HomeMy WebLinkAbout07/09/2013 03 Airport Master Plan UpdateITEM TITLE:
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BUSINESS OF THE CITY COUNCIL
YAKIMA, WASHINGTON
AGENDA STATEMENT
Item No.
For Meeting of: 7/9/2013
Airport Master Plan Update
Robert K. Peterson: Interim Airport Manager
509 - 575 -6260
An Airport Master Plan is a comprehensive study of an airport and usually describes the 5, 10,
and 20 year development plans to meet future aviation demands. Airport Master Plans are
prepared to support the modernization or expansion of existing airports or the creation of a new
airport. The Master Plan is necessary so that airports can make informed decisions about
infrastructure investments and prepare itself to meet the future demand for passengers, cargo,
general aviation, landings, and take offs.
As the Yakima Air Terminal recently changed ownership of which staff feels it's imperative the
City Council is briefed on the plan and the final steps as we come closer to the completion of
this critical document.
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Insurance Required? No
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City Manager
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Memorandum
To: Honorable Mayor and Members of the Yakima City Council
From: Robert Peterson, Interim Airport Manager
Date: June 25, 2013
Re: Airport Master Plan Update
Since opening in 1926, the Yakima Air Terminal - McAllister Field has seen tremendous
growth. Expansion efforts have required the airport to add pavement, passenger terminals,
vehicle parking facilities and hangar facilities to keep up with the demands of the
surrounding community. As the airport continues to grow, the Federal Aviation
Administration requires it to update its Airport Master Plan periodically. In early 2011,
the airport's Board of Directors initiated the process not only to address the FAA's
requirements but to also evaluate the surrounding community's needs as the Yakima
Valley continues to grow.
Airport Master Plan
An Airport Master Plan is a comprehensive study of an airport and usually describes the 5,
10, and 20 year development plans to meet future aviation demands. Airport Master Plans
are prepared to support the modernization or expansion of existing airports or the creation
of a new airport. The Master Plan is necessary so the airport can make informed decisions
about infrastructure investments and prepare itself to meet the future demand for
passengers, cargo, general aviation, landings, and take offs.
Airport Master Plan Users
Airport Master Plans are intended primarily for use by members of the aviation community,
airport sponsors, airport staff, airport consultants, FAA representatives and state aviation
officials. They are also useful for airport advisory committees, municipal officials, state,
regional, local planning personnel and the general public.
Airport Master Plan Elements
The elements of the master plan will vary in complexity and level of detail depending on the
size, function, issues, and problems of each individual airport. The following list outlines the
elements of a Master Plan.
1) Pre planning — The 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 Involvement — 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) Environmental 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) Aviation Forecasts — Forecasts of aeronautical demand for short, medium and long-
term time frames are prepared.
6) Facility Requirements — The ability of the existing airport, both airside and landside, to
support the forecast demand is assessed. Then, 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) Alternatives Development and Evaluation — Identify options to meet projected facility
requirements and alternative configurations for each major component. Assess the
expected performance 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 Layout 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.
2
10) Financial Feasibility Analysis — 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 Master Plan one element which was reviewed entailed
Yakima Airport's Runway length to ensure it is adequate to handle current and future
aircraft operating at the airport. Through a series of data collection with current aircraft
operations URS determined the critical aircraft for the airport is the Bombardier Q -400
which is 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 will allow
the airport's required Runway Protection Zone to remain within the airport's current
property. This recommendation is also the least costly to construct in order to meet
current FAA standards.
Yakima's Key Capital Improvement Projects
Taxiway Alpha Rehabilitation
Alpha Taxiway and its various connectors Al -A5 were constructed over a period of years
starting in 1953. The most recent construction project affecting Alpha Taxiway and its
connectors occurred in 1989 with an extension of the taxiway to connector A5. However,
several sections of pavement within the area of improvements have not been rehabilitated since
the early 1980's.
In conjunction with Alpha Taxiway and its connectors, portions of Bravo and Charlie Taxiways
are used by local, itinerant, commercial and military aircraft to reach various ramps from
Runway 9/27. The pavement age of these taxiways vary, though both were last rehabilitated
prior to 1988. Routine maintenance performed by staff at the Yakima Air Terminal includes
periodic crack filling and sealing, and repainting of markings. Despite maintenance efforts, the
2011 PCI assigns the area of improvements a PCI between 26 to 78. The maj ority of Alpha
Taxiway is noted between 68 and 54. This project will rehabilitate Alpha Taxiway, its various
connectors, and portions of Bravo and Charlie Taxiways, which are used by aircraft to access
Runway 9/27 and the main public ramps.
