Buchanan Field Airport Master PlanningProgram A.
INVENTORY OFEXISTING BuchananCONDITIONS Field
A > Inventory of Existing Conditions
INTRODUCTION. Buchanan Field Airport (CCR) is the major general aviation reliever airport serving Contra Costa County and multiple communities located in the northeastern portion of the greater San Francisco Bay Area (see Figure A1). The Airport has been a catalyst for business growth in the region and has served as an anchor for the local employment base, as well as meeting the aviation transportation needs.
Situated in an unincorporated portion of Contra Costa County, directly adjacent to the thriving urban heartbeat of the City of Concord, Buchanan Field Airport is a vital component of the transportation infrastructure serving the region for tourism and business. Buchanan Field Airport is well equipped to serve regional demand related to general aviation and business aviation needs. The Airport has a reputation as being an excellent aviation facility that offers a safe and efficient operational environment. The Bay Area continues to experience significant increases in business activity, commercial and residential growth, and economic development. Because of this, Buchanan Field Airport is also being presented with increasing operational and facility demands.
Many of the areas surrounding the Airport, with many high quality homes and environmental amenities, have experienced significant residential development, resulting in homeowner concerns about the effect that the Airport may have on their lifestyle. Some of these homes and facilities are located within a two to three mile radius of the Airport. Thus, the Airport may influence the social, economic, and physical environments of the area in which it operates. All of these effects must be carefully evaluated in considering airport development options associated with this planning effort.
Previous Buchanan Field Airport planning studies include a Master Plan, which was completed in 1990, and an FAR Part 150 Noise Exposure and Land Use Compatibility Study, which was completed in 1989. Local, regional, and national aviation issues have evolved significantly during the years that followed the completion of the last Master Plan. This evolution indicates that long-term planning considerations previously identified should be re-evaluated and that an updated set of planning assumptions should be formulated. These assumptions will serve as a basis for airport development recommendations.
The purpose of this Airport Master Plan is to determine airport development needs, examine viable and reasonable alternatives, recommend a realistic plan, and identify potential environmental effects. The requirement for future facilities will be evaluated from an aviation utilization standpoint, along with considering the relationship of airport facilities to the
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surrounding community. The focus of the Master Plan is on the physical development of airport property to meet aviation demands; however, it will also identify potential non-aviation development areas on airport property. The overall planning goal is the development of an aviation facility that can accommodate future demand, is not significantly constrained by its environs, and minimizes its adverse effects on its surroundings.
Airport History and Regional Aviation Environment Buchanan Field Airport began in Spring 1942 when Contra Costa County purchased 407 acres for the development of an airport, with construction scheduled to begin later that summer. However, prior to the completion of airfield improvements, the U.S. Government, through the War Department, acquired the entire airport for use as an army airfield for the duration of World War II. Concord Army Airfield operated from 1943 until 1946. The U.S. Army Corps of Engineers constructed many temporary and permanent facility improvements during this time period, including the runways currently designated 1L/19R and 14L/32R.
In 1946, the Air Corps deactivated Concord Army Airfield, and the property and buildings were deeded to Contra Costa County (with a reversion clause to the Federal Government). In August 1946, Buchanan Field Airport was opened as a public-use airport operated by the County and has been in continuous operation since that time. During the post-war period, Runway 6/24 was constructed and operated until 1961, when it was closed for the first time due to a conflict with the newly constructed airport traffic control tower (ATCT). Runway 6/24 was opened again in 1963 until 1976, at which time it was permanently closed and has served as Taxiway “C” since then.
In late Fall 1966, Runway 1R/19L was relocated from its former location, and the then-existing runway was converted into parallel Taxiway “A”. During 1968 and 1969, Runway 14R/32L was created from the existing taxiway system, lengthened and supported by a newly constructed parallel taxiway, labeled Taxiway “B.” Since this time, the airfield has seen the development of several other minor improvements to support airside access with the most notable being the construction of Taxiway “J” in 1975. The Buchanan Field Airport airside has operated in this configuration to the present day. Buchanan Field Airport’s history also includes periods of commercial air service beginning in the 1960s and continuing into the 70s with commuter service to San Francisco International Airport and Oakland International Airport by fixed wing aircraft and helicopters. The most significant period of commercial service, however, took place from 1986 to 1992, providing service from Buchanan Field Airport to Los Angeles International Airport and San Jose International Airport. Commercial service ended in Fall 1992, due to the prevailing economics of the airline industry.
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Federal Obligation Buchanan Field Airport is a federally obligated airport. The original obligation stems from the transfer and conveyance of real property from the War Department to Contra Costa County (through what was then known as an “AP-4” Land Transfer Agreement) that placed restrictions and covenants upon the use, development, and disposition/disposal of the original 407 acres, as well as any additional land parcels acquired since then with federal grant funds. These covenants run with the title of the land and require, among other things, that the land be utilized for the purposes of a public airport and that the Airport is to be operated and developed upon fair and reasonable terms, that the County must protect the Airport, and, that all classes of aviation users be granted equal access to the Airport and its facilities. Moreover, each time a federal grant is accepted, the County obligates itself for additional operational and development requirements as incorporated in FAA’s “Part V Grant Assurances” attached to the grant offer from the Federal Government.
A.3 The Barnard Dunkelberg & Company Team
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Figure A1 Airport Location Map
SOURCE: Microsoft Street & Trips, 2005. A.4
Regional Aviation Plans The Association of Bay Area Governments (ABAG) published a report entitled: Regional Airport System Plan – General Aviation Element, which was released in April 2003. This plan lists 20 publicly-owned general aviation and four commercial air carrier (commercial service) airports within the nine-county Bay Area. This plan describes conditions, issues, and trends and notes future system issues and considerations. This plan includes specific discussion of the following issues as they relate to each airport and to the regional airport system as a whole: Regional Interest and Plan Recommendations Overview; General Aviation Trends and Issues; Airport Inventory and Highlights; and, Specific Airport Highlights. This plan presents a solid summary of Bay Area general aviation airports and common issues and provides supporting basis for further reference.
Specifically, the Regional Airport System Plan – General Aviation Element 2003 mentions Buchanan Field Airport in association with the following topics: growing business use of general aviation airports; possessing a surplus of based aircraft tiedown spaces; lack of available hangar space; having commercial service in the past; and, being in a good position to cater to corporate aircraft operations.
Within a 25-nautical mile radius of Buchanan Field Airport, there are nine (9) other civilian airports that serve various segments of the general aviation community. The table below, entitled GENERAL AVIATION FACILITIES WITHIN THE VICINITY OF BUCHANAN FIELD AIRPORT, describes the character of neighboring aviation facilities.
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Table A1 GENERAL AVIATION AIRPORT FACILITIES IN THE VICINITY OF BUCHANAN FIELD AIRPORT
Distance from CCR Size of (Nautical Based Annual Longest Facility Airport Location Miles) Aircraft Operations Runway (Acres) Rio Vista Airport 20 NE 56 35,000 4,200’ 273 Nut Tree Airport 24 E 245 101,000 4,700’ 262 Byron Airport 23 SE 106 60,000 4,500’ 1,307 Livermore Airport 21 SE 601 235,000 5,253’ 643 Hayward Executive Airport 20 S 456 161,000 5,024 543 Oakland North Field 18 SW 358 225,000 6,212’ 2,900 Sonoma Valley Airport 23 NW 330 11,500 2,700’ 79 Sonoma Sky Park 24 NW 60 10,000 2,480’ 30 Napa County Airport 17 NW 222 126,500 5.931’ 804
Source: FAA Form 5010-1.
