2014 Master Plan Executive Summary

Executive Summary MASTER PLAN

THE EASTERN THE IOWA AIRPORT EASTERN CEDAR RAPIDS IOWA AIRPORT CEDAR RAPIDS

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Prepared and published by Mead & Hunt, Inc. Tulsa, Oklahoma, October 2013. INTRODUCTION

The Eastern Iowa Airport (CID) is a publicly-owned facility located in and operated by the City of Cedar Rapids. The Airport serves commercial passenger and cargo airlines as well as private general aviation (GA) activity. It is the second busiest Airport in the State of Iowa in terms of both aircraft operations (takeoffs and landings) and passenger enplanements.

The Federal Aviation Administration (FAA) has The goal of the Master Plan is to provide an outline to satisfy developed the airport master planning process to aviation demand in a financially feasible and sustainable manner, assist the nation’s airports with expansion and while taking into account environmental, socioeconomic, and improvement plans that meet aviation demand other impacts associated with Airport operations and and safety requirements. The Eastern Iowa Airport development. Master Plan, completed in 2013, will provide a blueprint for activity and development at the This executive summary provides an overview of the various Airport for the next 20 years. Master Plan components of the Master Plan, including the following: recommendations are based on historical activity  Inventory of Existing Conditions – In order to determine future THE at the Airport, the condition of existing facilities, infrastructure demands, an inventory of existing facilities must be and forecasted levels of aviation-related activity. completed. This step examines existing airside and landside EASTERN infrastructure to determine present condition and adequacy to accommodate current and future demand, as well as compliance with IOWA AIRPORT FAA design requirements. Airside facilities include runways, taxiways, aprons, aircraft parking and storage areas, airfield lighting, navigational CEDAR RAPIDS aids, and airspace. Landside components include the airport terminal building, vehicle access, automobile parking and support facilities. 2121 Arthur Collins Parkway SW Cedar Rapids, IA 52404-8952  Aviation Activity Forecasts – This element of the plan focuses on factors that influence aviation demand, and presents projections that Phone: 319.362.8336 reflect local and national trends. Factors that can affect demand include income, employment, population, market share, and aviation www.eiairport.org industry trends. The components of aviation demand considered in this study include enplaned passengers, aircraft operations (takeoffs and landings), based aircraft, and peaking characteristics.

MASTER PLAN THE EASTERN IOWA AIRPORT CEDAR RAPIDS  Facility Requirements – Based on the aviation activity forecasts, facility needs are determined and compared to the existing capacity of the various airport facilities described in the inventory element. This analysis results in recommendations that provide Inventory of the basis for development of alternatives related to Existing Conditions Airport needs, facilities, staffing, and funding.

 Alternatives Analysis – After facility needs are determined,detdetermin alternatives are developed to meet those Airport Layout needs. TheTh alternatives presented in this Master Plan consider various improvement scenarios that meet the TheThe primary components of an ALP include the facility requirements,re and are evaluated against following drawings: operational,operation financial, environmental, and other feasibility-relatedfeasibility criteria. “Preferred” alternatives for  AirportAirport Layout Drawing anandd Data SSheetheet – Identifies each facility facillity category are then identifiedidentified.. existingexisting and proposed future facilities for the entire AirAirportport