Construction Year: 2013
Estimated Cost: 53.351.200
Airfield Lighting System
The Yakima Air Terminal Alpha Taxiway has medium intensity taxiway edge lights on the
Alpha and Bravo taxiways. These lighting circuits are controlled utilizing three constant current
regulators having three level intensity controls (4.8, 5.5 and 6.6 amps). A majority of these
lights were installed prior to 1979. In 1979, additional lights were added when the present
Alpha Taxiway was extended at the east end, parallel to Runway 9 -27, and Runway 9 -27 and
the Alpha Taxiway were extended 1,000 feet to the west. Since 1979, additional modifications
have been made which entail the following:
1985 — The Air Terminal added taxiway edge lighting to portions of the Bravo
Taxiway, and additional directional signage. As part of this project, the Medium
Intensity Taxiway Light (MITL) circuits were modified from two to three circuits,
designated West, East, and South. The west circuit is dedicated to the west end of the
Alpha Taxiway, the east circuit comprises portions of both the Alpha and Bravo
Taxiways. The South circuit is dedicated to south end of the Bravo Taxiway.
1991 — A new above grade electrical vault was constructed for the equipment
controlling the airfield lighting High Intensity Runway Lights (HIRL), MITL and
other airfield equipment. Portions of existing MITL circuits (conduit and conductors)
were replaced as required for circuits to be relocated to the new vault location. The
existing constant current regulators were relocated to the new vault.
1993 — Directional signage modifications and additions were made that impacted the
MITL circuits. The existing 7.5 KVA regulators for the east and west MITL circuits
were replaced with new 10 KVA constant current regulators to accommodate the
added loads. (The existing 7.5 KVA unit for the south circuit remained unchanged.)
Upon review of the existing circuit conductors and conduits for the Alpha Taxiway East circuit
and Alpha Taxiway West circuit, it appears that numerous elements of the electrical system will
need to be replaced as they have reached their "end -of -life expectancy ". Life expectancy for the
system is generally 30 years as defined by the Federal Aviation Administration.
Construction Year: 2014 -16
Estimated Cost: $1,882,259
Terminal Building Construction
The present passenger terminal building was developed in three major projects. The
original building was 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 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 unused Airport Traffic
Control Tower (ATCT) that offers small office and storage spaces on several levels.
The terminal houses all existing commercial passenger processing functions but, due to
configuration inefficiencies, affords a level of service that is characterized as adequate to
unacceptable. Conditions for the terminal tenants, the air carriers, and the concessionaires
are similarly characterized. The functional layout of the 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 service, or larger aircraft during peak times (i.e., multiple
4
flights within the same hour) would become problematic because of the constraints in
space for queuing and processing passengers and bags. The 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.
Construction Year: 2020
Estimated Cost: $21,463,86
Summary of Master Plan Elements
Airport staff and URS Corporation feel the Master Plan was developed involving key
participants who provided valuable information to offer 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 FAA approval of the updated Airport Layout Plan and
coordinating with State, County, and local officials, as required, to adopt the Airport's plan
in its entirety.
Yakima Air Terminal /McAllister Field
Airport Master Plan Update
City of Yakima Work Session
July 9, 2013
Meeting Goals
• Summarize the master plan recommendations.
• Discuss the decision - making process used for
recommended actions.
• Seek consensus that the plan supports the City's
vision for YKIVI.
• Discuss the remaining steps.
• Project close -out.
Project Status
• Inventory of Existing Conditions
• Forecast of Aviation Demand
• Determination of Facility Requirements
• Alternative Analyses
• Airport Layout Plan —Needs FAAApproval
• Implementation Plan
• Terminal Building Assessment
• Pavement Conditions Report
Master Plan Development
DETERMINATION
ALTERNATIVE
IMPLEMENTATION
REPORTING
Public Input Process
Forecasts of Aviation Demand
• Determine the airport's role in the aviation system;
• Determine the improvements to the airfield, terminal
facilities, apron areas, and airside /landside access
circulation and parking facilities needed to accommodate
growth in demand;
• Estimate the potential environmental effects, such as
noise and air quality, of the airport's operation on the
surrounding community; and,
• Evaluate the financial feasibility of proposed capital
improvement projects and alternative airport development
proposals.