General Airport Description and Existing Airport Facilities Buchanan Field Airport is owned and operated by Contra Costa County, a political subdivision of the State of California, and is operated as the Airports Division of Contra Costa County. The Airport is under the direction of the County Board of Supervisors and the County Administrator. Day-to-day operations are led by the Director of Airports who supervises the Airports Division staff and has general responsibility for both airports within the Airports Division (Buchanan Field Airport and Byron Airport). The Airports Division operates as an enterprise fund within Contra Costa County, supporting the operating and capital expenses of the Division solely from airport-generated revenues. No General Fund revenues are used to support the operating or capital expenses at either Buchanan Field or Byron Airports. In the Federal Aviation Administration’s (FAA’s) National Plan of Integrated Airport Systems (NPIAS), Buchanan Field Airport is designated as a general aviation reliever airport for the Bay Area commercial service airports of Oakland International Airport, San Francisco International Airport, and San Jose International Airport. A general aviation reliever airport is a general aviation airport that is located in a metropolitan area and is intended to reduce congestion at a large commercial service airport by providing general aviation pilots with alternative landing areas and berthing facilities.
The following figure, entitled AIRPORT VICINITY MAP, provides a graphic description of Buchanan Field Airport’s location in relation to surrounding communities and roadways in
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Contra Costa County. The Airport lies within an unincorporated portion of north central Contra Costa County, bordered by Route 4 to the north, I-680 to the west, the City of Concord to the east, and Concord Avenue to the South. Buchanan Field Airport is located approximately one mile west of the Concord Central Business District (CBD) and approximately 20 miles northeast of downtown Oakland.
The Airport Reference Point (ARP) is located at Latitude 37° 59’ 22.800”N, Longitude 122° 03’ 24.800”W. The airport elevation is 26 feet above mean sea level (AMSL) and has property consisting of approximately 495 acres. Buchanan Field Airport has four runways, an extensive system of taxiways, aircraft parking aprons, hangars, a terminal building, and various other airport facilities. The following text and illustration, entitled EXISTING AIRPORT LAYOUT, provide verbal and graphic descriptions of the existing airport facilities.
A.7 The Barnard Dunkelberg & Company Team
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SOURCE: 2005 NAVTEQ Tele Atlus. A.8 The Barnard Dunkelberg & Company Team
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Figure A3 Exisitng Airport Layout Map
SOURCE: Buchanan Field ALP, Shutt Moen Associates, September 1990. A.9
Airside Facilities RUNWAYS. The main runway at Buchanan Field Airport is Runway 1L/19R. It is 5,001 feet in length and 150 feet in width, but Runway 19R has a displaced threshold of 600 feet. The runway is constructed of concrete on each approach end and asphalt with a Porous Friction Course (PFC), and has a gross weight bearing capacity of 60,000 pounds for single-wheel, 90,000 pounds for dual-wheel, and 140,000 pounds for dual tandem-wheel main landing gear configuration aircraft. The runway is equipped with High Intensity Runway Edge Lights (HIRLs). Runway 19R has Visual Approach Slope Indicator (VASI) lights located on the left-hand side of the runway and a Medium Intensity Approach Light System (MALS). Runway 1L is served by VASI located on the left-hand side of the runway and Runway End Indicator Lights (REILs). Runway Declared Distances are employed on each end of Runway 1L/19R. Declared Distances for Runway 1L are as follows: TORA 4,710 feet; TODA 5,010 feet; ASDA 4,410 feet; and, LDA 4,410 feet. Declared Distances for Runway 19R are as follows: TORA 5,010 feet; TODA 5,010 feet; ASDA 5,010 feet; and, LDA 4,410 feet.
The primary crosswind runway, Runway 14L/32R, is 4,602 feet in length and 150 feet in width, but the Runway 14L threshold is displaced by 300 feet and the Runway 32R threshold is displaced by 350 feet. This runway is constructed of concrete on each end and asphalt with a PFC and also has a gross weight bearing capacity of 60,000 pounds for single-wheel, 90,000 pounds for dual-wheel, and 140,000 pounds for dual tandem-wheel main landing gear configuration aircraft. This runway has Medium Intensity Runway Lights (MIRLs), with VASI lights and REILs provided at Runway 32R. Runway Declared Distances are employed on each end of Runway 14L/32R. Declared Distances for Runway 14L are as follows: T ORA 4,601 feet; TODA 4,601 feet; ASDA 4,001 feet; and, LDA 3,701 feet. Declared Distances for Runway 32R are as follows: TORA 4,601 feet; TODA 5,081 feet; ASDA 4,481 feet; and, LDA 4,131 feet.
The secondary parallel runway is Runway 1R/19L, which is 2,770 feet in length and 75 feet in width. It is constructed of asphalt and has a gross weight bearing capacity of 17,000 pounds for single-wheel main landing gear configuration aircraft.
The secondary crosswind runway, Runway 14R/32L, is 2,799 feet in length and 75 feet in width. It is constructed of asphalt and has a gross weight bearing capacity of 12,500 pounds for single- wheel main landing gear configuration aircraft. This runway is not lit.
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TAXIWAYS. Additional airside facilities at Buchanan Field Airport include the taxiway system that provides access between the runway and the various landside areas. The primary taxiways consist of:
. Taxiway A and connectors: the full parallel taxiway located on the east side of Runway 1R/19L, but providing direct access to Runway ends 1L and 19R (with help from Taxiway G). . Taxiway B: the full parallel taxiway located (west of Runway 14L/32R) between parallel Runways 14L/32R and 14R/32L. . Taxiway C: an east/west access taxiway connecting the southern portion of the west side aviation use areas with Taxiway D on the east side of the Airport. It also functions as exit taxiways for Runways 14L/32R, 1L/19R, and 1R/19L. . Taxiway D: a partial parallel taxiway located east of Runway 14L/32R, between Taxiway A and Runway end 32R. . Taxiway E and connectors: the full-length parallel taxiway located west of Runway 1L/19R. . Taxiway F: the east/west connector for Taxiways A through E. . Taxiway G: connects the threshold of Runway 1L to Taxiway A and the Hotel Apron. . Taxiway H: An east/west access taxiway on the north end of the Airport that connects Taxiway J to Runways 14L/32R and 14R/32L. . Taxiway J: located west of Runway 14R/32L from the approach end of14R to the approach end of 32R. . Taxiway K: the east/west connector for Taxiway E and Runway 1R/19L. . Taxiway L: a connector taxiway that runs from Runway 1R/19L, crossing Taxiway A to the Terminal Ramp. . Taxiway M: a connector taxiway located east of the approach end of Runway 14L. . Taxiway N: a connector taxiway that joins parallel Taxiway A with the approach end of Runway 19L. . Taxiway P: the connector taxiway that joins parallel Taxiway J with the approach end of Runway 32L.
Landside Facilities Landside facilities vary from one airport to another and can be categorized differently depending on the purpose of the documentation. For the purpose of this report, landside facilities will include aircraft parking aprons, aircraft storage hangars, maintenance hangars, terminal facilities, airport traffic control tower facilities, fuel storage facilities, automobile access/parking, non- aviation businesses, etc. Each of these components is discussed in the following narrative and is illustrated in the preceding figure, entitled EXISTING AIRPORT LAYOUT.
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APRONS. Buchanan Field Airport has three apron areas for aircraft parking. They are as follows:
. The East Apron is located on the southeast side of the Airport, east of John Glenn Drive, and abuts the East Hangar Area. The primary use of this apron is for based aircraft storage. . The Hotel Apron is located on the southeast side of the Airport, to the west of the Crowne Plaza Hotel. The primary uses of this ramp are for transient aircraft tiedown and parking. . The Northwest & Gravel Aprons are located on the west side of the Airport, north of the West Ramp and west of Taxiway J. The primary use for these aprons is for based aircraft storage. . The West Apron is located on the west side of the Airport, west of Taxiway E, and east of Sally Ride Drive. This apron area is presently vacant and is in the process of being converted to a hangar development area for a large executive hangar. . The Southwest Apron is located on the west side of the Airport in the southwest quadrant of airport property, west of Taxiway E and south of the Executive Hangars. The primary use of this apron is for based aircraft storage.