property.property. This drawing includes facilityfacility description labelslabels,,  EnvironmentalEnvironmental OverviewOverview aandnd LLandand UUsese PlPlanan – ThThisis Inventory imaginaryimaginary surfaces, runwayrunway protection zones, runrunwaywaay safesafetyty element ooff the studstudyy presents an overview ooff areas, andand otherother basicbasic airport/runwayairport/runway ddata.ata. environmentallyenvironmmentally sensitive features and land uses on and surroundingsurrounding the Airport, and identifies potential  Terminal Area Plan DrawingsDrawings – Presents large-scalelarge-sscale impactsimpacts toto these features and land uses resultingresulting frfromom depictionsdepictions of areas with significant terminal facility the recommendedrecommended developmentdevelopment pplan.lan. The intent is to development,development, and is typicallytypically an enlargement of ththee AiAirportrport provide informationinnformation regardingregarding environmental LayoutLayout Drawing.Drawing. resourcesresources for generalgeneral airport planningplanning purposes.  AirportAirport AAirspaceirspace DrawDrawinging – Depicts objects affectingaffecting  FinancialFinanciali AnalAnalysisysis – TheThe financial pplanlan evaluates evaluates th thee navigablenavigable airspace on and surrounding the Airport usingusing Airport’s capabilitycapability to fund the recommended projectsprojects criteriacriteria containedcontained in FederalFederal reguregulationslations anandd guiguidance.dannce. andand otherother items whichwhich comprise thethe six-yearsix-year capitacapitall  ApproachApproach SurSurfaceface Drawings – PresentsPresents llarge-scalearge-scale improvementimprovemment proprogramgram (CIP, FY2013-2018). A depictionsdepictions ofof the approach/departureapproach/departure environmentsenvironments preliminarypreliminary funding scenario is presented for each All-Weather Wind Rose surroundingsurrounding each runwayrunway end.end. projectproject fromfrrom FAA Airport Improvement ProgramProgram (AIP), PassengerPassengeer FacilityFacility Charge (PFC), Iowa DOT, local, and  Land Use Drawings – Depicts land uses and zoningzoning other fundingfunding sources, based in part on a detailed designationsdesignations surrounding the Airport. cash flowfloww analanalysisysis conductedconducted specificallspecificallyy for for the the  AirportAirport Property Map – Depicts thethe Airport propertyprooperty MasterMaster Plan.Plan. boundary,boundary, the various tracts of land that were acquiredacquired to developdevelop the airport, and the method ofof acquisition. The MasterMaster Plan ffollowsollows FAA guidelines as TheThe Inventory component ooff the Master Plan ddescribedescribeed above, but also focusesfocuses on operationoperationalall documentsdocuments existiexistingng conconditionsditions on anandd surrounsurroundingding and ffunctionaluncctional topics ofof unique interest to The thethe Airport. Much ofof the detailed ininformationformation Eastern IowaIowa Airport given locallocal circumstances. presentedpresented in the InventoInventoryry chapter is supplemented These arareasreas ooff emphasis include: in subsequentsubsequent chachapterspters ooff the Master Plan, as  PassengerPassenger Terminal Building SpaceSpacce AssessmentAssessment appropriate,appropriate, to supportsupport tthehe various tectechnicalhnical  ConcourseConccourse Gate Capacity AnaAnalysislysis analysesanalyses required forfor the project.  TerminalTermminal EExpansionxpansion ScenarioScenarioss  TerminalTermminal Area VehicleVehicle Access, CircuCirculation,lation, anandd TheThe InventorInventoryy chapter covers a broad spectrum ooff ParkingParking ImprovementsImprovements informationinformation related to the Airport’s location and role, its  AirfieldAirfield Demand/Capacit Demand/Capacityy Anal Analysisysis historicalhistorical aviation activity, andand its airside,airside, landside,landside, andand  CrosswindCrosswind RunwaRunwayy 13/31 Extension Scenarios terminal area facilities. Information presented in ththee Runway 9L/27R Centerline ProProfilefile  NavigationalNavigational Aid ImprovementsImprovements InventoryInventory chapter was collected from existing data provided  AircAircraftraft DeiciDeicingng by the Airport and its engineering consultant, relevant  Real Estate StudyStudy ppublicublic plplansans anandd reports,reports, on-site visualvisual inspections,inspections, andand interviewsinterviews with Airport and tenant staff.

1313 2 Passenger Enplanement Forecast Comparisonon 900,000 Aviation Activity Forecasts Historical AirportAirport LaLayoutyout PPlanlan UpUpdatedate 800,000 Previous Master Plan Forecasts form the basis for future 2013 Master Plan demand-driven improvements at 700,000 FAA Terminal Area Forecast the Airport; provide data from

which to estimate future off-airport 600,000 impacts such as noise and traffic;

and are often incorporated by 500,000 reference into other studies and

policy decisions at the local, State, 400,000 Forecasts and Federal level.

