Section 7: Airports and Ports BATS

Section 7: Airports and Port

Section 7.1: LPA Group, Transportation Consultants Study

The Glynn County Airport Commission hired the LPA Group, Transportation Consultants, to consider the influences affecting the demand for aviation facilities and services within the Glynn County and South airport market area, and to develop a plan to safely and efficiently meet anticipated airport needs for the next twenty-year planning horizon. Information from the LPA Group, Transportation Consultants, study, is used extensively.

Section 7.1 (a): History of Brunswick Golden Isles Airport

Figure 7-1

http://www.glynncountyairports.com/media.html

Figure 7-1 shows the Brunswick Golden Isles Airport, or BQK, as it existed during World War II. The BQK is a public owned facility, whereby its current role in the national aviation system is to meet the needs of general aviation patrons, commercial passengers, air cargo operators, and other airport tenants. The existing and potential role of any airport is determined by factors such as historical events, geographic location, acreage, and surface transportation.

The Airport came into existence because of being selected by the U.S. Navy as the site for one of a network of air stations established to patrol coastal shipping lanes for German U-boats. Construction on the air station began in September of 1942 and completed in January 1943. The U.S. Navy decommissioned the airfield in 1958. Commercial service at BQK Airport began in February of 1970 when Delta Airlines began serving the airport.

The BQK is a commercial service-primary airport located 5 miles north of downtown Brunswick in Glynn County. The City of Brunswick is located 80 miles south of Savannah, Georgia and 75

Long Range Transportation Plan 2005-2030 7- 1 Section 7: Airports and Ports BATS miles north of Jacksonville, Florida in the southeastern coastal region of Georgia’s first congressional district. The Airport is situated on fee simple property held by Glynn County that exceeds 2,003 areas. In addition, the Glynn County Airport Commission, or GCAC, oversees and operates the Airport, which was formerly named Glynco Jetport.

Section 7.1 (b): History of McKinnon St. Simons Island Airport

Figure 7-2

http://www.glynncountyairports.com/airporthistory22.html

Figure 7-2 shows the McKinnon St. Simons Island Airport, or SSI, as it existed during World War II. The SSI is a public owned facility. Its current role, identified by the Georgia Statewide Aviation System Plan, or GSASP, is to meet the needs of area residents and local businesses, visiting general aviation patrons, and other airport tenants. The existing and potential role of the Airport is affected and in some instances, dictated by such factors as historical events, geographic location, acreage, tourism, and surface transportation.

SSI was constructed on St. Simons Island in 1938. This marked the beginning of airport development in the Glynn County. SSI served as a naval base during World War II. After the war, the airport was utilized for general aviation and commercial purposes. Air South offered commercial service for Brunswick and the Golden Isles at SSI prior to 1970. However, in August 1970 Air South began to provide service out of Glynco Jetport (BQK). In August of 1974, Air South terminated service at Glynco Jetport and reinstated service out of SSI. Air South was purchased by in February 1975, which continued to serve the area until 1980. Since 1981, there has been no air carrier service at SSI. Since construction in 1938, virtually little change in the overall area has taken place. The Airport currently owns approximately 320 acres.

There are a number of FAA classifications for general aviation airports according to the National Plan of Integrated Airport Systems, or NPIAS, 1998 -2002, which comprises over 3,344 airports. By definition, SSI is a General Aviation-General Utility airport. This classification represents an airport that can accommodate virtually all types of general aviation aircraft. Principally, an airport's role identifies the aircraft it can accommodate, or in the case of commercial service airports, the routes and markets it serves nonstop.

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Section 7.2: Existing Conditions

Section 7.2 (a): Brunswick Golden Isles Airport

Figure 7-3 shows an aerial view of BQK airport as it currently exists today. Table 7-1 identifies airfield assets at BQK as they Figure 7-3 existed in 1999. Included in table 7-1 are the airfields, passenger terminal area, general aviation facilities, other miscellaneous support, and ancillary facilities. Table 7-1 provides a concise accounting of applicable airfield assets at the airport.

The passenger facilities are positioned on the southern side of Runway 7-25 at BQK. The terminal building entered service in 1954 and has remained at today’s present location. Over the years, the terminal has been upgrade to accommodate increasing levels of activity and improve passenger service, level of comfort and security.

The main structure at the airport is 2-stories and 3,213 square feet. The first floor accommodates all passenger activities, ticket sells, baggage handling, security and other services.

Section 7.2 (b): McKinnon St. Simons Island Airport

Figure 7-4 shows an aerial view of the SSI airport as it Figure 7-4 currently exists today. Table 7-2 identifies airfield assets at SSI as they existed in 2001. Included in table 7-2 are the airfields, passenger terminal area, general aviation facilities, other miscellaneous support, and ancillary facilities. Table 7-2 provides a concise accounting of applicable airfield assets at the airport.

A single fixed base operator, Golden Isles Aviation, services general aviation at SSI. All general aviation facilities are owned and maintained by the GCAC.

This facility includes airport maintenance, aircraft rescue, and fire fighting facilities, fuel farms, and other airport facilities inventoried in the previous sections. Several ancillary facilities exist across the commercial non-aviation-related facilities to follow.