AIRCRAFT STORAGE AND AVIATION USE FACILITIES. A majority of the Airport’s aircraft covered storage facilities are located on the southeast and west sides on the periphery of the airfield complex. The aircraft storage facilities range from shade hangars to larger executive and commercial hangars. Such facilities are in described geographic areas and include:
. Southeast - Facilities associated with commercial aviation enterprises line the west side of John Glenn Drive and include clear-span hangars for FBOs and specialty operators, such as Pacific States Aviation, Sterling Aviation, and HG Limited. On the far eastern side of John Glenn Drive resides the East Hangar Area comprised of T-hangars and one shade hangar row. . West – The west side of the Airport includes a diverse mix of aircraft storage along Sally Ride Drive that combines T-hangars to the north and corporate and commercial clear- span hangars in the center section and end with small executive and flying club aircraft storage facilities to the south. This area includes clear-span hangar facilities for FBOs and specialty operators, such as Apex Aviation, Concord Jet Services, Mt. Diablo Pilot’s Association, and Concord Flying Club.
TERMINAL BUILDING. The terminal building is located at the north end of John Glenn Drive. This approximately 20-year old modular building includes offices, a ticket lobby, waiting areas, and restrooms. This facility is approaching the end of its useful life. Automobile parking is located adjacent to the east side of the building. This area was last used for commercial passenger service flights in 1992. The terminal ramp presently houses the Calstar aeromedical flight operation and, in its present configuration, may or may not be suitable for its original use.
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AIRCRAFT RESCUE AND FIRE FIGHTING. The Aircraft Rescue and Fire Fighting (ARFF) storage facility is located directly north of the Airport administrative offices, on the west side of the Airport along Sally Ride Drive. The Airport maintains an Airport Operating Certificate under FAR Part 139 and is classified as an Index A airport, which satisfies the associated criteria and requirements of Part 139 with its ARFF equipment and Airport staff. An Index A airport can accommodate air carrier aircraft that are less than 90 feet in length.
AIRPORT TRAFFIC CONTROL TOWER. The Airport Traffic Control Tower (ATCT) is located at the very northern end of John Glenn Drive, just past the terminal building and fronting the confluence of the parallel runway complex to the west and to the north. The FAA operates the ATCT facility at Buchanan Field Airport seven days a week, between the hours of 7:00 a.m. and 10:00 p.m.
OTHER LANDSIDE FACILITIES. Other airport facilities include:
. The Reynolds and Brown Leasehold. Located on the southeast side of Airport property and bordered by John Glenn Drive to the west and Concord Avenue to the south, this non-aviation commercial parcel contains tenants such as Sam’s Club, Sports Authority, Jiffy Lube, and Taco Bell. Reynolds and Brown lease this area on a long-term basis from Contra Costa County. . The Crowne Plaza Hotel. Located on the southeast side of the Airport and bordered by John Glenn Drive to the east and Concord Avenue to the south, this 324-room hotel serves the Concord- area businesses and the flying public. Adjacent to the west side of the hotel is the Hotel Apron, used for transient aircraft parking. . Buchanan Fields Golf Course. This nine-hole executive golf course is located north of Concord Avenue and south of the approach end to Runway 1L on Airport property. It is a land-use buffer and portions of the golf course are situated within the Runway Safety Area (RSA), the Runway Object Free Area (ROFA), and the Runway Projection Zone (RPZ) for Runway 1L/19R. . Law Enforcement Training Area. Located on the northeast side of the Airport between Taxiway “D” and the Walnut Creek Channel, this area is utilized for law enforcement driver training programs. . Reach Airlift Helicopter Area. Located east of the approach end of Runway 14L and south of Marsh Drive, this facility is utilized for aeromedical helicopter operations.
FUEL STORAGE FACILITIES. Several fuel storage facilities are located on the Airport. The following table, entitled FUEL STORAGE FACILITIES, provides a description of the fuel facilities at Buchanan Field Airport.
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Table A2 FUEL STORAGE FACILITIES
Number of Aboveground/ Total Capacity Tenant Storage Tanks Underground (Gallons) Type
Pacific States Aviation 2 Underground 32,000 Jet-A Pacific States Aviation 1 Underground 12,000 AvGas Pacific States Aviation 1 Underground 4,000 Auto Gas Sterling Aviation 1 Underground 10,000 Jet-A Sterling Aviation 1 Underground 10,000 AvGas Apex Aviation 1 Underground 20,000 Jet-A County 1 Aboveground 1,000 Auto Gas County 1 Aboveground 1, 000 Diesel
Source: Buchanan Field Airport Personnel.
Ground Access As an employment center, and to facilitate air travelers, ground access is an important element in the overall ability of an airport to function properly. The ground access system serving the Buchanan Field Airport area is shown on the following illustration, entitled ARTERIAL CIRCULATION MAP, and is described in the following text.
REGIONAL AUTO ACCESS-HIGHWAYS. Buchanan Field Airport is located in central Contra Costa County and enjoys excellent regional access from many Bay Area locations. The Airport is located within a triangle created by Interstate 680 and State Highways 4 and 242, providing it with regional freeway access north, south, east, and west. Principal highway access to Buchanan Field Airport and its adjacent communities is from Interstate 680 via Burnett Avenue exit, and is a major north-south corridor connecting Santa Clara County with Interstate 80 in Solano County. State Highway 4, via the Solano Way exit, provides additional access east and west, connecting Interstate 80 in western Contra Costa County and serving the rapidly growing communities of eastern Contra Costa County. State Route 242, via the Concord Avenue exit, provides a connector between I-680 and Route 4.
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Table A3 AVERAGE ANNUAL VEHICLE DAILY TRAFFIC1
Interstate 680 @ Concord Ave. 160,000 State Highway 4 @ I-680 92,000 State Highway 242 @ Concord Ave. 92,000
Source: Caltrans, Traffic Information Program.
LOCAL AUTO ACCESS – STREETS. Concord Avenue is a major arterial providing access to John Glenn Drive and general aviation facilities at the southeastern end of the Airport, as well as to the Crowne Plaza Hotel and Sam’s Club, major commercial uses on Airport property. Concord Avenue connects directly to Interstate 680 to the west, as well as to communities west of the highway and to downtown Concord to the east; and it is a major commercial thoroughfare. Concord Avenue adjoining Buchanan Field Airport has three through lanes in either direction, divided by a median augmented by turning lanes at intersections. There is no street parking on Concord Avenue.
Marsh Drive provides access to facilities along Sally Ride Drive and Buchanan Road on the Airport’s western side. This route requires a more circuitous approach to reach Airport facilities. It is accessible from the North and East via Solano Way and SR 4, and from the West and South via Pacheco Boulevard and Center Avenue. Marsh Drive is also the main access to several large mobile home parks located immediately to the west of the Airport. Marsh Drive has one travel lane in either direction, with a substantial paved shoulder for much of its length. Limited parking is permitted on Marsh Drive.
ON-AIRPORT ROADWAYS. Two roads currently provide access to Buchanan Field Airport: John Glenn Drive for east side facilities and Sally Ride Drive for west side facilities. John Glenn Drive is a two-lane road with a landscaped median. This road terminates at the public parking lot that serves the general aviation terminal. Parallel parking is permitted on both sides of the street. John Glenn Drive also provides secondary access to Sam’s Club, which has frontage along Concord Avenue. John Glenn Drive has sidewalks along its full length. In addition to aviation facilities, John Glenn Drive is the location of several rental car agencies, including Alamo, National, Hertz, and Budget.
Sally Ride Drive is a two-lane road with an entrance off of Marsh Drive, and serves as the gateway to the development on the west side of the Airport. At its entrance, and for about one- quarter of its length, it has curbs and sidewalks; otherwise, it has a gravel shoulder. Four-hour
1 Caltrans, Traffic Operations Program – Traffic and Vehicle Date System, 2004. (http://dot.ca.gov/hq/trafficops/saferesr/2004all.htm)
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parking is allowed along the shoulder. Sally Ride Drive dead ends at the west hangar area at its north end, a few feet from Marsh Drive. Buchanan Field Road is a narrow two-lane street providing access to facilities at the south end of the west side, accessible off both Center Avenue and Sally Ride Drive. This private road has narrow travel lanes and a gravel shoulder.
