 45ft. 2(f) Height Limitations: Buildings or structures within 500 ft. of the end or 100 ft. of the side must be less than 35 ft. tall. (public or private airports) 15.55.20Application of Airport Safety Overlay Provisions 2(a) Airport safety area addresses land use compatibility with airport operations and structure height. It is bounded by the limits of the Runway Protection Zone and FAA approach and transitional surfaces within the conical surface. 2(b) Structure height where a structure may constitute a potentially incompatible land use as defined in 15.08.070. It is bounded by the exterior of the conical surface area and the approach and transitional approach surfaces extending beyond the conical surface. 15.55.060 Height Limitations and Additional Requirements I(q) The ground level above sea level plus the height of any building, structure. tower, use or tree at its proposed location shall not penetrate FAR Pail 77 designated imaginary surfaces of an airport. . . E-1 .1(b) Structures 35 ft. or more may penetrate theiniaginary surface if a Reviewing Official in conjunction with WSDo'r or the Airport '-Manager can determine that it is not an airspace hazard. J(d) FAA distinguished hazards to air navigation cannot be approved by the Reviewing Official. 2) The more stringent of height limitations between another local ordinance or regulation shall be used. 15.55.70 Special provisions for new airports., heliports and landing fields. Air traffic shall not exceed 55 Decibels as measured at the property line or be located in close proximity to incompatible land uses. Proponents shall show that adequate controls or measures will be taken to reduce noise, vibrations, dust, and bright lights as required by federal., state and county regulation. E.2 CITV OF VAKIMA ZONING ORDINANCE 15.50.030 Application of airport safety overlay provisions 13(1) Airport safety area addresses land use compatibility with airport operations and structure height. It is bounded by the limits of the Runway Protection Zone and FAA approach and transitional surfaces within the conical surface. 13(2) Structure height where a structure may constitute a potentially incompatible land use as defined in 15.08.070. It is bounded by the exterior of the conical surface area and the approach and transitional approach surfaces extending beyond the conical surface. 15.50.070 Height Limitations and Additional Requirements A(l) The ground level above sea level plus the height of any building, structure, tower, use or tree at its proposed location shall not penetrate FAR Part 77 designated imaginary surfaces of an airport. (2) Structures 35ft. or more may penetrate the imaginary surface if a Reviewing Official in coiliunction with WSDOT or the Airport Manager can determine that it is not a likely airspace hazard. A(4) FAA distinguished hazards to air navigation cannot be approved by the Reviewing Official. E-2 -01 The more stringent of height limitations between another local ordinance or regulation shall be used. 15.30.080 Special provisions for new airports, heliports and landings fields. Air traffic shall not exceed 55 decibels as measured at the property line or be located in close proximity to incompatible land -uses. Proponents shall show that adequate controls or measures will be taken to reduce noise., vibrations., dust, and bright lights as required by federal, state and county regulation. ON M I I 1 0 : Mqlm�l The following list provides general guidelines in preparing the Airport Layout Plan drawing set. The individual sheets that comprise the Airport Layout Plan drawing set will vary with each planning effort. During the project scoping activities, planners must determine which sheets will be necessary. Checklists from FAA Regional and District Offices and many state aviation offices may supplement the guidance provided in this Appendix. Since these checklists are comprehensive, not all items will be applicable to a specific project. Yes F. 1.2 F. 1. 1 Drawing N/A Remarks 1. AIRPORT LAYOUT DRAWING a. Sheet size — Minimum 24" x 36" X b. Scale —Within a range of I"'— 200' to 1"— 600' X c. North Arrow 1) True and Magnetic North X 2) Year of the magnetic declination X 3) Orient drawing so that north is to the top or X left of the sheet d. Wind Rose 1) Data source and the time l2eriod covered X 2) Include individual and combined coverage for: al Runways with 10.5 knots crosswind X b) Runways with 13 knots crosswind X cl Runways with 16 knots crosswind X d) Runways with 20 knots crosswind X e. Airport Reference Point (ARP) -- Existing and ultimate, with latitude and longitude to the nearest X second based on NAD 83 Ef. Ground contours at intervals of 2' to 10', lightly drawn I -X F-1 g. Elevations (Existing and Ultimate to 1/10 of a foot) 1) Runway X 2) Displaced thresholds X 3) Touchdown zones X 4) Intersections X 5) Runway hiEh a low 12oints X — 6) Roadways where they intersect the RPZ edges X and extended runw-av centerlines Drawing Yes No N/A Remarks 7) Structures on Airport --If a terminal area plan is not included, show structure top elevations on X this sheet. h. Building limit lines — Show on both sides of the runways and extend to the airport property line or X RPZ. i. Runway Details (Existing and Ultimate) 1) Dimensions - length and width within the X outline of the runway 1 2) Orientation — Runway end numbers and true beariE2 to the nearest 0.01 degree X 3) T—Warkings X 4) Lihting -- Threshold lights only X 5) Runway Safety Areas --Dimensions may be X included in the Runway Data Table 6) End Coordinates — Note near end (existing and ultimate) of each runway end, to nearest 0.01 X second 7) Displaced threshold coordinates, to the nearest X 0.01 second 8) Declared Distances — For each runway direction if applicable. Identify any clearway/stopway portions in the declared X distances j. 'I'axiwLv details (Existing and Ultimate) 1) Taxiway widths and separations from the runway centerlines, parallel taxiway, aircraft X parking, and objects k. RPZ Details (Existing and Ultimate) 1) Dimensions X 2) Type of property acquisition (fee or easement) X F-2 1. Approach slope ratio (20:1; 34:1; 50:1) X in. Ai ort Data Table (Existing and Ultimate) 1) Airport elevation (MSL) X 2) Airport Reference Point data X 3) Mean maximum temperature X 4) Airport Reference Code for each runway X 5) Design Aircraft for each runway or airfield X component n. RunwLN Data Table Existing and Ultimate) 1) Percent effective gradient X 1+.1..3 Drawing Yes No N/A Remarks 2) Percent wind coverage X 3) Maximum elevation above MSL X 4) Runway length and width X 5) Runway surface type X 6) Runway strength X 7) FAR Part 77 app—roach catec,,o!l X 8) Approach type X 9) Approach slope X 10) Runway lighting (FURL, 11/11RL, LIRT.) X 11) Runway marking X 12) Navigational and visual aids X 13) RSA dimensions X o. Title and Revision Blocks 1) Name and location of the airport X 2) Name of preparer X 3) Date of drawi2a X 4) Drawing title X 5) Revision block X 6) FAA disclaimer X 7) Approval block X p. Other 1) Standard legend 2) Existing and Ultimate airport facility and X building list F-3 3) Location map X 4) Vicinity map X 2. AIRPORT AIRSPACE DRAWING a. Plan view of all FAR Part 77 surfaces, based on X ultimate runway lengths b. Small scale profile views of existing and ultimate approaches X c. Obstruction data tables, as approptiate X d. Sheet size — same as the airport layout drawing X e. Scale 1" = 2,000' for the plan view; 1" = 1,000' for approach profiles-, and I" = 100' (vertical) for X approach profiles f. Title and revision blocks - same as the airport X layout drawing F.1.4 Drawing Yes No N/A Remarks S. Approach Plan View Details 1) USGS for base ma j2 X 2) Show runway end numbers X 3) Include 50' elevation contours on all slopes X 4) Show the most demanding surfaces with solid X lines and others with dashed lines 5) Identify top elevations of objects that penetrate any of the surfaces. For objects in the X inner approach, add note "See inner portion of the approach plan view for close -in obstructions." 