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Tables 7-1 Existing Facilities Summary Brunswick Golden Isles Airport General Airport Information Runway Data 7 25 Length 8001' Width 150' Pavement Strength S-120, D-185, DT-364 Marking Precision Instrument Precision Instrument Condition Good Effective Runway Gradient 0.10% Obstruction Clearance Slope 50:1 50:1 Runway Lighting HIRL Approach Lighting System MASLR VASI P-4L P-4L ILS CAT 1 Airport Buildings Navigational Aids Airline Terminal 21697 SF Rotating Beacon Yes General Aviation Terminal 7,500 SF Wind Indicator Yes-Lighted T-Hangars 10-units Segmented Circle Yes Conventional Hangars 51,200 SF NDB MCKINNON Airport Maintenance 8,000 SF AWOS-3 124.175 ARFF 3,800 SF (Index A) CTAF/UNICOM 122.8 Apron Air Carrier 10,100SY Automobile Parking Spaces General Aviation Terminal 33,230 SY Pax Terminal Total 283 Fuel Short/Long Term 48/171 AVGAS Yes Employee Spaces 8 Jet A Yes Rental Cars 56 MOGAS Yes Source: The LPA Group Incorporated Analysis, 2001

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Tables 7-2 Existing Facilities Summary McKinnon St. Simons Island Airport General Airport Information Runway Data 4-22 25 Length 5800' 3313’ Width 100' 75' Pavement Strength S-45, D-60, DT-364 S-14, D-30 Marking Non-Precision Basic Visual Condition Excellent Fair to Good Effective Runway Gradient 0.12% 0.18% Obstruction Clearance Slope 34:1 34:1 Runway Lighting MIRL MIRL 4-VOR, GPS, PAPI- 16-PAPI-2L, 34- 2L, 22-NDB, REIL, PAPI-2L Landing and NAVAIDs PAPI-2L, VOR, GPS Airport Buildings Navigational Aids Fixed Base Operator (FBO) 13,500 SF Rotating Beacon Yes T-Hangars 24-units Wind Indicator Yes-Lighted Conventional Hangars 73,400 SF Segmented Circle Yes Airport Maintenance No dedicated facility NDB MCKINNON ARFF No on-site facility AWOS-3 118.525 CTAF/UNICOM 123.05 Apron General Aviation 33,230 SY Automobile Parking Spaces Public/General Use Lot 87 Public/Rental Car Fuel Ready 20 Employee/FBO AVGAS Yes Spaces 11 Employee/Aircraft Jet A Yes Sales 28 Mobile Fuel Trucks 1 jet A, 2AVGAS Total 146 Source: The LPA Group Incorporated Analysis, 2001

Section 7.3: Existing Land Use Patterns

Section 7.3 (a): Existing Land Use Patterns Brunswick Golden Isles Airport

Today, surrounding land uses adjacent to the north of BQK are primarily forestry/agricultural, while other areas further north are low density residential and park/recreation/conservation. Land immediately east of BQK is mostly undeveloped/unused. Immediately to the east is low-density residential areas adjacent to U.S. 17-25. Public/Institutional and industrial land uses lie adjacent to the southern boundary of the airport’s property between Glynco Parkway and Chapel Crossing Road. Land use west and southwest of BQK include park/recreation/conservation and low- density residential near Golden Isles Parkway and Baywater Lake. These land uses are identified on Figure 7-5. Figure 7-7 is the Legend for figures 7-5 and 7-6.

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Figure 7-5

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Section 7.3 (b): Existing Land Use Patterns McKinnon SSI Airport

Figure 7-6 illustrates the existing land uses near SSI as published by the Glynn County Department of Community Development. Eight categories of land uses are depicted: Residential, Commercial, industrial, public/ institutional, transportation/ communication, parks/recreation/ conservation, agriculture/forestry, and undeveloped/unused. SSI is surrounded by urban development due in part to the desirability of the St. Simons Island residential areas and the availability of public infrastructure. Large portions of developed land are single-family residential and resort areas. It should be noted that there is very limited property available for large-scale development in the southern portion of the island.

Public/Institutional and industrial land uses lie immediately adjacent to the northern boundary of the airport property. Commercial land, concentrated along Demere Road and low-density residential land uses lie just beyond these areas. Much of the land immediately east of SSI is undeveloped/unused. However, some medium-to-high density residential areas lie adjacent to the northeastern boundary of the airport property. In addition, commercial land uses continue along Demere Road lie on the perimeter of these areas.

A variety of land uses exist in the area south of SSI such as public/industrial and undeveloped/unused. Other surrounding land uses include low-density residential, medium-to- high density residential, and park/recreation. Land west of SSI is predominantly park/recreational and low-density residential along Frederica Road. In the area northwest of SSI, commercial land use lies mostly at the intersection of Demere Road and Frederica Road.

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Figure 7-6

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Figure 7-7

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7.4: Needs Analysis

7.4 (a): Brunswick Golden Isles Airport

The LPA Group using the aviation activity forecasts, taking into consideration existing airport facilities and any deficiencies that may exist, performed a study of facility requirements in May 2003. The study resulted in a number of airfield, land use, general aviation, surface transportation, and support facility improvements necessary for the future development of the BQK. The plans provides for the needs of the airport through the year 2020, outlining its recommendations in three periods. The short-term period outlines proposed development from the existing conditions through the year 2005. The intermediate and long-term periods are from 2006-10 and 2011-20, respectively.

Major airfield developments recommended over the next twenty years and beyond are listed below.

• Extension of Taxiway R1 from Taxiway A to Runway 7-25 • Construction of a full-length parallel taxiway north of Runway 7-25 • Hold pads at each departure end of the runway • 4,000 feet extension to the northeast end of Runway 7-25 • 5,500 feet general aviation runway located 3,500 feet north of Runway 7-25 • Major upgrade and demolition of the existing terminal • 8 new T-hangar units • 15,500 square feet of conventional hangar storage space • Second FBO and general aviation basing area.

Surface transportation improvements associated with BQK are planned in an effort to better accommodate three generating sources: general aviation patrons, commercial passengers and terminal employees, and the public. Proposed projects directly related to the general aviation areas are depicted as occurring in the immediate vicinity of existing Fixed Based Operations, or FBO, and corporate operations. These improvements include the addition of paved vehicular parking and/or paved access throughout the 20-year study period.