TRUCK ROUTES. Both Interstate 680 and Highway 4 are State-designated Surface Transportation Assistance Act (STAA) trucking routes, providing access to Buchanan Field Airport via Contra Costa Boulevard and Burnett Avenue/Diamond Boulevard. Freight transportation is available from numerous freight companies.
BART. Regional Public Transit is provided by BART, which has stations in both downtown Concord and North Concord, both of which are located within a few miles of the Airport. BART operates between 4AM and 1 AM, with 15-minute intervals during much of the day, with more frequent service during peak periods, and less frequent evening and weekend service. BART provides direct connections to Oakland, San Francisco, and San Jose International Airports. Limited local bus service provides connections from BART to Buchanan Field Airport environs from both the Concord and North Concord stations. Local taxi service is also available.
CAPITOL CORRIDOR. Intercity Rail Service is provided by the Capitol Corridor service, located in downtown Martinez. This service is operated by Amtrak and provides 24 trips per day in a corridor between San Jose and Auburn, all operating between Oakland and Sacramento. Local bus service connects the Airport to the Amtrak station.
COUNTY CONNECTION. Local public transportation in the Concord area is provided by County Connection, which provides fixed-route bus and paratransit service throughout the central Contra Costa communities of Clayton, Concord, Martinez, Pleasant Hill, Walnut Creek, Danville, San Ramon, Lafayette, Orinda, and Moraga, as well as unincorporated communities. The system operates between the hours of 5:30 AM and 9:30 PM Monday through Saturday, with limited Sunday service. In the Airport project area, facilities are limited to bus stop signs indicating the Route number of the County Connection bus.
Three County Connection Routes serve the environs of the Airport:
. Route 127 provides service between the North Concord BART Station and Diablo Valley College station. Stops along Marsh Drive provide access to the western side of the Airport. . Route 118 provides service between the downtown Concord BART Station and Martinez, along Concord Avenue. A stop near John Glenn Drive provides access to Airport facilities. Reaching Airport property requires crossing Concord Avenue.
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. Route 991 provides limited weekday commute-hour service in a loop originating at the downtown Concord BART station and serving employment centers west of downtown. The Airport is served by a stop at John Glenn Drive.
PEDESTRIAN AND BICYCLE CONNECTIONS. Concord Avenue on Buchanan Field Airport’s southern boundary has sidewalks along most of its length, and allows pedestrian crossings on at least one side of each major intersection, including at John Glenn Drive. The sidewalks on Concord Avenue connect to sidewalks that run the full length of John Glenn Drive, thereby providing pedestrian access to on-airport facilities. Crossing Concord Avenue requires pedestrians to cross eight travel lanes, including left and right turning lanes.
Marsh Drive has a sidewalk along its westerly margin fronting the mobile home parks on the Airport’s periphery. There is no traffic light or sign at the intersection of Marsh Drive and Sally Ride Drive; therefore, pedestrian crossings are unprotected. Traffic is not heavy, however, along this stretch of roadway, sight lines are good. There are also very few pedestrian destinations in the west Airport area.
Several local bicycle routes serve Buchanan Field Airport. An off-street bike trail follows the eastern side of Walnut Creek Channel, providing north/south connections through the Airport area. Class III (on-street bike routes) and Class II (on-street bike lanes) are provided along Marsh Drive, which creates an east-west connection around the I-680/Highway 4 interchange. There is no on-street bicycle route along Concord Ave, and direct connections to downtown Concord must be made by riding in heavy traffic or riding on the sidewalks.
A.17 The Barnard Dunkelberg & Company Team
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SOURCE: Base Map: 2005 NAVTEQ Tele Atlus. A.18
Airport Environs Buchanan Field is located in unincorporated north-central Contra Costa County, less than one mile west of the City of Concord. The northwestern portion of the Airport property abuts the City of Martinez, while the southwestern and western portions of Airport property abut the City of Pleasant Hill and the community of Pacheco, respectively. The area directly north of the Airport is sparsely developed, unincorporated land, while all other surrounding areas remain densely developed. The relationship of Buchanan Field Airport to the surrounding cities is illustrated in the following figure, entitled AIRPORT ENVIRONS MAP.
The following narrative provides a general description of the existing land uses, land use zoning, and future land uses in the area surrounding Buchanan Field Airport. A proper inventory of existing zoning patterns within the environs of an airport, along with existing land use and future land use, is important in an airport planning effort so as to ensure land use compatibility with future airport development.
Existing Zoning Generalized existing zoning within the vicinity of Buchanan Field Airport is illustrated in the following figure, entitled GENERALIZED GENERAL PLAN DESIGNATIONS, reflecting the zoning designations of the cities of Concord and Pleasant Hill, along with those for the unincorporated areas of Contra Costa County. For purposes here, zoning is categorized into the following types: residential, commercial (including office), industrial/office park, and open/parks. The Airport itself is mostly zoned unrestricted.
Large tracts of light and heavy industrial parks exist in the area north of the Airport; this area holds Tosco Oil Refining Company and Monsanto Chemical Company. North, adjacent to Suisun Bay, is zoned mainly open space and industrial for resource conservation and waterfront industry, respectively. Additional heavy industrial zones and commercial zones occupy some areas to the north of the Airport; these are generally related to naval weapon stations and office parks serving SR 4.
The space to the west of the Airport is characterized by residential zoning and open/recreational zoning with strips of commercial zoning along the major roadways; i.e., Contra Costa Boulevard and SR 4. In addition, the Contra Costa Country Club and Buchanan Fields Golf Course are located west of Airport property.
The area directly south of the Airport is dominated by commercial, mixed use, and downtown commercial zoning. Sunvalley Mall and the Willows Shopping Center, both regional shopping centers, are also located south of the Airport, near Interstate 680. Farther south, zoning includes
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single- and multi-family residential, public, commercial, and bands of recreational zones. The areas to the southeast and southwest of the Airport are dominated by various residential uses, with pockets of commercial and industrial zoning.
In the City of Concord, east of the Airport, lies a mix of residential, recreational, and industrial zoning. Commercial and high-density residential zoning dominate the City’s corridors, especially Clayton Road and Willow Pass Road. The eastern portion of the City of Concord is mostly designated agricultural and open space.
Contra Costa County’s Airport Land Use Commission (ALUC) also helps the regulation of zoning pertaining to airports in the county by determining appropriate surrounding land uses. The ALUC prohibits land uses that may create electronic interference with radio communication between the Airport and aircraft, or that will interfere with the visibility or clarity of airport lighting or navigational aids. The ALUC also regulates noise levels at the Airport and surrounding land uses.
A.20 The Barnard Dunkelberg & Company Team
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Figure A5 Airport Environs Airport Boundary Martinez Concord Pachero Pleasant Hill Unincorporated Contra Costa County
SOURCE: Base Map: 2005 NAVTEQ Tele Atlus. A.21 The Barnard Dunkelberg & Company Team
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Figure A6 Generalized General Plan Designations Airport Boundary Industrial/Office Park Residential Parks/Open Space/ Commercial Undeveloped
SOURCE: Base Map: 2005 NAVTEQ Tele Atlus. A.22
Existing Land Use As illustrated in the following figure, entitled GENERALIZED EXISTING LAND USE, land uses basically reflect existing zoning. In the areas directly adjacent to the Airport, industrial and commercial uses prevail; two notable exceptions are the residential/mobile home area east of the Airport and the residential area to the immediate west of SR 242. Commercial uses are found along major arterials and at the intersections of these arterials. Densities of residential use vary in the area, but generally reflect medium- to high-density suburban development with areas of open space. Additionally, significant clusters of multi-family development with commercial retail exist laterally along Monument Boulevard, between SR 242 and Detroit Avenue; along Willow Pass Road, between SR 242 and Galindo Street; and, along Concord Avenue (Chilpancingo Parkway in Pleasant Hill), between Contra Costa Boulevard and Scottsdale Road.