6) For precision instrument runways, show X balance of 40,000' approach on a separate sheet. b. Approach Profile Details 1) Depict the ground profile along the extended runway centerline representing the composite profile., based on the highest terrain across the X width and along the length of the approach surface. 2) Identify all significant objects (roads, rivers, and so forth) and top elevations within the X approach surfaces, regardless of whether or not they are obstructions 3) Show existing and ultimate runway ends and X FAR Part 77 approach slopes. Iff 3. INNER PORTION OF THE APPROACH SURFACE DRAWING a. Large scale plan views of inner portions of approaches for each runway, usually limited to the X RPZ areas b. Large scale projected profile views of inner portions of approaches for each runway, usually X limited to the RPZ areas c. Interim stage RPZs when plans for interim runways extensions are firm and construction is X expected in the near future d. Sheet size — Same as Airport Layout drawing X e. Scale —Horizontal I"= 200'; vertical 1" = 20' X f Title and revision blocks — Same as for Airport Layout drawing X g. Plan View Details 1) Aerial photos for base maps X 2) Numbering system to identify obstructions X F.I.5 Drawing Yes No N/A Remarks 3) Depict property line X 4) Identify, by numbers, all traverse ways with elevations and computed vertical clearance in the X approach 5) Depict the existing and ultimate physical end of the runways. Note runway end number and X elevation 6) Show ground contours, lightly drawn X h. Profile View Details 1) Depict terrain and significant items (fences, X roadways, and so forth) 2) Identify obstructions with numbers on the plan view X 3) Show roads and railroads with dashed lines at X eke of the al2proach i. Obstruction Table Details 1) Depict terrain and significant items (fences, roadways, and so forth) X 2) Identify obstructions with numbers on the planview X 3) Show roads and railroads with dashed lines at X edge of the approach F_5 4) Prepare a Separate table for each RPZ X 5) Include obstruction identification number and description, the amount of the approach surface penetration, and the proposed disposition of the X obstructions 4. TERMINAL AREA DRAWING The need for this drawing will be decided on a case-by-case basis. For small airports, where the Airport Layout drawing is prepared to a fairly large scale, a separate drawing for the terminal area may not be needed. a. Large scale plan view of the area or areas where X aprons, buildings, hangars, and parking lots are located b. Sheet size - Same as Airport Layout drawing X c. Scale Range of I" = 50' to 1" = 100' X d. Title and revision blocks — Same as for Airport X Layout drawiEr� e. Building Data Table --To list structures and show pertinent information about them. Include space and columns for: 1) A numbering system to identify structures X F.I.6 Drawing Yes No N/A Remarks 2) To elevation of structures X 3) Existing and planned obstruction markings X 5. LAND USE DRAWING a. Include all land uses (industrial, residential, and so forth), on and off the airport, to at least the 65 DNL X contour b. Sheet size — Same as Airport Layout drawino X c. Scale — Same as the Airport Layout drawing X d. Title and revision blocks — Same as for Airport Layout drawing X e. Aerial base map X f Legend (symbols and land use descriptions) X g. Identity public facilities (such as schools, parks, X and other) h. Drawing details - Normally limited to existing and future airport features (i.e., runways, taxiways, aprons, RPZs, terminal buildings and navigational X aids) Iwo 6. RUNWAY DEPARTURE SURFACES DRAWING a. Large scale plan views of departure surfaces for Not included in scope of work each runway end that is designated primarily for instrument departures. The one -engine inoperative (OEI) obstacle identification surface (01S) should be x shown for any departure runway end supporting air carrier operations. b. Large scale projected profile views of departure Not included in scope of work surfaces for each runway that is designated primarily x for instrument departures. c. Sheet size — Same as Ai ort Layout drawino, x Not included in scope of work d. Scale — Horizontal 1" = 1000% vertical 1" = 100' Not included in scope of work (runway departure surfaces); and Scale — Horizontal x I" = 2000'; vertical I" = 100' (OF.1 obstacle identification surfaces) e. Title and revision blocks — Same as for Airport x Not included in scope of work Layout drawing f. Plan View Details 1) Aerial photos for base maps x Not included in scope of work 2) Numbering system to identity obstructions x Not included in scope of work 3) Depict property line, including easements x Not included in scope of work 4) Identity, by numbers, all traverse ways with Not included in scope of work elevations and computed vertical clearance in the x departure surface F.1.7 Drawing Yes No NWA Remarks 5) Depict the existing and ultimate physical end Not included in scope of work of the runways. Note runway end number and x elevation 6) Show ground contours, lightly drawn x Not included in scope of work g. Profile View Details 1) Depict terrain and significant otliects., Not included in scope of work including fences, roadways, rivers, structures, and x buildings. 2) Identify obstructions with numbers on the plan x Not included in scope of work view 3) Show roads and railroads with dashed lines at x Not included in scope of work ed2e of the departure surface h. Obstruction fable Details 1) Depict terrain and significant objects, Not included in scope of work including fences, roadways, rivers, structures and x buildings F-7 2) Identify obstructions with numbers on the plan X Not included in scope of work vi evv 3) Show roads and railroads with dashed lines at X Not included in scope of work edge of the approach 4) Prepare a separate table for each departure Not included in scope of work Sul -face X 5) Include obstruction identification number and Not included in scope of work description, the amount of the departure surface X penetration, and the proposed disposition of the obstructions 7. AIRPORT PROPERTY MAP a. Sheet size — Same as Airport Layout drawing X b. Scale — Same as the Airport Layout drawing X c. Title and revision blocks — Same as for Airport X Layout drawing d. Legend X e. Data Table 1) A numbering or lettering system to identify X tracts of land 2) The date the property was acquired X 3) The Federal aid project number under which it X was acquired 4) Type of ownership (fee, easement, federal surplus, and others) X f. Show existing and future airport features (i.e., runways, RPZs, navigational aids and so forth) that X would indicate a future aeronautical need for airport property. IM MTAC 197-11-960 Environmental checklist. ENVIRONMENTAL CHECKLIST Purpose of Checklist: C19 The State Environmental Policy Act (SEPA), chapter 43.210 RCW, requires all governmental agencies to consider the environmental impacts of a proposal before making decisions. An environmental impact statement (EIS) must be prepared for all proposals with probable significant adverse impacts on the quality of the enviromilent. The purpose of this checklist is to provide information to hell) you and the agency identify impacts from your proposal (and to reduce or avoid impacts from the rovi identify mil proposal., if it can be done) and to help the agency decide whether an EIS is required. Instructions for applicants: This environmental check -list asks you to describe some basic information about your proposal. Governmental agencies use this check -list to determine whether the environmental impacts of your proposal are significant, requiring preparation of an EIS. Answer the questions briefly, with the most precise information known, or give the best description you can. You must answer each question accurately and carefully, to the best of your knowledge. In most cases., you should be able to answer the questions from your own observations or project plans without the need to hire experts. If you really do not know the answer, or if a question does not apply to your proposal., write "do not know" or "does not apply.'