Near-term improvements associated with the passenger terminal area included construction of a new passenger terminal entrance roadway and expanded parking for rental car activity, the public and airport employees. Perimeter access north of BQK is adequately provided; however, over time as the northern portion of the property develops, various access points will be required to facilitate access during the 20-year plan. These improvements include the potential extension to the east and west, of the access roadway paralleling Runway 7-25 and fronting Stambaugh Aviation. Final alignment of this road will be dependant upon actual wetland delineation and parcel segregation.

The key force behind airport expansion will be sites needed for revenue producing commercial/industrial uses. Approximately 87 acres directly north of Stambaugh Aviation, and properties along the eastern and northeastern boundaries should be purchased. These tracts are critical as buffers between aviation-related operations and off-airport land uses.

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7.4 (b): McKinnon St. Simons Island Airport

The LPA Group using the aviation activity forecasts, taking into consideration existing airport facilities and any deficiencies that may exist, performed a study of facility requirements in March 2005. The study resulted in a number of airfield, land use, general aviation, surface transportation, and support facility improvements necessary for the future development of the SSI. The plans provides for the needs of the airport through the year 2020, outlining its recommendations in three periods. The short-term period outlines proposed development from the existing conditions through the year 2005. The intermediate and long-term periods are from 2006-10 and 2011-20, respectively.

The major airfield developments recommended over the next twenty years and beyond are listed below:

• Extension of the runway safety area at Runway end 4 • Installation of Engineered Material Arresting Systems, or EMAS, at Runway 22 and 4 ends • Rehabilitation of the midfield taxiway • Rehabilitation of the Air Traffic Control Tower and beacon • Rehabilitation of the terminal apron • Extension and overlay of Taxiway A • Rehabilitation of Runway 16-34 • Ramp and T-hangars area overlay • Extension of Taxiway A to Runway 22 end • Construction of a parallel taxiway on the western side of Runway 16-34 • Construction of runway blast walls at Runway 22 and 4 ends • Relocation of Taxiway B at Runway 34 • Installation of precision approach instrument equipment • Widening of taxiway fillets for Runway 16-34 • Repair of the auto parking near the general aviation terminal • Construction of 40 T-hangars • Construction of corporate hangars • Expansion and renovation of the general aviation terminal • Construction of aircraft parking apron southeast of the airfield • Construction of conventional hangars • Construction of a second FBO terminal and its associated automobile parking.

The surface transportation study recommends the construction of a roadway access to the midfield area. The extension of the runway safety area by 300 feet south of Runway 4 end also requires the relocation of King’s Way.

The implementation of the items previously outlined will take a financial commitment of approximately $14.74 million over the next 20-years. Airfield improvements account for 77 percent of the total expenditures. The remainder will be allocated among general aviation

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Project funding will occur primarily though airport revenues, Federal Aviation Administration, or FAA, Airport Improvement Program grants, Georgia Department of Transportation, or GDOT, funding assistance and to a lesser degree, private funding. Funding from the FAA and GDOT normally will require the airport to contribute a certain percentage as a matching share. Based on a probable funding study, SSI matching share will total approximately $6.03 million over the next 20-years.

7.4 (c): Forecast

By providing a measure of future aviation activities that include short, intermediate, and long- term planning activities ensures that the airports are adequate, safe, and that the facilities are reliable to meet the future air transportation needs of the community.

Table 7-3 shows a study of aviation historical data obtained from FAA 5010. According to the FAA, air taxi operations at SSI have decreased over the past ten years, and in 1998, no air taxi operations were identified. The level of military operations remained stable in the early 1990’s and then increased considerably in 1996.

General Aviation (GA) operations at BQK and SSI deceased during the period 1989-94 at an Average Annual Growth Rate, or AAGR, of 1.2 percent, and 2.5 percent, respectively. Notably, in recent years activities has showed an upturn at an AAGR of 1.7 percent, and 1.8 percent, respectively. Moreover, while total activity at the airports show a moderate decease in the ten- year period, total operations have grown approximately 0.6 percent and 1.9 percent annually, respectively.

Table 7-3 Historic Aviation Operational Activity Brunswick Golden Isles & McKinnon St. Simons Island Airports Operations Year Total Air Taxi General Military Commercial Aviation Airline BQK Average Annual Growth Rate (AAGR) 1989-1998 -3.06% 0.00% -2.52% 0.00% -6.63% 1994-1998 0.57% 0.00% 1.72% 0.00% -5.11%

SSI Average Annual Growth Rate (AAGR) 1989-1998 -1.20% -16.70% -1.20% 7.90% 0.00% 1994-1998 1.90% -28.60% 1.80% 22.20% 0.00% Source: Brunswick Golden Isles & McKinnon St. Simons Island Airports Master Plan Study Updates

The resulting projections based on this study are shown in Table 7-4. The master plans treat SSI and BQK as competing facilities. Therefore, the forecast of based aircraft at SSI and BQK are shown as a portion of the total based aircraft for the two neighboring airports. Historically, SSI has attracted a greater proportion of aircraft owners. This proportion grew from 52 percent in 1980 to 58 percent in 1999. Due to the availability of hangar storage and quality of FBO service

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at SSI airport, the proportion of aircraft based at SSI airport will continue to grow. It is anticipated that by the end of the planning period 65 percent of potential aircraft owners will base their aircraft at SSI airport.

Table 7-4 Projected Total Based Aircraft Brunswick Golden Isles & McKinnon St. Simons Island Airports Total Based Aircraft Forecast Proportion Year Glynn County BQK SSI BQK SSI 2005 174 68 106 39% 61% 2010 193 73 120 38% 62% 2020 214 75 139 35% 65% Average Annual Growth Rate (AAGR) 2.74% 3.48% 3.28% -1.02% 0.69% Source: Brunswick Golden Isles & McKinnon St. Simons Island Airports Master Plan Study Updates

Table 7-5 shows the forecast for GA operations at BQK and SSI. The forecasts were derived by applying average Operations per Based Aircraft, or OPBA, ratio to the forecast of based aircraft. The OPBA includes both itinerant operations conducted by transient aircraft, local and itinerant operations conducted by based aircraft.