Water features, such as Mallard Reservoir and Suisun Bay, are approximately two and four miles northeast of the Airport, respectively. The unincorporated land stretching northwest from Buchanan Field Airport to Suisun Bay is composed of scattered residential developments and sparse industrial zones. In addition, it should be noted that the unincorporated area to the direct north of the Airport contains an oil refinery and sewage treatment facility, but much of this area remains undeveloped while all other areas surrounding the Airport are densely developed.
Future Land Use Generalized future land use within the vicinity of Buchanan Field Airport is illustrated in the following figure, entitled GENERALIZED FUTURE LAND USE. The City of Concord, Contra Costa County, and the County’s Airport Land Use Commission (ALUC) have produced plans that depict future land uses in areas around Buchanan Field Airport. The Contra Costa County Simplified General Plan was adopted in 2000 and utilizes general plans from surrounding municipalities to illustrate the Airport’s impact on surrounding areas and future land uses. The General Plan provides for increased intensity of commercial and office uses that surround the Airport –especially on Contra Costa Boulevard– followed by a continuation of bands of high- to medium-density residential developments. The General Plan also recommends the continuation of heavy industrial uses with scattered open spaces to the north of Buchanan Field.
Additionally, commercial mixed uses will continue to expand in the Central Business District (CBD) of Concord to just south of the Airport and more residential areas will develop in each city and in the County. The City of Concord will allow for future development of parks and open space, especially in areas of dense residential development. Additional commercial land uses will integrate onto major arterials like Concord Boulevard and Clayton Road.
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The City of Concord General Plan (from the drafted plan) provides for the heavy industrial area to the northeast to be converted into a wetland conservation area, leaving industry along Solano Way and Monsanto Way. The General Plan also provides increased commercial development along SR 4 between Solano Way and Port Chicago Highway.
It is important to note that the inland portion (5,170 acres) of the Concord Naval Weapons Station (CNWS) was placed on the May 2005 recommended Department of Defense base closure list final recommendations and was closed as a result of being placed on this list.
In January 2005, the City of Concord passed a resolution asking the Department of Defense to close and convey the inland and tidal areas of CNWS for civilian use, development, and preservation. The 2005 draft update to the Concord General Plan anticipates that, if closed, the inland portion of CNWS would yield approximately 15,500 new jobs with about 30,000 new residents living within the redevelopment area, with about one-half of the land mass being reserved for parks and opens space. More information on the CNWS, it history, use, and future possible redevelopment can be found at the following website: www.ci.concord.ca.us/about/ cnwsw.html. However, an official base re-use plan will determine and confirm appropriate land uses within the 5,100-acre CNWS site.
The City of Concord is, for the most part, a built-out area with little land available for new development. The City hopes that the possible addition of the inland portion of CNWS will “provide new jobs and help improve the jobs/housing balance in the county.” It could be up to ten years before significant redevelopment occurs and perhaps 25 years before the property is fully developed, therefore making speculation about its potential impact on Buchanan Field Airport difficult to address and appropriately measure during the 20-year planning horizon of this Master Plan.
A.24 The Barnard Dunkelberg & Company Team
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Figure A7 Generalized Existing Land Use Airport Boundary Industrial/Office Park Residential Other/Institutional Commercial Parks/Open Space/Undeveloped
SOURCE: Base Map: 2005 NAVTEQ Tele Atlus. A.25 The Barnard Dunkelberg & Company Team
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Figure A8 Generalized Future Land Use Airport Boundary Industrial/Office Park Residential Parks/Open Space/ Commercial Undeveloped
SOURCE: Base Map: 2005 NAVTEQ Tele Atlus. A.26
Utilities Airport utility systems, which were inventoried, include sanitary sewer, storm drainage, and water mains. The following inventory is based upon available information and research. No site visit has been made. Consequently, information presented is general in nature.
It is not known whether Contra Costa County acts as a utility for some services, owns distribution systems on the Airport, or has dedicated utility easements as often happens at airports.
WATER. The Airport is within the Contra Costa Water District service area. A major source of water for this district is the Sacramento Delta. Often during drought periods, high salt levels occur in the delivered water. A 30” main exists at the north end of the Airport and an 18” main serves the north and west sides of the Airport. The east side is served by an 8” main. While sufficient for current use, this 8” main is probably not sufficient to support any large, new facility.
NATURAL GAS. Gas service is provided by Pacific Gas & Electric Company. Available mapping, which denotes service on the west side but not the east side, does not indicate line size or pressure.
ELECTRICAL SERVICE. Pacific Gas & Electric Company also provides electrical service. Distribution is either underground or overhead, depending on location.
TELEPHONE SERVICE. SBC provides telephone service, DSL Internet service, and data lines. Again, distribution is locally either overhead or underground.
CABLE SERVICE. Comcast is the franchised cable and internet cable provider for the area.
AIRFIELD POWER AND CONTROL. Given the presence of a control tower, and known operational navigation aids and airfield lighting improvements, there are undoubtedly numerous underground FAA and airport power and control circuits on the Airport. No specific information is available regarding those improvements.
SANITARY SEWER. Sanitary sewer service and disposal of Household Hazardous Wastes are provided by the Central Contra Costa Sanitary District (CCCSD). The central treatment plant is to the north of Highway 4, and two CCCSD pumping stations (lift stations) are located on the Airport premises. Airport sanitary lines are generally 8” lines. In addition, one 60” sanitary sewer main runs under the Airport.
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DRAINAGE. The Airport is located just south of the confluence of Grayson Creek and Walnut Creek, which bound the Airport on nearly three sides. The portion where the two creeks merge is called Pacheco Slough or Pacheco Creek, which directly accesses Suisun Bay. The creeks, given their immediate proximity to the Airport, are the historical and logical discharge bodies for drainage at the Airport site.
The creeks and very local environs have suffered flooding in the past, particularly upstream of the Airport. In recent years, the northwest area of the Airport has been subject to flooding as a result of water run-off from the Grayson Creek Channel, as well. The creeks are often associated with siltation and wildlife issues. The conditions included in the Airport’s industrial discharge permit are unknown.
On-site drainage is provided through inlets and drainage conduit and/or drainage ditches to discharge points. A quick observation of drainage conduit sizes leads to the conclusion that on- field drainage capability is probably more than sufficient to accommodate the FAA mandated five-year storm intensity for design of airfield improvements. The drainage capability may even satisfy the inevitably of much higher drainage requirements of either the City of Concord or Contra Costa County, which primarily would apply to developed areas with buildings and roadways.
Airspace, Navigation, and Communication Aids Buchanan Field Airport, as with all airports, functions within the local, regional, and national system of airports and airspace. The following illustration, entitled AIRSPACE/NAVAIDS SUMMARY, and narrative, provide a brief description of Buchanan Field Airport’s role as an element within these systems.
Air Traffic Service Areas and Aviation Communications FAA air traffic controllers, stationed in Air Route Traffic Control Centers (ARTCC), provide positive air traffic control within defined geographic jurisdictions. There are some 24 geographic ARTCC jurisdictions established within the continental United States. Buchanan Field Airport is contained within the Oakland ARTCC jurisdiction. The Oakland ARTCC includes the airspace in most of Northern and Central California, parts of Western Nevada, and the Pacific.
Aviation communication facilities associated with the Airport include the FAA Airport Traffic Control Tower at Buchanan Field Airport, frequencies 119.7 and 123.9; Ground Control, frequency 121.9; and, Clearance Delivery, frequency 118.75. The Airport is also served by an Aeronautical Advisory Station (UNICOM) on frequency 122.95. Buchanan Field Airport has an Automatic Terminal Information Service (ATIS), frequency 124.7, and is also served by Travis
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Approach and Departure Control, frequency 119.9 and the Flight Service Station (FSS) located in Oakland, frequency 122.2.