Terminal Demand
• The number of
passengers at YKM
is expected to
double in 20- years.
• The increase in
passengers is likely
to result in additional
airline(s) operating in
the terminal.
Range of Enplaned Passenger Forecast
160,000
140,000
120,000
y 100,000
m
m 80,000
y
a 60,000
40,000
20,000
0
2010 2015 2020 2025 2030
Years
■ High Growth ■ Status Quo ■ Low Growth ■ Preferred Forecast
Airfield Demand
• Operations have
been relatively
stable since the year
2000.
70,000
60,000
50,000
•
Moderate growth is � 40,000
m
expected through
a 30,000
the year 2030. 20,000
10,000
Forecast Summary
2010 2015 2020 2025 2030
Yea rs
- Commercial -Air Cargo /Air taxi - General Aviation
Military Total Operations
The Recommended Airside Plan
• Extend Runway 9/27 to a total length of 8,847
feet.
• Can be constructed entirely on airport property.
• Not required based on the 20 -year forecast but
provides an advantage for attracting new
businesses and for comprehensive land use
planning.
Aircraft Takeoff Length Pequirements
• Factors that impact aircraft performance
■ Air temperature — operations in hot weather require
longer runways
■ Aircraft weight — Maximum take -off weight vs. reduced
loads
■ Stage length — Destination or origin of the flight
Required Runway P at YKM
8,847 feet is sufficient for most aircraft expected to use
the airport on a hot day.
3000 4000
■ Required Runway Length
-ii
Recommended Runway Extension
Im-
Land Use Impacts
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The Recommended Airside Plan
• Runway 4/22
• Maintain operations until maintenance and
rehabilitation projects are no longer feasible.
• Designate as a B -1 (small) runway to minimize
rehabilitation and maintenance costs.
• Cost estimated to be $2.5 million
■ Realign access taxiways to eliminate direct
runway access.
• Required to reduce the potential for runway
incursions.
• Provides for decision points in taxiing as
recommended in new FAA AC 150/5300 -13A.
Recommended Terminal and General
Aviation Development Plan
■ Construct a new terminal building at the existing
site.
• Maintains use of existing apron area, access and parking
facilities.
• Less expensive than moving terminal area - $21 million
■ Continue to provide opportunities for General
Aviation expansion.
• Purchase, rehabilitate, and reuse Noland - Dekoto
facilities.
• Invest in taxiway and infrastructure improvements to
support south GA area expansion.
— Parallel access taxiway to provide two -way traffic flow
— Partial parallel taxiway to runway threshold to eliminate
intersection crossings and reduce runway incursion potential
Terminal Area Plan
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General Aviation Plan
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Environmental Consequences /Impacts
• None identified.
• Detailed environmental analyses will be required before
runway extension and terminal development.
• Aircraft noise will not be an issue.
Airport Noise-Map
01121
............
INN
NOISE MODEL
FORCAST YEAR 2030
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FORCAST YEAR 2030
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Financial Analysikft
• Estimated cost of required improvements is $36,000,000.
• A large portion of this is ELIGIBLE for funding under the
AIP ($30,000,000).
• Entitlement funding is $1,000,000 per year
• Discretionary funding may be available for safety or capacity
related projects
• Remainder to be funded with PFC income, rates and
charges or other sources.
• PFC's equal to approximately $300,000 per year
• Rates and Charges used for O &M at airport
Questions - Concerns
1.1 INTRODUCTION
The Yakima Air Terminal/
McAllister Field (YKM)
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
Administration (FAA), IL
Yakima County, the City of
Union Gap, airport tenants,
regional agencies and the
general public. This process
is depicted in Exhibit 1 -1
1
EXECUTIVE SUMMARY
Project
Goals
final Airport
Master Plan
Stakeho
Participa
,
Implemenation
Plan
i/ Airport Layout
Plan O
Existing
Conditions
inventory
Aviation
D emend
Forecasts
Ider
tion \'
1
Airport
Requirements
Anaylses
Concept
Development
Exhibit 1 -1: Master Planning Process
The YKM 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 including;
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 airfield, roadways and parking
lots) and an update of the Pavement Conditions Index (PCI) report. The result is a
Yakima Air Terminal /McAllister Field Master Plan
Page 1 1 -1
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.
1.2 WHAT IS THE GOAL OR PURPO�VF THIS
AIRPORT MASTER PLAN?