The OPBA at the BQK has been lower than the National average (400-500) due to the proximity of SSI airport. The percentage of itinerant operations at SSI airport will not fluctuate from those levels experienced historically.

General aviation demands for BQK and SSI will grow positively over the term of the 20-year planning period. Based aircraft numbers will grow at BQK and SSI to 75 and 139 by the year 2020, respectively. With regard to the fleet mix, a greater percentage of turbine and rotor aircraft are projected due to an expected increase in business related activities. The predicted increase in general aviation fleet flying hours nationwide will not only be due to utilization of more turbine aircraft covering greater distances, but also due to an increase in the number of operations conducted by the active fleet. Thus, the ratio of operations per based aircraft will increase at BQK and SSI. This ratio, when combined with the increase in based aircraft, projects growth in airfield operations at BQK and SSI to be approximately 2.06 percent and 3.6 percent annually.

7.5: Capital Improvement Program

Proposed capital improvements for the BQK and the SSI were developed from both the facility requirements and the development concept chapters of the airport master plans developed by LPA. It is important to note that capital costs and projects described in this section address recommended improvements through the planning year 2020, but does not include projects identified as “ultimate” which fall beyond the year 2020.

7.5 (a):Development Costs and Program Phasing

Tables 7-6 and 7-8 are a listing of short-term work projects. These projects cover years 2006-10. Tables 7-7 and 7-9 shows the capital cost of projects planned for BQK and SSI through the year 2020.

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Table 7-5 Forecasted General Aviation Operations Glynn Golden Isles Airport Year Operations Itinerant Local Transient Based Aircraft OPBA 2005 19,924 12,951 6,973 68 293 2010 21,535 13,998 7,537 73 295 2020 22,500 14,625 7,875 75 300 Average Annual Growth Rate 2000–2020 2.06% 2.74% 0.22% McKinnon St. Simons Island Airport Year Operations Itinerant Local Transient Based Aircraft OPBA 2005 54,930 48,338 6,592 37,627 106 518 2010 62,880 55,334 7,546 43,073 120 524 2020 80,537 70,873 9,664 55,168 139 579 Average Annual Growth Rate 2000 –2020 3.61% 3.28% 0.35% Source: Brunswick Golden Isles & McKinnon St. Simons Island Airports Master Plan Study Updates

The GCAC and participating parties considered various factors identified in the master plans when developing the Capital Improvement Program, or CIP. The projects in the CIP are prioritized according to the implementation program in each master plan.

2000 and 2001 dollars were used to project cost for BQK and SSI airports. These estimates include projected fees for administration, engineering, construction management, and contingencies. The accuracy of these estimates, although prepared in good faith and with reasonable care, are based on the information developed from the master plan.

The project scheduling presented in Table 7-4 and 7-5 reflects the general assumption that proposed construction is based upon a priority of need, subject to the availability of funds. While the overall capital programs represent a mix of investments in the airfield, general aviation area, passenger terminal area, and other items, including maintenance, the preponderance of capital is directed towards airfield improvements. The total recommended 20-year capital program will cost approximately $40.52 million.

7.5 (b) Funding Sources

The three main categories of funding for BQK and SSI are Federal Grants-In-Aid, State Grants- In-Aid, and Airport Revenues.

7.5 (c) Federal Funding

Two federal sources of funds exist for airport capital improvements: Airport Improvement Program, or AIP funds, and FAA Facilities and Equipment, or F&E, funds. There are two

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categories of funding within the AIP: these are entitlement funds which are distributed to general aviation airports within the NPIAS, and discretionary funds which are distributed at the discretion of the FAA. The proposed capital program contained in this section includes items eligible for funding from the AIP program.

The Airport and Airway Improvement Act of 1982 created the AIP. The AIP grants program ensures that the public is provided with an adequate nationwide airport network that meets the current and future needs of the aviation community. Revenues from taxes imposed on passenger tickets and aviation fuel are placed in the Airport and Airway Trust Fund which funds the AIP grants program. AIP funds are distributed according to guidelines established in federal legislative acts. Typically, FAA grants awarded to general aviation airports fund 90 percent of allowable cost.

The F&E fund is another source of FAA funding. F&E funds are limited to construction and maintenance of air traffic control towers and runway instrumentation at FAA facilities in support of the National Airspace System.

7.5 (d) State Funding

State funding is limited and usually earmarked for the State general aviation airports which are not able to rely on FAA entitlement funding for improvements. Support from the State is expected to be minimal.

7.5 (e) Local Funding

The GCAC has several potential local sources of capital improvement program funding available. Local funding sources include net income, transfers-in from other local funds, development authority financing, or a debt instrument backed by Glynn County.

7.5 (f) Private Funding

Generally, if a project will only benefit a private tenant or a group of private tenants, the FAA, the State, nor the airport will fund it. However, these projects may still serve an aviation function, and if they generate revenue, they can attract private investment.