Airspace Local airspace surrounding Buchanan Field Airport is designated as Class D airspace. The configuration of Class D airspace is tailored to the individual airport. Generally, Class D airspace consists of the immediate airspace within a horizontal radius of five statute miles from the geographic center of airports with control towers and extends from the surface up to, but not including, an altitude of 2,500 feet above ground level (AGL). The particular Class D airspace surrounding Buchanan Field Airport has a three-nautical mile radius centered over the Airport with a keyway for approaches from the north. The ceiling of the Class D airspace at Buchanan Field Airport extends up to 2,500 feet MSL. Class D airspace is in effect whenever the ATCT is operational, which is between 7:00 a.m. and 10:00 p.m. at Buchanan Field Airport. In order to operate on the Airport or within Class D airspace, pilots must establish two-way radio communications with airport traffic control personnel.
The primary airspace influence in the vicinity of Buchanan Field Airport is the San Francisco Class B Airspace, which is irregularly shaped and extends in concentric circles around San Francisco International Airport. The San Francisco Class B Airspace consists of controlled airspace extending upward from various floor elevations to a ceiling of 10,000 feet AMSL, within which all aircraft are subject to specific operating rules (an ATC clearance must be obtained to enter the airspace), specified requirements on pilot qualification (a pilot must have a private pilot certificate or better), and aircraft equipment (a transponder with automatic altitude reporting and a two-way radio). Buchanan Field Airport is located just within the 30-mile Class B airspace veil surrounding San Francisco International Airport, in an area that has a floor elevation of 8,000 feet MSL.
International boundaries, military airports, military operations areas, and restricted areas can also impact airspace use in the vicinity of a civil airport. There is one military airport and associated military operations/restricted area located within a 30-nautical mile (NM) radius of Buchanan Field Airport. This military airfield is Travis Air Force Base and is located approximately 17 nautical miles (NMs) north of Buchanan Field Airport.
A.29 The Barnard Dunkelberg & Company Team
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Figure A9 Airspace/NAVAIDS Summary
SOURCE: San Francisco Sectional Aeronautical Chart, 74 Edition, March 2005. A.30
Navigational Aids A variety of navigational facilities are currently available to pilots around Buchanan Field Airport, whether located at the Airport or at other locations in the region. Many of these navigational aids (NAVAIDS) are available to en route air traffic as well. In addition, a complement of navigational aids allows a variety of instrument approaches to the Airport.
Airport and regional navigational and landing aids available for Buchanan Field Airport include a Localizer (LOC) and VHF Omnidirectional Range/Distance Measuring Equipment (VOR/DME).
The Concord (CCR) VOR/DME is located 3.4 nautical miles north of the field and has a frequency of 117.0. Additional navigational aids within the vicinity of Buchanan Field Airport include: the Oakland (OAK) VHF Omnidirectional Range/Tactical Air Navigation (VORTAC) located 17.7 nautical miles (NM) Southwest; Scaggs Island (SGD) VORTAC located 18.8 NM northwest; Sausalito VORTAC located 23.5 NM west; Travis (TZZ) VOR located 24.2 NM north; Sacramento (SAC) VORTAC located 36.2 NM northeast; San Jose (SJC) VOR/DME located 37.3 NM south; Woodside (OSI) VORTAC located 37.4 south; and, the Point Reyes (PYE) VORTAC located 38.7 NM west of Buchanan Field Airport.
Presently, there are three published instrument approach procedures at Buchanan Field Airport, and they are listed in the following table, entitled INSTRUMENT APPROACH PROCEDURES.
Table A4 INSTRUMENT APPROACH PROCEDURES
Ceiling Visibility Approach Designated Runway(s) Minimum (AGL) Minimums1
LDA Runway 19R 380 Feet ¾ Mile VOR Runway 19R 460 Feet ¾ Mile RNAV (GPS) Runway 19R 1000 Feet 1 ¼ Mile
Source: U.S. Terminal Procedures, Southwest (SW-2) May 2007 to 07 June 2007. 1 Depending on category of aircraft.
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Financial Inventory The primary goal of this task is to gather materials that summarize the financial management of the Airport. In addition, it is important to develop an understanding of the financial structure, constraints, requirements, and opportunities for airport activities as related to the development of a capital improvement program. The documents that have been gathered and reviewed for this financial inventory will be used to formulate a reasonable and financially sound Capital Improvement Program with which to fund projects identified in the master planning process.
With this goal in mind, the Airport’s financial statements have been gathered for fiscal years 1996 through 2000. In addition, Federal and State capital improvement grant information has been compiled, including current funding policies and a historical review of previous grants received. The Airport’s current five-year Capital Improvement Program has also been received and reviewed.
ORGANIZATION AND MANAGEMENT. Buchanan Field Airport is owned by Contra Costa County and operated by the County’s Airports Division within the Department of Public Works. The Airports Division, which is headed by the Director of Airports, employees 16 full-time staff at the Airport. AERONAUTICAL TENANTS. The primary types of aeronautical tenants at the Airport are fixed base operators (FBOs), charter operators, aircraft hangar lessors, flight schools, flying clubs, and emergency service providers. There are four (4) FBOs operating at the Airport, as follows:
Table A5 FBO OPERATIONS
Lease Premises expiration Services (square feet)/1 date Concord Jet Services/old Charter, Maintenance 216,701 5/31/32 Concord Jet Services/new Charter, Maintenance 231,304 4/5/45
HG Limited (Grover) Helicopter Training, Avionics & Upholstery 77,000 10/5/14
Pacific States Aviation Charter, flight school, Fuel - AvFuel, 125,233 2/28/13 maintenance
Sterling Aviation Charter, flight school, Fuel - Chevron, 55,000 12/10/11 Maintenance & Avionic Repair
Source: Airports Division, Contra Costa County, and website accessed on June 2, 2005. Note: 1. Excluding ramp areas for tiedowns, which are based on the County’s tiedown rate.
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Although the financial terms for each FBO lease are different, most provide for escalation of the ground rental rate over the lease term. The FBOs also pay a privilege fee of 1% of gross receipts on FBO retail business (excluding aircraft sales, wholesale parts sales, sales tax, and financing costs), a privilege fee of 4% on rental cars, and a fuel flowage fee of 4.5% of the wholesale price per gallon less taxes for FBOs and 8 cents per gallon for specialty self-fuelers, such as Apex. Four of the FBOs provide charter operations -- Apex Aviation, Concord Jet Services, Pacific States Aviation, and Sterling Aviation. HG Limited, Pacific States Aviation, and Sterling Aviation also pay the County for ramp space based on the County’s tiedown fee rate.
Three companies, in addition to the FBOs that lease Airport property from the County to rent hangar space to general aviation users, are as follows:
Table A6 HANGAR SPACE PROVIDERS
Lease Premises expiration Company Field location (square feet) date Buchanan Airport Hangar Company East ramp 124,725 2/16/071 Buchanan Airport Hangar Owners Association West ramp 143,850 8/31/13 L.C.A., Inc. West ramp 265,688 7/31/33
Source: Airports Division, Contra Costa County, and website accessed on June 2, 2005. 1 These hangars have since time reverted to the County Airports Division.
The hangar agreements provide for escalation of the ground rental rate over the lease term. The County also leases space to other aeronautical tenants, which pay either percentage rent or ground rent.
NON-AERONAUTICAL TENANTS. The primary non-aeronautical tenants at the Airport are Lekas Industrial Complex, Buchanan Fields Golf Course, Crowne Plaza Hotel, Budget Rent-A-Car, Hertz Car Rental, National Rent-A-Car, Caffino, Sam’s Club2, Sports Authority, Taco Bell, Jiffy Lube, and several car dealers (Dodge and Ford). These tenants pay either ground rents with escalation clauses or percentage rents to the Airport. Rents from such Non-Aeronautical tenants provided significant leasehold payments to the Airports Division and are a major source of revenue diversification for the Airports Division.