The goal of the master plan is to provide a framework to guide future airport development that
will effectively satisfy aviation demand, while giving full consideration of potential
environmental and socioeconomic impacts. The 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. 1& 1%*
1.3 WHAT ARE THE PROJECT'S MISSION
STATEMENTS?
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.
1.3.1 Community and Agency Advisory Committee (CAAC)
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
Yakima Air Terminal /McAllister Field Master Plan
1 -2 1 Page
Chambers of Commerce from those same communities. The input of this committee resulted in
the following mission statement:
"The YKM master plan should result in an airport that serves the community (cities and
county), provides reliable air service, and is a safe, first -class regional facility that remains
compatible with the community. "
1.3.2 Technical Advisory Committee (TAC)
The 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" positions (reserved
for citizens) and airport board members. The input of this committee resulted in the following
mission statement:
"The YKM master plan should promote aviation, establish a clear vision to be followed by the
City, be implementable, financially feasible, and adoptable by the FAA, county, and cities. "
1.4 WHAT ARE THE COMPONENTS OF AN
AIRPORT MASTER PLAN?
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.
Yakima Air Terminal /McAllister Field Master Plan
Page 1 1 -3
DETERMINATION
IMPLEMENTATION
PLAN
Exhibit 1 -2: Airport Master Plan Components
A_
1.5 WHAT WERE THE KEY ISSUES FOR THIS
MASTER PLAN?
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.
Yakima Air Terminal /McAllister Field Master Plan
1 -4 1 Page
1.6 WHAT IS THE APPROVAL PROCESS FOR THE
AIRPORT MASTER 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 necessary 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 City of Union Gap) are encouraged to adopt the plan's recommendations
into their Comprehensive Planning process.
1.7 STUDY FINDINGS
1.7.1 Aviation Demand Forecasts 4,`
Forecasts of future activity were prepared using methods detailed in FAA Advisory Circular
(AC) 150/5070 -613 "Airport Master Plans." Details of the 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 summarize the results.
1. The growth in the number of commercial passengers 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 YKM but was ultimately unsuccessful due to financial
and operational factors common to start-up airlines.
2. 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
Yakima Air Terminal /McAllister Field Master Plan
Page 1 1 -5
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 cargo and air taxi operations are primarily carried out by the three carriers using
small turboprop aircraft such as the Cessna Caravan, Beech 1900, 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.
4. 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 YKM.
5. 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 1 -1 shows the anticipated growth in activity
levels forecast for YKM. e &`
Table 1 -1: Forecast Summary
Enplaned Passengers
Operations
2,483
Commercial
3,596
Air Cargo /Air Taxi
6,222
General Aviation
7,219
Military
i
Total Operations
42,132
Based Aircraft
46,651
Source
Actual
Forecast
2010 2015 2020 2025 2030
58,994 65,134 75,508 96,370 122,995
2,190
2,285
2,483
2,983
3,596
5,777
6,222
6,701
7,219
7,778
38,481
40,130
42,132
44,287
46,651
4,040
4,040
4,040
4,040
4,040
50,488
52,677
55,357
58,529
62,065
162
175
185
196
208
Actual - Airport Records
Forecast - URS
Yakima Air Terminal /McAllister Field Master Plan
1 -6 1 Page
1.7.2 Airport Requirements
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: Summary of Facility Requirements
Actual
Conclusions
Airfield System The wind coverage and capacity needs at YKM 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 2020. 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
1.8 AIRPORT DEVELOPMENT PLAN
The facility requirements that require physical improvements 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 summarized in the following table.
Yakima Air Terminal /McAllister Field Master Plan
Page 1 1 -7
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
2
The current system is adequate, assuming the private sector continues to upgrade its
im
facilities and improve delivery as needed.
1.8 AIRPORT DEVELOPMENT PLAN
The facility requirements that require physical improvements 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 summarized in the following table.
Yakima Air Terminal /McAllister Field Master Plan
Page 1 1 -7
Table 1 -3: Summary of Analysis of Alternatives
Issue Conclusions Summary
Airport Classification and
Design:
FAA ARC Classification
Runways:
Runway Length
Crosswind Runway
C -III 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 4/22 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 determined that the
runway should continue to function
until the cost of maintenance
exceeds the City's ability to finance
them.