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Table 7-6 Brunswick Golden Isles Airport Short-term Capital Improvement Plan 2006-2010 Description Federal State Local Total 2006 Design - Airfield Electrical Improvements $180,500 $4,750 $4,750 $190,000 Rwy Safety Area Improvements $285,000 $7,500 $7,500 $300,000 Acquire ARFF Vehicle, Replace Runway $736,250 $19,375 $19,375 $775,000 Construct New Taxiways For GA $950,000 $25,000 $25,000 $1,000,000 Total Cost $2,151,750 $56,625 $56,625 $2,265,000 2007 Design - Airfield Drainage Improvements $95,000 $2,500 $2,500 $100,000 Airfield Electrical Improvements $1,995,000 $52,500 $52,500 $2,100,000 Total Cost $2,090,000 $55,000 $55,000 $2,200,000 2008 Airfield Drainage Improvements $804,650 $21,175 $21,175 $847,000 Total Cost $804,650 $21,175 $21,175 $847,000 2009 Reimburse For Land Acquisition +/_ 150 $1,140,000 $0 $60,000 $1,200,000 Total Cost $1,140,000 $0 $60,000 $1,200,000 2010 Overlay FBO Access Road and Auto $104,500 $2,750 $2,750 $110,000 Airfield Perimeter Road $332,500 $8,750 $8,750 $350,000 Parking Lot Improvements $285,000 $7,500 $7,500 $300,000 Airport Freight Ramp $665,000 $17,500 $17,500 $700,000 GIS Mapping Underground Utilities $95,000 $2,500 $2,500 $100,000 Construct New ARFF Facility $712,500 $18,750 $18,750 $750,000 Total Cost $2,194,500 $57,750 $57,750 $2,310,000

Grand Total $8,380,900 $190,550 $250,550 $8,822,000

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Table 7-7 Brunswick Golden Isles Airport Capital Improvement Program 2005-2020 Airfield 2005 2006-2010 2011-2020 Total Airfield Electrical Improvement $2,390,000 $2,390,000 Airfield Perimeter Road $350,000 $350,000 Rehabilitate Terminal Apron - Phase 1 & 2 (Design Only)* $52,500 $52,500 Airfield Drainage Improvements* $947,000 $947,000 New Taxiway for GA Development $1,000,000 $1,000,000 Runway Safety Area Improvements $300,000 $300,000 Reimbursement for Land Acquistion-150 ac. $1,200,000 $1,200,000 Extension of North-side Parallel Taxiway $2,050,000 $2,050,000 Runway 7-25 Hold Pad Construction $1,100,000 $1,100,000 Preventive Airfield Maintenance $228,600 $228,600 Extend Connector Taxiways C, D and E $720,000 $720,000 Total Airfield $52,500 $6,187,000 $4,098,600 $10,338,100

Passenger Terminal Area Expand Terminal Area Parking $60,000 $60,000 Repair Auto Parking Near G/A Terminal and G/A Terminal Renovation $1,050,000 $300,000 $1,350,000 Total Passenger Terminal Area $1,050,000 $300,000 $60,000 $1,410,000

General Aviation Area Construct Three Conventional Hangars $733,500 $733,500 Total General Aviation Area $0 $0 $733,500 $733,500

Miscellaneous Land Acquisition $11,410,000 $11,410,000 Aviation Easement Runway 7L RPZ $45,700 $45,700 Expand Airport Maintenance Storage Area $13,900 $13,900 ARFF & Sweeper Trucks $100,000 $775,000 $875,000 GIS Mapping of Underground Utilities $100,000 $100,000 Construct New ARFF Facility $750,000 $750,000 Overlay FBO Access & Parking Area (West) $110,000 $110,000 Total Miscellaneous Facilities $100,000 $1,735,000 $11,469,600 $13,304,600

Program Summary 1. Total Airfield $52,500 $6,187,000 $4,098,600 $10,338,100 2. Total Passenger Terminal Area $1,050,000 $300,000 $60,000 $1,410,000 3. Total General Aviation Area $0 $0 $733,500 $733,500 3. Total Miscellaneous $100,000 $1,735,000 $11,469,600 $13,304,600 Total Program $1,202,500 $8,222,000 $16,361,700 $25,786,200

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Table 7-8 McKinnon St. Simons Island Airport Short-term Capital Improvement Plan 2006-2010 Description Federal State Local Total 2006 Reconstruction Terminal Apron - Phase 1 $2,137,500 $56,250 $56,250 $2,250,000 New Taxiway Improve, Skylane Hangar $57,000 $1,500 $1,500 $60,000 Rehab & Expand GA Auto Parking Lot $475,000 $12,500 $12,500 $500,000 Miscellaneous Taxiways "J", "G" and "F" $475,000 $12,500 $12,500 $500,000 Total Cost $3,144,500 $82,750 $82,750 $3,310,000

2007 Reconstruction Terminal Apron - Phase 2 $950,000 $25,000 $25,000 $1,000,000 EMAS at Runway 22 End (Design only) $142,500 $3,750 $3,750 $150,000 Total Cost $1,092,500 $28,750 $28,750 $1,150,000

2008 Install EMAS AR Runway 22 End $1,140,000 $30,000 $30,000 $1,200,000 Reconstruct Terminal Apron - Phase 3 $950,000 $25,000 $25,000 $1,000,000 Total Cost $2,090,000 $55,000 $55,000 $2,200,000

2009 Rehab Terminal Apron - Phase 4 $950,000 $25,000 $25,000 $1,000,000 Total Cost $950,000 $25,000 $25,000 $1,000,000

2010 Terminal Apron Reconstruction - Phase 5 $950,000 $25,000 $25,000 $1,000,000 New Access Road to Runway 34 $95,000 $2,500 $2,500 $100,000 Helipad $95,000 $2,500 $2,500 $100,000 Overlay Industrial Park Road $47,500 $1,250 $1,250 $50,000 Airfield Drainage Improvements $166,250 $4,375 $4,375 $175,000 Taxiway "A" Extension (North) $285,000 $7,500 $7,500 $300,000 Rehab Rwy 16/34 $760,000 $20,000 $20,000 $800,000 Install EMAS AR Runway 4 End $1,140,000 $30,000 $30,000 $1,200,000 EMAS AR Runway 4 End (Design only) $142,500 $3,750 $3,750 $150,000 Install GPS Equipment $95,000 $2,500 $2,500 $100,000 Total Cost $3,776,250 $99,375 $99,375 $3,975,000