2 Sam’s Club, Sports Authority, Taco Bell and Jiffy Lube are Reynolds and Brown subtenants. Reynolds and Brown hold a long-term non-aeronautical lease from the County, which expires in January 2042.
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OPERATING REVENUES. The primary sources of operating revenues at the Airport are tiedown fees, hangar rentals, FBO ground rentals and privilege fees, and non-aeronautical rentals. Operating revenues3 for the last five fiscal years were as follows:
Table A7 OPERATING REVENUES 1999-2004
Fiscal Year Revenues Percent Change FY 1999/00 $2,517,159 FY 2000/01 $2,787,454 10.7% FY 2001/02 $2,867,559 2.9% FY 2002/03 $2,804,349 (2.2%) FY 2003/04 $2,942,519 4.9%
Source: Airports Division, Contra Costa County.
The existing schedule of rates and charges for County-operated facilities, as revised December 15, 2000, is as follows:
Table A8 AIRPORT RATES AND CHARGES
East Ramp – 40 ft. or less (tail to tail) $60.00/month East Ramp – 40+ ft. to 50 ft. (taxi-in) $94.00/month West Ramp – 40 ft. or less (tail to tail) $60.00/month Northwest or Southwest Ramp – 40 ft. or less (tail to tail) $55.00/month Gravel Area – 40 ft. or less (tail to tail) $39.00/month
East Ramp T-Hangars $345.00/month East Ramp Shade Hangars $155.00/month
Itinerant Aircraft Daily Rate – 40 ft. or less $7.00/day Itinerant Aircraft Daily Rate – 40+ ft. to 50 ft. $11.00/day Itinerant Aircraft Daily Rate – 50+ ft. to 60 ft. $13.00/day Itinerant Aircraft Daily Rate – 60+ ft. to 75 ft. $26.00 day Itinerant Aircraft Daily Rate – 75 ft. & up (per foot) $0.50/ft./day
Source: Airports Division, Contra Costa County, and website accessed on June 2, 2005.
3 The County’s fiscal year ends June 30.
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In February 2004, Buchanan Field Airport management conducted a survey of general aviation aircraft use rates and charges (based and transient) at airports in the State. Survey expansion to information from Metropolitan Oakland International, Hayward Executive, Nut Tree, and Rio Vista airports, which are within a reasonable driving distance of Buchanan Field Airport is recommended.
OPERATING EXPENSES. The primary operating expenses at the Airport are personnel, County services (from other County Departments), utilities, maintenance and supplies, equipment rental, insurance, and occupancy. Operating expenses for the last five fiscal years were as follows:
Table A9 OPERATING EXPENSES 1999-2004
Fiscal Year Expenses Percent Change FY 1999/00 $1,975,727 FY 2000/01 $1,942,498 (1.7%) FY 2001/02 $2,348,008 20.9% FY 2002/03 $2,548,999 8.6% FY 2003/04 $2,330,544 (6.6%)
Source: Airports Division, Contra Costa County.
As shown, operating expenses at Buchanan Field Airport spiked in FY 2001/02, reflecting the extra security measures and services required by airports after the terrorist events of September 11, 2001. Operating expenses declined in FY 2003/04.
HISTORICAL FINANCIAL PERFORMANCE. In addition to Buchanan Field Airport, Contra Costa County also owns and operates Byron Airport. Both airports are accounted for under the County’s Airport Enterprise Fund.4 As shown in the following table, Buchanan Field Airport has operated at a surplus over the past five fiscal years both in terms of operating and capital expenses, while Byron Airport has consistently operated in a deficit.
4 The County’s business-type activities are reported in the Enterprise Funds. These include the County Hospital, Health Maintenance Organization, Airport, Housing Authority, Sheriff Law Enforcement Training Center, and the Major Risk Medical Insurance Enterprise Funds.
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Table A10 AIRPORT ENTERPRISE FUND GENERAL LEDGER TRANSACTIONS, BUCHANAN FIELD AIRPORT & BYRON FIELD AIRPORT
FY 1999/00 FY 2000/01 FY 2001/02 FY 2002/03 FY 2003/04 Buchanan Field Operating revenues $2,517,159 $2,787,454 $2,867,559 $2,804,349 $2,942,519 Operating expenses 1,975,727 1,942,498 2,348,008 2,548,999 2,330,544 Net revenue 541,432 844,956 519,551 255,350 611,975
CIP expenditures 75,581 4,526 115,520 971,218 1,013,461 Grants AIP 17,333 - 23,373 934,836 844,318 State - 38,896 - - 57,713 17,333 38,896 23,373 934,836 902,031 Net CIP expenditures 58,248 (34,370) 92,147 36,382 111,430
Contribution to retained earnings $483,184 $879,326 $427,404 $218,968 $500,545
Byron Field Operating revenues $284,351 305,704 304,402 297,942 351,491 Operating expenses 584,848 566,883 722,166 850,821 823,182 Net revenue (300,497) (261,179) (417,764) (552,879) (471,691)
CIP expenditures 204,877 1,482 - 164,755 272,580 Grants AIP 152,456 34,907 - 131,512 174,737 State - - 11,218 - - 152,456 34,907 11,218 131,512 174,737 Net CIP expenditures 52,421 (33,425) (11,218) 33,243 97,843
Contribution to retained earnings ($352,918) ($227,754) ($406,546) ($586,122) ($569,534)
Airport Enterprise Fund Total annual change in retained earnings $130,266 $651,572 $20,858 ($367,154) ($68,989)
Source: Airports Division, Contra Costa County.
OUTSTANDING AIRPORT DEBT. In addition to the operating and CIP revenues and expenses noted above, the Airport Enterprise Fund also made annual payments in FY 2003/04 for principal on bonds and certificates ($64,000), lease purchase obligation principal ($352,354), and associated interest expense ($97,835). Long-term debt outstanding as of June 30, 2004 totaled $705,000 for bonds and notes and $1,254,000 for capital lease obligations, for a total of $1,783,302.5
AIRPORT CAPITAL IMPROVEMENT PROGRAM. Airport sponsors that apply for Airport Improvement Program (AIP) grants are required to submit annual Airport Capital Improvement Programs (ACIPs) to the FAA annually, covering the succeeding five years. The most recent ACIP for the Airport was submitted to the FAA in December 2004 as follows:
5 Source: Current Airport Division Records and the Comprehensive Annual Financial Report, FY 2003/04.
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Table A11 AIRPORT CAPITAL IMPROVEMENT PROGRAM (2004) Federal Project Federal State Local Total Fiscal Year
Airport safety zone study $47,500 $2,375 $125 $50,000 2006 Rehabilitate, reconstruct, and drainage Taxilane/Taxiway East T-hangars 811,459 40,573 2,135 854,167 2007 Rehabilitate, reconstruct, and drainage commercial apron, FBO ramp and Taxilane, Rehabilitate and reconstruct Txy Echo, and Txy Lighting 2,154,600 107,730 5,670 2,268,000 2007 Purchase ARFF (1500 gallon), protective closthing, and equipment 807,500 40,375 2,125 850,000 2008 Reconstruct and overlay Runway 14L/32R 3,344,000 167,200 8,800 3,520,000 2008 Reconstruct and overlay Runway 1R/19L and lighting 3,040,000 152,000 8,000 3,200,000 2009 Total $10,205,059 $510,253 $26,855 $10,742,167
Source: Airports Division, Contra Costa County. Note: The Federal fiscal year’s end September 30.
Capital Funding Sources The FAA’s Airport Improvement Program (AIP) has historically provided for 90% federal participation in eligible projects for reliever and general aviation airports listed in the FAA’s National Plan of Integrated Airport Systems (NPIAS). Reliever airports such as Buchanan Field Airport are eligible to receive up to $150,000 per year in entitlement AIP grants and are also eligible for discretionary AIP grants. Discretionary grants are generally awarded for projects that provide capacity, safety, or security enhancement and for noise mitigation. These grants are awarded and allocated by the FAA in accordance with a national priority ranking system. Projects at general aviation and reliever airports typically do not rank high on the national priority ranking system.