! Complete answers to the questions now may avoid unnecessary delays later. Some questions ask- about governmental regulations., such ,is zoning, shoreline, and landmark- designations. Answer these questions if you can. If you have problems, the governmental agencies can assist you. The checklist questions apply to all parts of your proposal., even if you plan to do them over a period of time or on different parcels of land. Attach any additional information that will help describe your proposal or its environmental effects. The agency to which you submit this checklist may ask you to explain your answer-, or provide additional information reasonably related to determining if there maybe significant adverse impact. Use of'clieck-liyt,fb;-;iot7pi-ojectproposals: Complete this checklist for nonprcject proposals, even though questions may be answered "does not apply." IN ADDITION, complete the SUPPLEMENTAL SHEET FOR NONTRc),TEcT Acnom (part D). For nonproject actions, the references in the checklist to the words "project.," "applicant," and "property or site" should be read as "proposal," "proposer," and "affected geographic area.." respectively. A. BACKGROUND 1) Name of proposed prcject, if applicable: Yakima Air Terminal/McAllister Field Master Plan L Name of applicant: City of Yakima 3) Address and phone number of applicant and contact person'. Robert Peterson, _MPA Airport Manager Yakima Air Terminal 2406 W. Washington Avenue, Suite B Yakima, `VA 98903 (509) 575-6149 (Office) 4) Date checklist prepared: 09116Y2014 5) Agency requesting checklist: City of Yakima; Federal Aviation Administration (FAA) 6) Proposed timing or schedule (including phasing, if applicable): The Master Plan's recommended improvements are planned for three implementation phases. Phase I covers the short-term projects (2013-2010) Phase 2 covers the intermediate term (2017-2021); Phase 3 covers the long term plan (2022-2031). 7) Do you have any plan-, for future additions, e\pansion., or further activity related to or connected with this proposal? If yes., exTlain. Capital Improvement Projects recommended in the ALP Update will be built during the phases noted in the preceding answer. Some Capital Improvement Projects will include asphalt work to rehabilitate Taxiways, Aprons, and Ramps; rehabilitate Federal Aviation Administration required airfield lighting and signage; and acquisition of required equipment to perform maintenance at airport. 8) List any environmental information you know about that has been prepared, or will be prepared, directly related to this proposal. Not applicable at the present time. However, future projects may require additional consideration or environmental review depending on the scope of work. 9) Do you know whether applications are pending for governmental approvals of other proposals directly affecting the property covered by your proposal? If yes., e\Tlain. None. I0) List any government approvals or pen -nits that will be needed for your proposal, if known. The Airport Layout Plan Update will need to be approved by the City of Yakima and Federal Aviation Administration. 11) Give brief, complete description of your proposal, including the proposed uses and the size of the project and site. There are several questions later in this checklist that ask you to describe certain aspects of your proposal. You do not need to repeat those answers on this page. (Lead agencies may modify this form to include additional specific information on project description.) The Airport Layout Plan Update (a non -project action) for the Yakima Air Term inaLINIeMlister Field is intended to evaluate and determine a short, intermediate and long-term maintenance and development program for the airport. A detailed maintenance program for airside and landside facilities has been formulated, and a 20 -year capital improvement program has been prepared. The Capital Improvement Project consists of actions that support continued safe and efficient operation of the airport. AW, 12) Location of the proposal. Give sufficient information for a person to understand the precise location of your proposed project including a street address, if any, and section, township, and range, if known. If a proposal would occur over a range of area., provide the range or boundaries of the site(s). Provide a legal description, site plan, vicinity map, and topographic map, if reasonably available. While you should submit any plans required by the agency, you are not required to duplicate maps or detailed plans submitted with any permit applications related to this checklist, Yakima Air Terminal/McAllister Field (1-131) is located in Yakima County within the City of Yakima and covers an area of 825 acres. The main entrance is at the intersection of South 24th Avenue and NVest Washington Avenue approximately three miles southwest from the Interstate 82/State Route 12 Interchange. There are two active runways at the airport. Runway 9127 is paved with asphalt and is 150 feet wide by 7,604 feet in length. There is a non -precision approach to Runway 9 and a precision approach to Runway 27. Runway 4/22 is also paved with asphalt and is 150 feet wide by 3,835 feet in length. There are visual approaches to both Runway ends. G-3 Lam= 71MEMM= Yakima w Nob Hill Blvd. W-- Washiegfell Ave, Yakima AlrTerminal McAllister Field E, -debit I — -Airport Location G-4 : .-.. W, Ahlanom Rd, Union Gap I TO BE COMPLETED BY APPLICANT B. ENVIRONA4ENTALELEMENTS 1) Earth EVALUATION FOR AGENCY USE ONLY a. General description of the site (circle one): FLAT, rolling, hilly, steep slopes, mountainous. other ...... b. What is the steepest slope on the site (approximate percent slope)" Approximately 3 % c. What general types of soils are found on the site (for example, clay, sand., gravel, peat., muck)? If you know the classification of agricultural soils, specify them and note any prime farmland. The soils on the airport are primarily Alluvium — stream deposits of sill, sand and gravel. None of the soils are classified as prime agricultural. d. Are there surface 'indications or history of unstable soils in the immediate vicinity? If so, describe. No. e. Describe the purpose., type., and approximate quantities of any filling or grading proposed. Indicate source of fill. Not applicable at the present time. However, specific future projects may require additional filling or grading depending on the scope of work to ensure the airfield meets Federal Aviation Administration standards. f. Could erosion occur as a result of clearing, construction, or use? If so, generally describe. Not applicable at the present time. However, specific future projects may require additional consideration to ensure erosion doesn't occur if any clearing or construction is required to meet Federal Aviation Administration g. About what percent of the site will be covered with impendous surfaces after project construction (for example, asphalt or buildings)? Not applicable at the present time. However, specific future, projects may require additional pavement or asphalt be installed to meet Federal Aviation Administration standards. h. Proposed measures to reduce or control erosion., or other impacts to the earth, if any: Not applicable at the present time. However, future proposed projects may require measures to be implemented to reduce or control erosion to assist the airport in meeting Federal Aviation Administration standards. 