Grand Total $11,053,250 $290,875 $290,875 $11,635,000

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Table 7-9 McKinnon St. Simons Island Airport Capital Improvement Program 2005-2020 Airfield 2005 2006-2010 2011-2020 Total Reconstruction of Terminal Apron (Design) $450,000 Reconstruction of Terminal Apron $6,250,000 $6,250,000 Install EMAS at Runway 04 end (Design Only)* $150,000 $150,000 Install EMAS AR runway 22 end $1,200,000 $1,200,000 EMAS at runway 22 end (Design Only) $150,000 $150,000 Install EMAS at Runway 04 end $1,200,000 $1,200,000 Taxiway "A" Extension (North) $300,000 $300,000 Widen Taxiway Fillets for Runway 16-34 $75,000 $75,000 Airfield Drainage Improvements $175,000 $175,000 New Access Road to Runway 34 $100,000 $100,000 Rehab Runway 16/34 $800,000 $800,000 Miscellaneous Taxiway's J, G, and F $500,000 $500,000 Total Airfield $450,000 $9,625,000 $1,275,000 $11,350,000

General Aviation Area Helipad $100,000 $100,000 Expand Automobile Parking (Design) $80,000 $0 Expand Automobile Parking $500,000 $500,000 Improvements to Skylane Corporate Hangars $60,000 $60,000 Construct Aircraft Parking Apron (Southeast) $495,000 $495,000 Construct Conventional Hangars $878,850 $878,850 Construct Second FBO Terminal (Southeast) $535,640 $535,640 Construct Automobile Parking $256,340 $256,340 Construct 10-unit T-hangar $175,000 $175,000 Total General Aviation Area $80,000 $660,000 $2,340,830 $3,080,830

Miscellaneous Install GPS Equipment $100,000 $100,000 Obstruction Towers $157,895 $157,895 Overlay McKinnon Industrial Park Road $50,000 $50,000 Relocate King’s way $0 Total Miscellaneous Facilities $157,895 $150,000 $307,895

Program Summary Total Airfield $450,000 $9,625,000 $1,275,000 $11,350,000 Total General Aviation Area $80,000 $660,000 $2,340,830 $3,080,830 Total Miscellaneous $157,895 $150,000 $0 $307,895 Total Program $687,895 $10,435,000 $3,615,830 $14,738,725

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Section 7.6: Surface Transportation Connectivity

The complement of surface transportation assets near the airports may be subdivided into roadway, railway, and waterway systems. At the present, no form of public transportation exists.

U.S. Interstate 95 and U.S. Highway 17-25 provide access to the Airports. U.S Interstate 95 runs in a northeast/southwest direction, extending from the to the Florida Border. Approximately 70 miles northeast of the City of Brunswick is U.S. Interstate 16, which runs east/west providing access to Macon and (via U.S. Interstate 75). U.S. Highway 17-25 provides for a scenic route along the vast forestlands and marshes of the Georgia coastal region. U.S. Highway 17-25 parallels much of U.S. Interstate 75 and extends into South Carolina and Florida. Other U.S. Highways are 27 and 231, which provides access to the northeastern part of South Georgia, and U.S. Highways 82 and 520, which provide access to the western parts of South Georgia.

Glynn County has vast amounts of waterways that provide access to various parts of Glynn County, including the City of Brunswick and Colonel’s Island. The Brunswick Rivers and its tributaries are home to the Georgia Port Authority, or GPA. The Georgia Port Commission oversees The Port of Brunswick, which is approximately four miles south of BQK and approximately four miles northwest of SSI. The Port network includes the Mayor’s Point Terminal; the Colonel’s Island Terminal; and the Marine Port Terminals, Incorporated.

Both airports are within approximately four miles of railway systems. The Mayor’s Point Terminal has approximately 2000 feet of rail system, the Colonel’s Island Terminal is home to the Colonel’s Island Railroad interchanges with Norfolk Southern and CSX railroads, and the Marine Port Terminal has approximately 3,500 feet of track available.

Section 7.7: Georgia Ports Authority

Section 7.7 (a): Introduction

For more than a century, the Port of Brunswick has played an important role in the shipping industry as a Figure 7-8 center for handling, storage, and distribution of waterborne commerce. The Port of Brunswick is one of the most efficient and fastest growing ports in the .

Figure 7-8 shows a large cargo ship disembarking cargo at Mayor’s Point Terminal. The GPA owns and operates two other ultra modern deepwater terminals at the Port of Brunswick--Colonel's Island Terminal and Marine Port Terminals, Inc. These three terminals are state-of-the-art facilities providing the utmost in service, productivity, convenience, and intermodal efficiency.

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Section 7.8: Colonel's Island Terminal

Figure 7-9 shows an aerial photograph of the Colonel’s Island Terminal. This terminal is one of the region's vital transportation and industrial centers. Figure 7-9 Shippers can select from a full range of quality services for dry bulk and Roll-on/Roll-off, or Ro/Ro, cargoes.

Colonel's Island Terminal is dedicated to rapid throughput and efficiency. The terminal is within three miles of Interstate 95, and only 15 nautical miles from the open sea. This makes a great location for a modern facility that can efficiently handle materials at competitive rates to facilitate trade throughout the world.

Section 7.8 (a): Facilities Description

• Georgia Ports Authority, Colonel's Island Terminal, Roll-on/Roll-off

Site Location: Right bank, South Brunswick River, foot of Joe Frank Harris Boulevard extended.

Purpose: Receipt and shipment of roll-on/roll-off general cargo, including automobiles

Waterway: South Brunswick River

Railway Connection: Golden Isle Terminal Railroad: surface tracks serving terminal at rear connect with tracks of Norfolk Southern Corp. and CSX Transportation, Inc.