In 2003, Congress enacted Vision 100—Century of Aviation Reauthorization Act (“Vision- 100”), which increased federal AIP grant funding to 95% of project costs for the subsequent four years, up from 90%. Vision-100 largely maintained the higher level of AIP grant authorization that was first established in “AIR 21”, the predecessor legislation enacted in 2000. The Bush administration’s $2.57 trillion FY 2006 budget proposal includes a reduction of $600 million (17%) from the $3.6 billion AIP funding-level established by Vision-100. If AIP drops below $3.2 billion, all primary entitlements would be halved. In addition, there is no assurance that Congress will pass successor AIP reauthorization legislation.
STATE OF CALIFORNIA, DEPARTMENT OF TRANSPORTATION. The State Division of Aeronautics, under the California Department of Transportation (Caltrans), provides grants and loans for safety, maintenance, and capital improvement projects for airports. The Caltrans Division of
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Aeronautics is primarily involved with the general aviation component of aviation transportation. The commercial service component- scheduled airline passenger and cargo transportation- is almost exclusively the province of the Federal Aviation Administration (FAA) and the Transportation Security Administration (TSA).
STATE MATCHING GRANTS. For airports that have been designated as a reliever or general aviation airport by the FAA, State funds allocated by the California Transportation Commission (CTC) can be used to match an AIP grant. Generally, state matching grants are limited to projects that primarily benefit general aviation. The State match is set by law as 5% of the AIP grant. As shown in Table A.11, the State match for future AIP-funded projects is expected to be 4.8%.
STATE A&D GRANTS. The State also provides Acquisition and Development (A&D) grants to general aviation, reliever, and commercial service airports for eligible projects subject to allocation by the CTC. An A&D grant can fund projects for “airport and aviation purposes” as defined in Section 21681(f) of the State Aeronautics Act. An A&D grant cannot be used as local match for an FAA grant. The minimum amount of an A&D grant is $10,000. The maximum amount that can be allocated to an airport in a single fiscal year is $500,000. This $500,000 maximum can occur as a single grant or multiple grants. The local match can vary from 10% to 50% of the project’s cost. The match rate is set annually by the CTC. (A 10% rate has been utilized for the past 15+ years.) The Department recommends projects to the CTC in accordance with a prioritization methodology that is based upon airport activity and project type. Runway maintenance projects receive the highest priority for funding.
To be eligible for the State Matching grants and A&D grants, projects must be included in the State’s Capital Improvement Program (CIP). The CIP is an element of the California Aviation System Plan (CASP).
STATE LOAN PROGRAM. The State Loan Program provides loans that are repayable over a period of no more than 25 years. The interest rate is tied to the State’s most recent bond issue. Loans can be used to match AIP grants and for revenue-generating projects such as hangar and fuel facilities.
Due to the financial difficulties of the State, the amount of future funding available under the State Matching and A&D grants is uncertain. In FY 2002-2003, $6 million was transferred from the Aeronautics Account to the General Fund and another $4.8 million was transferred in FY 2004-2005, with the intent to reduce the overall State budget deficit. These transfers adversely impacted the ability of the CTC to meet financial assistance demands from the Aeronautics Program. No transfer was made in FY 2004-2005.6
6 Annual revenue deposited in the State Aeronautics Account in recent years is approximately $7.25 million. The Aeronautics Account is the sole State source of funding for the Division of Aeronautics and the programs it administers. The revenue sources are an 18-cent
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Economic Impact In a study commissioned by the County in 2000, it was estimated that the economic impact of Buchanan Field Airport on the Contra Costa County economy was $63.2 million in 1999, of which $39.3 million was attributable to direct economic impact, including 589 local jobs.
Issues Inventory Identification of the current and future development issues, which may impact the use of a public facility, is an important step in any planning process. This is particularly true of an airport where the infrastructure investment is great, where the issues are complex, and where the entire airport facility (along with its environs) should be planned in unison to avoid incompatibility between the airport and its surroundings. The following brief narrative identifies present and future development issues that will be confronted at Buchanan Field Airport:
. Need for a Comprehensive Planning Analysis. Both the existing Buchanan Field Airport Master Plan and FAR Part 150 Study for Buchanan Field Airport are over 10 years old and many issues have evolved since the time these documents were published. A fresh look and a comprehensive planning analysis are required to factor the latest trends and issues facing the aviation community. . Design Aircraft Considerations. With the continuing evolution of corporate/business aircraft usage, the importance of metropolitan reliever airports such as Buchanan Field Airport to support the point-to-point air travel needs of business aircraft can become a critical component in factoring an airport’s overall utility in meeting the needs of the general aviation community. . Runway Facility Requirements/Design Standards. Runway facilities and airfield design standards will require extensive review to ensure that Buchanan Field Airport is able to maximize its functionality to meet the growing needs of corporate/business aircraft; however, it is important to keep in mind that these more sophisticated aircraft can require changes to airside geometry and landside facilities. This planning effort must find ways to accommodate the growing demands of corporate aircraft without sacrificing the facility needs of the other sectors of general aviation that utilize Buchanan Field Airport. . Instrument Approach Capabilities. Buchanan Field Airport currently has three (3) published instrument approach procedures – all serving Runway 19R. The Airport is situated within complex airspace with limited options; however, it is appropriate to consider approach enhancements to maximize the all-weather capabilities of Buchanan Field Airport.
per gallon motor vehicle fuel excise tax on general aviation gasoline and a two-cent per gallon excise tax on general aviation jet fuel. Air carrier and military aircraft and aviation manufacturing are exempt from the two-cent per gallon excise tax on jet fuel. Source: California Transportation Commission, 2004 Annual Report to the California Legislature, December 9, 2004.
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. Efficient Use of Limited Landside Development Area. With an existing physical plan of 495 acres (a complex airfield design taking up much of the landmass and few remaining undeveloped areas on the Airport), wise stewardship of the available space is critical to a successful planning effort. Emphasis must be placed on the highest and best use – by usage category – and not exclusively by revenue, to best enable the Airport to meet projected needs. Development alternatives that include the redevelopment of existing areas may also merit consideration to meet future need. . Roadway Access/Landside Interface. Buchanan Field Airport is situated within a major transit corridor bordered on all sides by fully developed airport environs in a metropolitan setting. Options for roadway access are limited, and the landside interface between airport property and the surrounding community requires that this planning study be mindful of the look and character of the land uses that surround Buchanan Field Airport. . Land Use Compatibility. Maintaining a healthy airport environment is a challenge that the Airport and the public must accept. This planning program affords an unexcelled opportunity, through the Airport Master Plan and associated FAR Part 150 Aircraft Noise and Compatibility Study, to strive to enhance the compatibility of the Airport, and the surrounding community, as both continue to develop. . Economic Feasibility. This planning program will be augmented with a significant financial planning effort to support the capital implementation program, an outgrowth of this program. The financial analysis will culminate with the development of a Strategic Business and Implementation Plan (the Business Plan). Both the financial planning, associated with the Airport Master Plan, and the Business Plan must focus on the economic feasibility of the Airport capital development plan as well as enhancing future Airport revenues to support the operating and capital costs of the Airport. . Security Study. At the present time, a separate security study and assessment is going on for Buchanan Field Airport and is outside the purview of this study effort.
Summary The goal of this chapter is to provide general background information pertaining to the Airport, its aviation operating environment, its physical surroundings, and its financial situation. This Inventory of Existing Conditions chapter is vital from the standpoint that it will be used as a reference in the analysis and design process that is required to prepare the Airport’s future development plan.
The next step in the planning process is to formulate forecasts for the quantity and type of future aviation activity expected to occur at the Airport during the forthcoming 20 years.
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