2) Air a. What types of emissions to the air would result from the proposal (i.e., dust, automobile, odors, 'industrial wood smoke) during construction and when the project is completed? If any, generally describe and give approximate quantities if known. Individual projects in the Master Plan Update may result in increased air emissions due to construction activities. These will be examined on a per project basis. b. Are there any off-site sources of emissions or odor that may affect your proposal*? If so, generally describe. Does not apply. . . G-5 TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY c. Proposed measures to reduce or control emissions or other impacts to air, if any: Mitigation measures for individual projects will be implemented as needed to reduce or control emissions. 3) Water a. Surface: 1) Is there any surface water body on or in the immediate vicinity of the site ('including year-round and seasonal streams, saltwater, lakes, ponds., wetlands)? If yes_ describe type and provide names. If appropriate, state what stream or river it flows into. Three permanent streams are located on Yakima Air Terminal/McAllister Field (YKNI) property; these are: Bachelor Creek, Spring Creek and Wide Hollow Creek, and a permanent irrigation ditch, Carpenter Ditch. Bachelor Creek originates approximately 14.75 miles west of the airport. It transits within YKAI from a start point near the southwest corner of the intersections of South 36th Avenue and Ahtanum Road. In general, Bachelor Creek runs westerly to easterly, passing through the middle of YR_TNI, south of Runway 4/22. The Creek crosses under the former footprint of South 16th Avenue and the paved perimeter road and continues east to merge with Carpenter Ditch, an irrigation ditch and associated wetlands. Bachelor Creek crosses under the existing South 16th Avenue before meandering southeast approximately 1.5 miles under Ahtanum Road to converge with Ahtanum Creek (a tributary of the Yakima River). The Type 2 Creek requires a 25 -foot buffer minimum and 75 -foot buffer maximum from its delineated ordinary high water mark (011V;M) within Yh`M boundaries. Wide Hollow Creek originates approximately 15 miles west of YKNI. It transits within YKNI for approximately 1,000 lineal feet near the northeast portion of YKAI. From a start point near the intersections of South 16th Avenue and West Washington Avenue, Wide Hollow Creek meanders through a vegetated channel under an access road for Cub Crafters and before exiting YKINI under the recently improved South 16th Avenue. Wide Hollow Creek is a tributary of the Yakima River. The Type 2 Creek requires a 25 -foot buffer minimum and 75 - foot buffer maximum from its delineated OHNNNI within 1-1,31 boundaries. Spring Creek originates approximately 2,000 feet west of West Washington Avenue in two separate channels. These two channels merge near an agriculture field at West Washington Avenue. The creek crosses under West Washington Avenue into YKAI and meanders out of, and back into the airport near the intersections of Spring Creek Road and South 36th Avenue. This is a location of an existing mitigation area for the Runway 27 Safety Area Improvement Project (Widener and Associates September 2008). The creek continues in a partially channelized, partially vegetated, meandering ditch, under Runway 4 and further easterly towards the former South 16th Avenue footprint, towards the weir and former hatchery location, cast of the perimeter road. Spring Creek becomes the Carpenter Irrigation Ditch at this location, regulating flows between the ditch and Bachelor Creek. Spring Creek a Type 3 stream (and associated wetlands) flows west to east and through YKA-I within both the City of Yakima and Yakima County boundaries. It requires a minimum 25 -foot and maximum 50 - foot buffer from the delineated 0HWM. IM TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY Carpenter Irrigation Ditch provides irrigation water to surrounding fields. Waters from the ditch exit airport property as Bachelor Creek, flowing under South 16th Avenue. This ditch is considered waters of the United States within Y131, and is jurisdictional under United States Army Corps of Engineers (Title 33 CFR). 2) Will the project require any work over, in, or adjacent to (within 200 feet) the described waters? If yes, please describe and attach available plans. Projects listed in the Master Plan Update may involve some work within 200 feet of some of the described waters. Specific plans for the projects will be completed as the projects are implemented. 3) Estimate the amount of fill and dredge material that would be placed in or removed from surface water or wetlands and indicate the area of the site that would be affected. Indicate the source of fill material. Does not apply. 4) Will the proposal require surface water withdrawals or diversions'? Give general description., purpose, and approximate quantities if known. Does not apply. 5) Does the proposal lie within a 1 00 -year floodplain? If so, note location on the site plan. Floodplains are defined by Executive Order 11988, Floodplain Management, as those areas with a one percent chance of flooding in any given year, or once in every 100 years. Examination of Federal Flood Insurance Maps, have revealed the existence of 100 year floodptains north of, within, east of, and west of YlsAl associated with the meanderings of Bachelor and Spring Creeks. Included in this floodplain area is the south end of Taxiway C and a small part of the proposed extension to Runway end 27 as indicated in the previous Airport Master Plan. 6) Does the proposal involve any discharges of waste materials to surface waters? If so., describe the type of waste and anticipated volume of discharge. Does not apply. b. Ground: 1) Will ground water be withdrawn, or will water be discharged to ground water? Give general description, purpose., and approximate quantities if known. Does not apply. 2) Describe waste material that will be discharged into the ground from septic tanks or other sources., if any (for example- Domestic sewage-, industrial, corilaiig the follow' chemicals... agricultural-, etc.). Describe the sewage; 1119 general size of the system- the number of such systems, the number of houses to be served (if applicable), or the number of animals or humans the system(s) are expected to serve. Does not apply. G-7 TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY c. Water runoff (including stormwater): 1) Describe the source of runoff (including storm water) and method of collection and disposal., if any (include quantities., if known). Where will this water flovv? Will this water flow into other waters? If so., describe. Does not apply. 2) Could waste materials enter ground or surface waters? If so, generally describe.. Does not apply. d. Proposed measures to reduce or control surface., ground., and runoff water impacts, if any: Does not apply. EMIM a. Check or circle types of vegetation found on the site: — x deciduous tree: alder, maple, aspen, other (Willow, Russian Olive, Chinese Elm —evergreen tree: fir, cedar', pine', other: — shrubs x grass — pasture crop or grain X wet soil plants. cattail., buttercup, bOrush., skunk cabbage., other-. riparian — water plants: water lily, eelgrass., milfoil, other — other types of vegetation b. What kind and amount of vegetation will be removed or altered? Not applicable at the present time. However, future proposed projects may require some relocation or removal of vegetation depending on the scope of work to meet Federal Aviation Administration standards. c. List threatened or endangered species known to be on or near the site. None listed. d. Proposed landscaping, use of native plants, or other measures to preserve or enhance vegetation on the site, if any: Does not apply to the Airport Layout Plan Update. S. Animals a. Circle any birds and animals which have been observed on or near the site or are known to be on or near the site: birds: hawk-,, heron, eagle, songbirds, other (Magpies, Starlings, Crows, Red Tail Hawk, Kestrel Hawk, Bill Deer, Blue Heron): mammals: deer., bear., elk-, beaver, other: (Pocket Gopher,'Moles, Field Mice, Coyotes) fish: bass,, salmon trout., herring, shellfish., TO BE COMPLETED BY APPLICANT b. List any threatened or endangered species known to be on or near the site. None c. Is the site part of a migration route? If so, explain. No d. Proposed measures to preserve or enhance wildlife, if any: Does not apply. 