Depth: 30 ft alongside

Berthing Space: 1,095 feet

General Information: Load capacity on the apron is as follows:

• upper 88 x 145.5-feet, 1,000 pressure square foot to accommodate vessel ramps

• outer 85.5 x 462-feet, 650 pressure square foot

• inner 60- by 462-feet, 200 pressure square foot.

• GPA, Colonel's Island Terminal, Bulk Wharf

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Site Location: Right bank, South Brunswick River, above foot of Joe Frank Harris Boulevard extended

Purpose: Receipt and shipment of dry bulk commodities, both edible and non-edible, including bulk grains, and bulk-processed grains

Waterway: South Brunswick River

Railway Connection: Golden Isle Terminal Railroad: 2 surface tracks serving rail car pits and terminal, 100 jumbo hopper car capacity each; connect with tracks of Norfolk Southern Corp. and CSX Transportation, Inc.

Depth: 36 feet alongside

Berthing Space: 925 feet

General Information: Ten interlocking, concrete storage silos at rear have capacity for 10,000 tons. Each conveyor is served by a telescopic spout for loading material into one of six bins, capacity 36,000 tons. Material is reclaimed by automatic, scraper-reclaimer system to conveyor system extending to ship loader. Commodities may also be directly loaded to vessels from rail or truck via conveyor system. All rates are for 100 pound per cubic foot density commodity; bins have fixed dividers and dust curtains for segregation of edible and non-edible products; and all conveyors and building served by vacuum dust recovery system for dust. Adjacent 12-mile rail yard has storage for 600 cars. Terminal has 345 acres of open storage area, with additional areas available for future development.

Section 7.8 (b): Agricultural Bulk Facility

The agricultural-bulk facility on Colonel's Island Terminal is capable of accommodating more than 1.5 million bushels of agricultural product in combined flat and vertical storage. Ten interlocking concrete vertical silos (capable of handling 350,000 bushels of product), 2,000-bph tower dryer and new electronic controls expedite the movement of agricultural products. The facility can handle virtually all bulk grains, processed grain based commodities, and all types of protein concentrates and feed grade minerals.

The agricultural bulk facility is equipped with dual rail/truck receiving pits that deliver product via two 40,000-bph enclosed belt conveyors to a transfer point. From the transfer point agricultural product can be expedited to either vertical storage, flat storage or direct to vessel. As a value added service, while in route to the new vertical storage, the product passes through a 40,000-bph vibrating cleaner to ensure the quality of the product. The agricultural bulk facility is also equipped with a loop track expedite the movement of rail cargo and 925 linear feet of total berthing space.

If vertical storage is required from the transfer point, enclosed belt conveyors transport the agricultural product to two-bucket elevators, each rated at 20,000-bph, to an overhead 40,000- bph drag conveyor that expedites agricultural -product to any of ten silos. Agricultural product is

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also reclaimed at 40,000-bph from the 40-degree hopper bottoms to enclosed belt conveyors that move the commodity back to the transfer point. At the transfer point, the commodity can be directed back to vertical storage, directly to vessel, to flat storage or to a bulk weight scale for loading rail and trucks.

Within the flat storage shed, an A-frame mounted, computer operated reclaimer runs along track that extends the 744-foot length of the building. As it moves above the mounds of product, the reclaimer scoops up the commodity with rotating paddles into a hopper, which discharges the product onto an aboveground, 40,000-bph belt conveyor. The conveyor then transports the product either to the dock or to a transfer point, leading to a bulk weight scale for expediting the commodity to market via rail or truck.

Essential to running the facility is a PLC-based control system that allows a single operator to control gates and belt speeds for precise blending prior to loadout.

At dockside, vessels are loaded via a track-mounted Tranbulk loader which travels along 550 feet of track, delivering product via a telescoping spout. The terminal's Tranbulk loader eliminates costly delays associated with moving the ship during the loading process.

The terminal serves numerous import and export niches throughout the southeastern United States. These niches include:

• A truck-rail transfer point for Midwestern grain brought directly to the site by rail, then off loaded out to truck to supply the extensive livestock, poultry, and equine feeding operations in the Southeastern United States.

• An import point for grain, oilseeds, and feed products from overseas, supplying both the Southeastern U.S. feeding industry and grain and soybean processors located in the region.

• Traditional grain and grain product exports primarily to Africa, Latin America, the Caribbean, and Asia.

Section 7.8 (c): Autoport Facility

Figure 7-9 shows the Wallenius docked at the Colonel’s Island Terminal Figure 7-10 autoport wharf. The autoport facility on Colonel's Island Terminal is one of the fastest growing autoports in the United States. The autoport has earned its reputation for efficiency; capable of handling any requirement for the movement of imported, exported and domestic vehicles via water, truck or rail.

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Autoport Facility, Inc. provides exceptional services for inbound and outbound automotive and other Ro/Ro shipments in accordance with the highest standards of quality handling, storage and distribution.

In addition to the growing number of autos transiting the port's docks, industrial, and farm equipment manufacturers are utilizing the Colonel's Island Terminal in Brunswick. The Golden Isles Terminal Railroad, Inc. operates on terminal with three engines and interchanges with CSX Transportation and Norfolk Southern Railroad to handle the needs of port users. The Colonel's Island Terminal provides a rail marshaling capacity of more than 946 railcars.

Section 7.9: Marine Port Terminals

The Marine Port Terminal offers cargo diversity at its 55-acre facility in Brunswick. A productive workforce handles dry bulk, liquid bulk, and general cargoes efficiently. Forest products, including linerboard and woodpulp, and bulk commodities, such as fertilizers, salt, grain, and aggregates, comprise the major cargo groups.