Yakima Air Terminal /McAllister Field Master Plan
1 -8 1 Page
Terminal Facilities:
Passenger Terminal Building The existing terminal building will
Two primary alternatives were
need to be larger to accommodate
considered: the first maintains
increases in enplaned passengers.
operations in the existing terminal
Additionally, the condition of the
building and the second constructs a
existing building is such that major
new terminal to replace the existing.
maintenance and rehabilitation
efforts will be needed to keep it
Several alternatives were considered
functional.
as to the ultimate location of a new
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
The existing GA areas will need to
grow in order to accommodate the
increased demand for hangar and
aircraft parking aprons.
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.
Based Aircraft Hangar Storage Recommend construction of Build or No -build
I corporate and T- hangars
Fixed Base Operator (FBO) and New FBO facilities are required to Build or No -build
support facility expansion provide support for the general
aviation community
Support Facilities:
Fueling
Airport
The current system is adequate.
The private sector will continue to
upgrade and improve as needed.
Recommend consolidated
maintenance facility be
constructed.
Yakima Air Terminal /McAllister Field Master Plan
None
On- or off - airport site.
Page 1 1 -9
1.9 AIRPORT LAYOUT PLAN
The YKM Airport Layout Plan 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 on the 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 a new 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. 4st
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.
Yakima Air Terminal /McAllister Field Master Plan
1 -10 1 Page
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1.10 IMPLEMENTATION PLAN
An estimate of the probable cost of each recommended project was prepared for all projects.
These are shown in Table 1 -4.
Table 1 -4: Estimated Cost of Recommended Improvements
Project MW
Total Cost
Federal Funding
Local Funding
Airfield Projects
$1,500,450
$1,286,100
$214,350
Extend Runway 9 -27
$5,286,586
$4,757,927
$528,659
Reconstruct Runway 4 -7'
$2,480,224
$2,232,202
$248,022
Parallel Access Taxiway
$7,766,810
$6,990,129
$776,681
Terminal Construction
$1,187,821
$1,069,038
$118,782
Conduct Environmental Analysis=
$142,900
$128,610
$14,290
Construct Terminal Building
$19,913,329
$17,921,996
$1,991,333
Terminal Apron
$1,261,021
$1,134,919
$126,102
Expand Auto Parking
$146,615
$0
$146,615.40
Maintain Perimeter Road
$21,463,866
$19,185,525
$2,278,340
General Aviation Projects
Purchase and rehabilitate Noland
$1,500,450
$1,286,100
$214,350
Dacoto Property
South GA area improvements
$4,143,443
$3,729,098
$414,344
Parallel Access Taxiway
$793,095
$713,786
$79,310
Stub Parallel to Runway 27 Threshold
$1,187,821
$1,069,038
$118,782
$7,624,808
$6,798,022
$826,786
Pavement Management
Pavement Rehabilitati
$6,265,465
$5,638,918
$626,546
Pavement Maintenanc
$30,652
$27,587
$3,065
Maintain Perimeter Road
$857,400
$771,660
$85,740
$7,153,517
$6,438,165
$715,352
Total Program
$44,009,000
$39,411,841
$4,597,159
Yakima Air Terminal /McAllister Field Master Plan
1 -12 1 Page
As shown the cost of implementation is approximately $44 million. However, the cost shown
for the extension of Runway 9/27 and the rehabilitation of Runway 4/22 are not included as part
of our development plan. Therefore the required investment envisioned for the 20 -year period is
closer to $36 million. Of this $36 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 terminal
building construction and maintenance and construction of main access /entrance roads, are also
eligible but receive lower priority rankings. Within the entitlement amount, up to 90 percent of
eligible project costs are funded for non -hub airports such as YKM with the remaining 10
percent provided from other, local sources. Given current entitlement distribution formulas, the
City can 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 within the national
airport and airway system and funding availability.
Additionally the Aviation Safety and Capacity Expansion Act of 1990 established the authority
for commercial service airports to apply to impose a Passenger Facility Charge (PFC) of up to $3
per enplaned passenger. AIR -21, enacted in 2000, increased the allowable PFC 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 enhance 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.
1.11 BUSINESS PLAN
The information in Table 1 -4 shows the capital needs of the airport. It needs to be determined 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
Yakima Air Terminal /McAllister Field Master Plan
Page 1 1 -13
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 commercial and general aviation industry as a whole have influence over
the types of activity from which the revenues are generated. 0)
The expenses recorded 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 -term loans and
governmental fees and assessments.
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