6. Energy and natural resources EVALUATION FOR AGENCY USE ONLY a. What kinds of energy (electric, natural gas., oil, wood stove, solar) will be used to meet the completed project's energy needs? Describe whether it will be used for heating, manufacturing, etc. Does not apply. b. Would your project affect the potential use of solar energy by adjacent properties? If so., generally describe. Does not apply. c. What kinds of energy conservation feature-, are included in the plans of this proposal'? List other proposed measures to reduce or control energy impacts., if any: Does not apply. 7. Environmental health a. Are there any environmental health hazards, *including exposure to toxic chemicals, risk of fire and explosion, spill, or hazardous waste., that could occur as a result of this proposal? If so, describe. Not applicable at the present time. However, future proposed projects may require further consideration to the above question depending on the scope of work to be completed to meet Federal Aviation Administration standards. 1) Describe special emergency services that might be required. Not applicable at the present time. However, future proposed projects may require further consideration for emergency services (responding routes) depending on the scope of work to be completed to meet Federal Aviation Administration standards. 2) Proposed measures to reduce or control environmental health hazards, if any: Does not apply. 1) What types of noise exist in the area which may affect your project (for example-. traffic. equipment. operation, other)'? Does not apply. �Mlj TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY 2) 'What types and levels of noise would be created by or associated with the project on a short-term or a long -terra basis (for example: traffic., construction, operation., other)? Indicate what hours noise would come from the site. Does not apply. 3) Proposed measure-, to reduce or control noise impacts., if any: Does not apply. None needed. 8. Land and shoreline use a. What is the current use of the site and adjacent properties? The current land use is for airport operations. b. Has the site been used for agriculture'? If so, describe. Yes, portions of airport property are currently used for cattle grazing or Hay Crops. c. Describe any structures on the site. The structures include a variety of buildings such as airport hangars, terminal building, and maintenance buildings. d. Will any structures be demolished? If so, what? Not as a result of the Airport Layout Plan Update. Individual projects recommended in the various phases may involve demolition of specific structures to accommodate future development of the airport. e. What is the current zoning classification of the site? The zoning is airport support. f. What is the current comprehensive plan designation of the site? The comprehensive plan designation is airport support. g. If applicable., what is the current shoreline master program designation of the site? Does not apply. h. Has any part of the site been classified as an "environmentally sensitive" area'! If so., specify. No. i. Approximately how many people would reside or work- in the completed project? Not applicable at the present time. However, future proposed projects may require further consideration to the above question depending on the scope of work and building size. J. Approximately how many people would the completed project displace? Does not apply. G-10 TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY k. Proposed measures to avoid or reduce displacement impacts., if any: Does not apply. None needed. 1. Proposed measures to ensure the proposal is compatible with existing and projected land uses and plans., if any: The Airport Layout Plan Update incorporates a discussion on land use and will be in compliance with existing land use policies. Continuing planning efforts are under way to protect the airport or community within the airport influence area. 9. Housing a. Approximately how many units would be provided, if any? Indicate whether high, middle, or low-income housing. Does not apply. b. Approximately how many units., if any, would be eliminated? Indicate whether high middle, or low-income housing. Does not apply. c. Proposed measures to reduce or control housing impacts,, if any: Does not apply. None needed. I (i. Aesthetics a. What is the tallest height of any proposed structure(s), not *including antennas-, what is the principal exterior building material(s) proposed? Does not apply. b. What views in the immediate vicinity would be altered or obstructed'? Does not apply. c. Proposed measures to reduce or control aesthetic impact--,,, if any: Does not apply. I I . Light and glare a. What type of light or glare will the proposal produce? IN`hat time of day would it mainly occur? Airport use requires various lighting intensity levels, day and night as outlined in the Federal Aviation Regulations related to Part 139 commercial service airports. b. Could light or glare from the finished project be a safety hazard or interfere with views? No. .. . G-11 TO BE COMPLETED BY APPLICANT c. What existing off-site sources of light or glare may affect your proposal? Does not apply. d. Proposed measures to reduce or control light and glare impacts, if any: Does not apply. None needed. NEFTEM"M M, a. What designated and 'informal recreational opportunities are in the immediate vicinity'? None. b. Would the proposed project displace any existing recreational uses? If so, describe. Does not apply. EVALUATION FOR AGENCY USE ONLY c. Proposed measures to reduce or control impacts on recreation, includinc, recreation opportunities to be provided by the project or applicant., if any: Does not apply. None needed. 13. Historic and cultural preservation a. Are there any places or objects listed on, or proposed for. national, state, or local preservation registers known to be on or next to the site? If so, generally describe. No. b. Generally describe any landmarks or evidence of historic., archaeological, scientific, or cultural importance known to be on or next to the site. None. c. Proposed measures to reduce or control impacts, if any: None needed. 14. Transportation a. Identify public streets and highways serving the site., and describe proposed access to the existing street system. Show on site plans, if any. The main entrance is at the intersection of South 24th Avenue and West Washington Avenue approximately three miles southwest from the Interstate 82/State Route 12 Interchange. b. Is site currently served by public transit? If not, what is the approximate distance to the nearest transit stop? Yes, Yakima Transit has a bus stop North of the main terminal building along West Washington Ave. G-12 TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY c. How many parking spaces would the completed project have? How many would the project eliminate? Does not apply. d. Will the proposal require any new roads or streets., or improvements to existing roads or streets, not including driveways? If so., generally describe (indicate whether public or private). Some of the projects listed in the Master Plan Update may require on-site airport road improvements. e. Will the project use (or occur in the immediate vicinity of) water, rail., or air transportation? If so., generally describe. Not applicable at the present time. However, future proposed projects may require further consideration to the above question depending on the scope of work to be completed on airport property. Projects usually focus on improvements to the airport's transportation system. f. How many vehicular trips per day would be generated by the completed project? If known, indicate when peak 01 volumes would occur. Does not apply. g. Proposed measures to reduce or control transportation impacts., if any. - Does not apply. None needed. 