Equipped with four bulk and general cargo berths and one liquid bulk berth, Marine Port Terminals provides port users with over 2,400 linear feet of berthing. The terminal also provides 491,000 square feet of covered storage and 15 acres of open storage.

The terminal is within seven miles of Interstate 95. CSX Transportation and Norfolk Southern Railroad provide interchange and line haul services, and cross-dock operations on 3,500 feet of track.

Section 7.9 (a): Facilities Description

• Marine Port Terminals, Brunswick Lanier Dock

Site Location: Left bank on the East River, approximately 1,100 feet south of Third Avenue

Purpose: Receipt of dry bulk commodities including gypsum rock, cement, fertilizer, and perlite

Waterway: East River

Railway Connection: Two surface tracks on apron join additional tracks serving terminal at rear; connect with tracks of Norfolk Southern Corp. and CSX Transportation, Inc.

Depth: 30 feet alongside

Berthing Space: 500 feet

General Information: Face of wharf is in line with adjacent Petroleum Barge Dock on lower side, and East River Terminal, Berths 1, 2, and 3 on upper side (Ref. Nos. 62 and 64,

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respectively) providing 2,415 feet of continuous berthing space. Tower straddles surface tracks on wharf and can be used for loading rail hopper cars and trucks directly. Portable conveyor serves a 20,000-ton, gypsum rock open storage area. A 30-inch, electric, inclined conveyor extends from upper end of wharf to five warehouses located at rear, with total storage capacity for 26,000-tons of potash and 20,000-tons of perlite.

• Marine Port Terminals, Brunswick East River Terminal, Berths 1 and 2

Site Location: Left bank, East River, foot of Fourth Avenue

Purpose: Receipt and shipment of conventional, break bulk, and roll-on/roll-off general cargo and dry bulk commodities

Waterway: East River

Railway Connection: Two surface tracks on apron; 2 platform-level tracks along rear of each transit shed; connect with tracks of Norfolk Southern Corp. and CSX Transportation, Inc.

Depth: 30 feet alongside

Berthing Space: 1,665 feet

General Information: Terminal has capacity for 100 rail cars. Face of the wharf is in line with face of adjacent wharves on lower side (Ref. Nos. 62 and 63) providing 2,415 feet of continuous berthing space. Fifteen acres of open storage area are available on paved and unpaved surcharged pads at rear. A 36-inch conveyor serves open storage area with capacity for 40,000 tons of salt. One 150-ton per hour, hopper car pitted at the lower transit shed, is served by a 30-inch, electric belt conveyor extending to bulk storage warehouses. Transit Shed 4, located at the rear of the transit sheds, has approximately 30,000 square feet of storage, is used for break bulk cargo.

Section 7.10: Mayor’s Point Terminal

Shown in figure 7-10 is the Mayor’s Point Terminal. The facility is approximately 22-acres with a fenced perimeter, and is equipped with 355,000 square feet of covered storage adjacent to the terminal's 1,750 linear feet of berthing.

The terminal also provides port users with 6.9 acres of open storage. Complementing covered storage capabilities is 2,000 feet of rail siding. The terminal is also equipped with 24 forklifts with lifting capacities ranging from 5-15 tons.

Mayor's Point Terminal is located within six miles of Interstate 95. CSX Transportation and Norfolk Southern Railroad provide on-terminal rail, interchange, and line haul services.

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Section 7.10 (a): Facilities Description

• Georgia Ports Authority, Brunswick Mayor's Point Terminal Wharf

Site Location: Left bank, East River, between foot of George and Monick Streets

Purpose: Receipt and shipment of conventional general cargo; receipt of lumber and steel products

Waterway: East River

Railway Connection: Two platform-level tracks along rear of transit shed; connected with tracks of Norfolk Southern Corp., and CSX Transportation, Inc.

Depth: 30 feet alongside

Berthing Space: 500 feet & 1,100

General Information: Lower section of wharf is offset inward 12 feet from face of upper wharf. Shed 2 with approximately 50,000 square feet of storage and approximately 5 acres of open storage area are located at rear. Moran Towing, Inc. tugs are moored at lower end of lower wharf.

Mayor’s Point Terminal

Figure 7-11

• Georgia Ports Authority, Brunswick Lanier Terminal, Petroleum Barg

Site Location: Left bank, East River, approximately 1,250 feet south of Third Avenue.

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211 Newcastle Street

Purpose: Receipt and shipment of petroleum products; bunkering vessel

Waterway: East River

Railway Connection: Trackage serving terminal at rear connects with tracks of Norfolk Southern Corp. and CSX Transportation, Inc.

Depth: 30 feet alongside

Berthing Space: 250 feet

General Information: Face of wharf is in line with face of Georgia Ports Authority wharves on upper side (Ref. Nos. 63 and 64), providing continuous berthing distance of 2,415 feet. One 14-inch petroleum pipeline extends from wharf to 3 steel storage tanks at rear, total capacity 310,000 barrels.

Section 7.11: Future Needs

As the volume of cargo at Brunswick continues to escalate, plans call for the deepening of the harbor from its present depth of 30 feet to 36 feet at mean low water at a cost of approximately 51 million.

In addition to harbor side improvements, plans call for the expansion of the Colonel’s Island Terminal to include further development of the south side of the island for the handling of Ro/Ro cargo and compatible developments. These plans include the expansion of rail capabilities and berthing and the construction of an overpass, connecting the north side of the island to the south side.

Business at the agricultural-bulk facility on Colonel's Island continues to grow. A new import system to facilitate growth is scheduled that will augment the existing export facility. A new pneumatic ship unloader will be capable of discharging agricultural-products from vessels. A new conveyor system will also be installed to convey the agricultural-product directly from the ship unloader to the rail unloading building for transport to flat storage, vertical storage, rail cars, or directly to another vessel.

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