15. Public services a. Would the project result in an increased need for public services (for example: fire protection., police protection, health care., schools., other)? If so., generally describe. The Airport Layout Plan Update would not require the addition or increased need for public services. b. Proposed measures to reduce or control direct impacts on public services, if any. Does not apply. None needed. 16 Utilities a. Circle utilities currently available at the site: Electricity, natural gas, water, refuse service, telephone, sanitary sewer., septic system., other. b. Describe the utilities that are proposed for the project, the utility providing the service, and the general construction activities on the site or in the immediate vicinity which might be needed Does not apply. C. SIGNIAT13RE The above answers are true and complete to the best of my knowledge. I understand that the lead agency is relying on them to make its decision. .. . G-13 TO BE COMPLETED BY APPLICANT Signature'. Date Submitted: G-14 EVALUATION FOR AGENCY USE ONLY TO BE COMPLETED BY APPLICANT D. SUTPLENIENTAL SHEET FOR NONPROJECT ACTIONS (do not use this -,beer for project actions) EVALUATION FOR AGENCY USE ONLY Because these questions are very general, it may be helpful to read them in conjunction with the list of the elements of the environment. When answering these questions., be aware of the extent the proposal, or the types of activities likely to result from the proposal, would affect the item at a greater intensity or at a faster rate than if the proposal were not implemented. Respond briefly and in general terms. 1. How would the proposal be likely to increase discharge to water-, emissions to air, production, storage, or release of toxic or hazardous substances" or production of noise? Proposed improvements recommended in the Master Plan Update may result in increased discharges to water; air emissions; or production of noise. Proposed measures to avoid or reduce such 'increases are: SEPA compliance, permits and other agency approvals will be obtained and mitigation provided as needed on a case by case basis for individual projects. 2. How would the proposal be likely to affect plants., animals, fish, or marine life'? Individual projects listed in the Master Plan Update may have the potential to affect plants or animals. Proposed measures to protect or conserve plants,,, animals., fish., or marine life are: Mitigation measures will be outlined as needed for individual projects listed in the Master Plan Update. 3. How would the proposal be likely to deplete energy or natural resources? Although all of the projects listed in the Master Plan Update will use energy and natural resources, none have the potential to deplete energy or natural resources. Proposed measures to protect or conserve energy and natural resources are: Mitigation measure will be outlined as needed for individual projects listed in the Master Plan Update. 4. How would the proposal be likely to use or affect environmentally sensitive areas or areas designated (or eligible or under study) for governmental protection-, such as parts., wilderness, wild and scenic rivers, threatened or endangered specie-, habitat, historic or cultural sites, wetlands, floodplains., or prime farmlands'? .. . G-15 TO BE COMPLETED BY APPLICANT EVALUATION FOR AGENCY USE ONLY Individual projects listed in the Master Plan Update may have the potential to affect environmentally sensitive areas. Proposed measures to protect such resources or to avoid or reduce impacts are: Mitigation measure will be outlined as needed for individual projects listed in the Master Plan Update. 5. How would the proposal be likely to affect land and shoreline use, including whether it would allow or encourage land or shoreline uses incompatible with existing plans? Individual projects listed in the Master Plan Update will be in compliance with existing land and shoreline uses and plans. Proposed measures to avoid or reduce shoreline and land use impacts are: None needed. 6. How would the proposal be likely to increase demands on transportation or public services and utilities? Individual projects listed in the Master Plan Update may have the potential to increase demands on transportation or public services and utilities. Proposed measures to reduce or respond to such demands} are: Mitigation measures will be outlined as needed for individual projects listed in the Master Plan Update. 7. Identify, if possible, whether the proposal may conflict with local, state, or federal laws or requirements for the protection of the envirom-nent. To the extent known at this time, individual projects listed in the Master Plan Update will not conflict with local, state or federal laws or requirements for protection of the environment. G-16 M i 1Y y0 D 111 (" I` 10 N The land surrounding the Yaldnia Air Teriiiinal/Mc Allister Field (YKM) is a mixture of residential, commercial, industrial and undeveloped property in three distinct political jurisdictions., the City of Yakima. Yakima County and the City of Union Gap. Figure H-1 shows the current situation. It is recognized that incompatible development around an airport results in potential adverse consequences to airport safety, efficiency, operation. and economic viability. In addition, development near an airport may reduce property available for aviation operations and safety areas. Incompatible development in the vicinity of an airport has been shown to have the following negative consequences on both the coniniunity and the airport: • It reduces the public's access to air transportation. • It reduces the value of public investment in airport facilities, both currently and in the future. • It creates a situation where opportunity for economic development within the community is reduced. • An overall reduction in the quality of life for people living in residential developments that have been located in incompatible areas results from noise and other airport impacts. To assure that YK--%.-1 remains compatible with development in the City of Yakima, Yakima County and the City of Union Gap, a range of critical factors must be considered, particularly focused on the interactions that occur between the airport and the neighborhoods. These are focused on; 1. Noise: Using the DNL65db noise contour for the year 2030 as generated in the airport master plan the analysis addresses potential impacts that could be disruptive to land use activities. 2. Airspace protection: The airspace surfaces identified in the FAR Part 77 Imaginary Surfaces for the ultimate airport layout as shown on the Airport Layout Plan Sheets 3 through 7 are used to assess the areas required for safe airport operations. H-1 Figure 1-1-1: Airpm-1 Community Land I I.Ne Plan H-2 . ..... . ........ ..... . .... LL < 00 i. . ...... .. . . ... ........ . . . . .. .. ..... .. .......... ..... ....... .. .................. . Figure 1-1-1: Airpm-1 Community Land I I.Ne Plan H-2 1. Safety: -k series of safety zones referenced in the WSDOT report "Airports and Compatible Land Use Guidebook" are used to consider the consequences of potential accidents in the airport area. At present, aircraft operations at YKM do not generate much noise since most are conducted by small, piston powered aircraft and noise levels exceeding DNL 65 are contained on airport property both today and in the 20 -year future. Therefore, the airport's noise impact on the surrounding communities will not change as a result of the recommended improvements. Airsl-.),ace Protection Height restrictions around The airport are defined by FAR Part 77, Objects Affecting Navigable Airspace. The Part 77 Surfaces surrounding YKM have been discussed and defined previously in Chapter 6. These drawings illustrate the airspace that needs to be kept clear of obstructions, including objects of natural growth., mari-made objects., and terrain to assure safe, all-weather operations. The Washington State "Airports and Compatible Land Use Guidebook" provides guidance for identifying Airport Safety Zones near airports. These zones are based on the airport's runway system and associated activity. The objective is to preclude development of non -compatible land uses in locations that statistically, account for potential impacts of aircraft flight including noise, airspace., vibration., odor, and annoyance. The six zones include., Zone I — Runway Protection Zone — This zone encompasses the runway protection zone (RPZ) at the end of each runway. Also included in the zone are the strips of land immediately adjacent to the runway where FAA standards preclude structures. Zone I is where the greatest concentration of accidents take place. Zone 2 — Inner ApproachlDeparture Zone -- 'Ibis zone wraps around and extends beyond Zone I along the runway centerline. Next to the RPZ, it represents the area where the risk of aircraft accidents is the greatest. On departure, aircraft are typically at full power in the initial phase of climb. On approach, they are at low altitude as they prepare for landing. Zone 3 — Inner Turning Zone - This zone is a wedge-shaped area lying along the sides of Zone rD 2. It is primarily significant where most of the flights are visual. When operating visually, H-3 departing aircraft may begin turning over this area to fly toward their destination or to remain iii the traffic pattern. Arriving aircraft often overfly this area as well., especially if they are flying a tight pattern. One type of accident known to occur in this area is a lour -altitude stall- spin that can happen if a pilot attempts to make too tight of a turn. Zone 4 — Outer Approach/Departure Zone —This area lies beyond Zone 3 along the extended runway centerline. Aircraft flying straight out or in overfly this area at low -altitude. The zone is particularly significant on runways where much of the operations are on instrument procedures and at busy airports where elongated traffic patterns are common. The risks in this area are moderate, but less than in Zones I through 3. Zone 5 — Sideline Zone — Lying in narrow bands along each side of the runway, aircraft do not normally fly over the sideline zone. The principal risk is from aircraft that lose directional control while landing or just after takeoff. The risks are lower than in Zones I through 3 and similar to those of Zone 5. Zone 6 — Traffic Pattern Zone — The final zone contains the remainder of the airport environment where aircraft fly as they approach and depart the airport or are engaged in flight training. In area, Zone 6 is typically larger than the other zones combined. A substantial percentage of accidents take place here., but they are scattered over the large area. These Safety Zones applied to the YKM are depicted on Figure H-2. H-4 ------------t. 4. - ZOWE 1 RUNWAY PROfeCIiONZONE 2 INNER SA"' Y ZONE INNER NER TURN:.,. ZONE 4 OUTER SAI h I Y ZONE 5 SIDELINE WE N Z014E 6 IFAFF#C PATTERN ZONE Figore H_2. Aircraft S-afety Ztoiies The recommendations on the compatible and non -compatible land use activities within each of the zones are presented in the following tables. Community land use is shown overlaid with the Safety Zones in Figure H-3. M Table 11 1. Wasirinuton State Gtddefines for Accident Safetv Zol-les Compatibility Zones Zone I Zone 2 zone 3 Zone 4 Zone AL Resource Operations I. Agricultural (Commercial) Agriculture, horticulture, general farming ticrops only, not feedlots and stockyards) p p p p p p Agricultural building 11 11 p p p p Agricultural chemical sales/storage -X L p p p p Ag�riWhurallabor ...... . ....... x x L p L p Agricultural housing/fitrin labor X x L p L p Agricultural market x x p p N p agriculturalindustries relatedmdustr* L p p p p animal hu,,,bandry x 1, 1, 1, x p -Agricultural feeding operation or stoc"'ards x X X x X x Agriculture or food processing facility x 11 p p L p Livestock auction -X X X L X p Fairun (ts, _g 0 x x x x X p Floriculture, aquaculture. X L p p p p Fruit bin -,ales/storage x 1, p p p p 2. Forest (Commercial) General forest silver culture. T T-, P P P P Forest product processing X L P P P P 3. Mining/Reflning/OlTsite Hazardous Waste Treatment Asphalt paving and roofing materials, rock crushing x x L L L p fining including sand and gravel pit, x 1, 11 T. X p Stockpiling of earthen materials x L L L x p R Rural Development 1. Rural Residential Single-family dwell ii)g (large lot, 5 acres orgreatei') X 11 L p x p Single-family dwelling, rural centers x x L L x L Residential Cluster Development, 40% open x x LSC N x p 'Multi -family -fmily dwellig x x x Ti x p Temporary farm housing :::::T x P P T. H-7 Cant patibility Zones Zone I Zone 2 zone 3 Zone 4 Zone 5 Zone 6 2. Rural Centers Single-family dwelling, up to 12 dwelling unns.'acre x x L T, -x- L. Two- Four family dwelling (duplex) x x x x x L Multi-ramitv dwelling., 12-210 umts!dcre x x I, x x p 211+ units;acre X x p p x p Agri cultureiforest/rn Metal resources or industry (see item A) ........................... Corn mun Ity services (See iteni D" Retail and commercial service (see items D4 &- D;) Indu,,ti-jal,,"i-n,,inufacturin-I (see item D43 & D5) C. Education Facilities Junior or comm un ity col lege x X L 11 1, p Schools, K-12 elementary, middle, senior high x x x x x x Business school x I, L L L p Vocational schools x L L L L p D. Urban Development 1. Residential Single. -family dwelling- up to 1? dwell j rig units `acre x x L Two - four -family dwelling (duplex)(,-,) ............................. x x x x x L Multi -fain ily dwelling(*): 15 or in ore X x LSC -X x p Mixed-use. (ifficeicorni-nerciallresi(lentiaI use x x p p X p Residential development cluster 40".-o open space X x L L x L Residential infill x x T. 1, T. p Mobile home parks x L L x L ng house 'Ia In x x L I, L I, �. Redrrement homes -5, ................. 7-K ................ ............... x . . . ....... ................. X ................ ........... . L H-7 Cant patibility Zones Zone I Zone 2 zone 3 Zone 4 Zone 5 Zone 6 2. Community Services Cometery P p P p 1.' P Churches, synagooes, temples gu - X X L L X L Community center meeting halls, fraternal organizations X X I, L X P Convalescent, nursing home and group homes X X X X X 11 Day care facilities, family in-home X X L L X L Dav care center X, 11 T X T, Fuiieral home X X p p X p Police, fire stations, aml-ailance service X 11 P P P P Hospital X X X % X X N—Tedical clinic X X L 11 X7 P Correction facilities X L L L L L Libraries X X P P X P 'Museums and art galleries X X L p p p Zoo x x- P P P 3. Amusement and Recreation Amusement park (permanent) X X L 11 L Bowling alloys X X p P X P Campground _X L L p L p Recreational vehicle parks; short term X 11 L P L P Drive-in theatres X X L L X P Fairgrounds X X p 1, T, P Golf courses L p p X P Clyinnasliurns. exercise facilities X L I, l' f, P Horse racing tracks, speedways X X X X X X Nfiniatureg'Olf courses X X p P X P Movie theatres, auditormins. exhibition halls X X L L X p Parks I L L P P L P Roller skating rink I X _X L L 7�_T P H-9 Cant pati bility Zones Zone I Zone 2 zone 3 Zone 4 Zone 5 Zone 6 4. Retail Trade and Service Addressing, mailing, and stenographic services x II P P L' P Adv sing ertig agencies x L P P L p Airport uses and activities comirnerciaUindustrial 1, P P P P P -'Vinnal Chnic/hospital L P P P P p Antique store,., x 1, P P _X p ,kirtcanobile, truck. manufactured home- and travel trailer sales L P P P p p Automobile and recreational vehicle (RV) sales: weekend L P P P L P Automotive: car wash T, P P P T. P Sales lot,auto center L P P P p p Parking lots and garages I, P P P p p Maintenance and repair shops x P P P p P Paint and body repair shops 1, P P P P P Parts and accessories (tires, batteries, etc.) x P P P P P Specialized repair shops (radiator, etc.) 1, P P P P P Towing� services L P P P P p Wrecking and dismantling yard T, P P P T. P Bakery P P P L p Beauty and barber shops x 1, P P x p Bed and breakfast inn x X L L X P Boats and marine accessories x Except P P P P P Books, statioriery, office supplies Storage only P P P II p Building and trade (plunibing, hearing, electrical, Painting. etc.) Storage only P P P L P Clothing and accessories X L P P L P Communication rowers x x 11 11 11 LI Computer and electronic stores X L P P L P Department, discount, varrety stores X x P P x p Drug stores optical goods, orthopedic supplies) x L P P L P ....................... ...................................... Employment agencies (private) x P p P T. P H-9 H-10 Zone I Zone 2 Cant Pati bility Zone 3 Zones Zone 4 Zone 5 Zone 6 Farm and implements, tools and heavy constructiol equipment x L P P P P Farm supplies L P P P P P Financial institutions 'N P P P j-, P Food store x P P P L P Furniture, home furnishings, appliances x P P P 11 P General hardware, garden equipment and supplies x P P P L P ................................ . ....... Grocery and convenience stores X T, P P 11 P Ileavy equipment storage,, maintenance and repair -X L P P L P Insurance agents. -brokers. and sen ice agencies x P P P 11 P Kennels L P P P L P Laundries, Laundromats, and dn,, cleaning, plants X P P P L P Liquor stores x P P P L P Lumber yards 11 P P P 11 P e I d'cal and dental laboratory, offices and clinic X x L P x P MinJ Stonage 11 P P P P P Motels and Hotels X x P P P P Motorcycles sales/repair (including maintenance) x P P P 11 P Paint,, glass, and wallpaper stores x p P p L P -Pet stores, pet supplies, and dog groom ing -X L P P L Professional office buildings for architects, attorneys, government, etc. x L p I P P P I Rental: auto, truck, trailer., fleet leasing services 1, P P P L P Repairs: small appliances., T V, business machines., Watches, etc. L P P P L P Restaurant, cafe and drive-in eating facilities X L P P P P Service station x 11 P P 11 P Sporting goods., bicycle shops x P P P P P Taverns, bars, dance establishments X I. p P 11 P H-10 H-11 Cant pati bility Zones Zone I Zone 2 zone 3 Zone 4 Zone 5 Zone 6 5. Industry/Manufacturing Aircraft parts Storat�e only 11 P P P P Aircraft industrial Storage only 11 P P P P apparel and accessories x II P P P Bakery products (wholesale) Stora,�e only 11 P P x P Beverage industry Stora(�c only L P P x P Canning, preserving, and packaging fruiLs, vegetables, and other foods 11 11 11 N P Cement and concrete. plants L L L x P Chemicals (industrial.. agricultural, wood, etc.) x x 1, 1, x L Concrete., gypsum. . and plaster products Storage only L P L L P C'onfectionery and related products (wholesale) Storage only P P P L P Nfiin storage P P P P P P Product assembly storage z' only 11 p P 11 P Prefabricated structural -wood products and containers Storage I only P P P L P Printing, publishing, and binding Storage only P P P L P Rendering plants, slaughter houses x x x x x L Rubber products 'N' I. P P 11 P Sawmills and planing mills Stora(�c only- nlySheet L P P L P Sheetmetal and welding shops Storage only P P P I. P Stone products (includes finishing ofmoriuments for retail sale) Storage only. P P P 11 P H-11 ('bar( Symbok • "L" Limited Uses crr activitie., that maybe compatible with airport operations depending ontheir location, size_ bulk-, height, density and intensity of use. • *'LSC" Limited Special Conditions Devalciptiieiitsli(-,uldbemoved �ttvziyfi:ciiiithe axtelidvdruii�vilycenterline. (--ipen spa(,,- sliou[d be devoted to areas that -experience elevated risk-. • "P" perinitted—Us—.s or activities that should be permitted_ howvever, these activities shouldbe reviewed toensure that they udll not create height hazard obstructions_ iiiol,, glare, electronic. wildlife attractants, or other airspace hazards. • "-X" Prohibited uses crr activities that should not be constmoted near the airport. H-12 Cant patibility Zones Zone I Zone 2 zone 3 Zone 4 Zone 5 Zone 6 6. Wholesale Trade -Storage Warehouses stormge only p P p P P Wbolesale trade Storage only P p P P P Storage facilities; bulk I, P p p P P commercial 1, P P P P P mini -storage L P P P P P E. Transportation and Utilities 1. Transportation Bus terminal-, X 1, p P 1, P Transportation storage and maintenance facilities Storage I only P P P P P Transportation brokerage office&, without truck parking X P P P P P with truck parking L P P P P P Contract truck hauling, rental of trucks with drivers 11 P P P P P Rail, truck terminals (for short-terin storage., office) L P P P P P Air storage and office use Storage Storage only P p p P P Railroad switch yards, mairitenance., and repair facilities, etc. 2� P P P P P 'Taxicab terminals, maintenance., and dispatching centers, etc. P "P P P P 2. Utilities Power generating facilities L L L L L L Tjtility sere Ice,,, (substations, etc) I, L I, I, I, P Wholesale trade L P P P L P Storage facilities-, bulk 1, P P P P P C-Lanmercial L P P P P F ('bar( Symbok • "L" Limited Uses crr activitie., that maybe compatible with airport operations depending ontheir location, size_ bulk-, height, density and intensity of use. • *'LSC" Limited Special Conditions Devalciptiieiitsli(-,uldbemoved �ttvziyfi:ciiiithe axtelidvdruii�vilycenterline. (--ipen spa(,,- sliou[d be devoted to areas that -experience elevated risk-. • "P" perinitted—Us—.s or activities that should be permitted_ howvever, these activities shouldbe reviewed toensure that they udll not create height hazard obstructions_ iiiol,, glare, electronic. wildlife attractants, or other airspace hazards. • "-X" Prohibited uses crr activities that should not be constmoted near the airport. H-12 A]] uses or ziclivin-es identified herein ON S1111jeCt 10 intCtllil}' and density limitations set fonh in Tdbte F -t. PialicuhT attention should be liven to developments that when located in combination vrith Ater pernin-ted or limited activities may create cumulative impacts on anliort operations. All uses should be revie-ATed to -MUTO that the} Neill not create air ,-,'lace hazards. Source: Washington State Department offransportafion, Aviation Division, "Airpmts and Compatible Land Use Guidebook ", Januaii, 2011. Based on this information it is recommended that the City work with the land use and comprehensive planning agencies to: I. Adopt file master plan by reference into local comprehensive plans. 2. Describe all -port facilities and operations, existing and future, in the transportation inventory. 3. Discourage incompatible land uses adjacent to public -use airports. 4, ldentif�r the airport as an essential public facility. 5. Identify the important role of airports in local and regional economic development. :- . H-13 11-3- Communitv 1,and -Use and NYSDOTIIones I .......... ............. . ....... ... ............... . 7 i. It LL <f 02 NN, 11-3- Communitv 1,and -Use and NYSDOTIIones I It ...... ........ . 7 -TT- .. .................... 11-3- Communitv 1,and -Use and NYSDOTIIones I