300,000 The Forecasts chapter identifies preferred 2001 2006 2011 20162021 202 20266 2031 20-year forecasts selected from a variety of projections developed using different approaches, including time-series,  Based Aircraft. Growth in based aircraft iiss exexpectedpected to be stronstrong,g, risinrisingg market share, and socioeconomic from 144 total based aircraft in 2011 to 24949 in 22031.031. methods.  General Aviation Operations. The preferredrred GA operationsoperations forecast Airport Layout projects steady growth, rising from 25,5855 GA operationsoperations in 2011 to 34,841 in 2031. The preferred Master Plan Forecast ExistingExisting AirportAirport Layout DrawDrawinging (ALD) predicts 60% growth in passenger  Air Cargo. The preferred air cargo forecastst predictspredicts strongstrong growthgrowth in enplanements (boardings) over the next annual air cargo, rising from 64,430,349 poundspounds in 2011 to 91,248,145 20 years (see Passenger Enplanement pounds in 2031. Increases in cargo aircraftft opoperations,erations, as well as A focused Airport LayoutLayout Plan (ALP) update was completed thathatt transitions to larger cargo aircraft, are expectedpected to accommodate future Forecast Comparison graph). The Airport incorporatesincorporates changeschanges resultiresultingng from the preferred concepts presented in increases in cargo volumes. needs to prepare for steady passenger thethe Master Plan. An ALP is a blueprintblueprint for airairportport develodevelopmentpment that  Peaking Characteristics. For peak passengernger and aircraft opoperations,erations, the growth, especially given that depictsdepicts existiexistingng airport facilities and proposed improvements, and must preferred forecast identified the “designh our”hour” flows flows of ofpasse passengersngers and and enplanement growth in 2012 and 2013 aircraft, which are estimates of the peak hhourour of the averaverageage dadayy of the bebe kekeptpt uup-to-datep-to-date at all times. has been stronger than anticipated by busiest month at the Airport. The peak passengerassenger activity forecast the Master Plan Forecast. predicts steady growth in total peak hour passengers, rising from 448 in The five primary functions of an ALP, as defined by the FAA, are as follows: 2011 to 757 in 2031. The peak aircraft operations forecast predicts slower 1. An FAA-approved ALP is necessary for the airport to receive federal financial Other conclusions from the Master Plan growth in peak hour operations, rising from 25 in 2011 to 33 in 2031. assistance and collect passenger facility charges. Forecast chapter can be summarized as follows: An Air Service Market Research report and a Passenger Demand 2. An ALP helps the airport sponsor ensure that airport design standards and Analysis were also completed as part of the Master Plan. The Air safety requirements are maintained, and that proposed development is consistent  Passenger Aircraft Size and Load Factor. with airport and community land use plans. The average number of passengers per Service Market Research report presents data to help understand the 3. An ALP serves as a public record of aeronautical requirements both present and airline flight is expected to increase air service market for CID, including identifying the threat of potential future, and as a reference for community deliberations on land use proposals and significantly in the future, as airlines air service reductions and defining future potential air service budget resource planning. phase out smaller aircraft and seek to improvements. The Passenger Demand Analysis describes travel increase passenger load factors to the patterns of local passengers who reside in the Airport’s geographic 4. An ALP allows the FAA to plan for budgetary, procedural, and airspace needs. maximum extent possible. area, including the amount of passenger diversion to other airports. 5. An ALP is a working tool for the airport sponsor, including its development and  Commercial Aircraft Operations. The maintenance staff. preferred forecasts predict slow but steady growth in overall commercial aircraft operations (takeoffs and landings), rising from 26,561 in 2011 to 30,632 in 2031.

3 12 $61.5 million. The financial feasibility of future projects is dependent on the 1,000-foot runway extensions to each end of the runway are recommended as a provisions of existing and future leases, funding levels and participation rates potential solution. These runway extensions would be available for takeoff only of federal grant programs, the availability of passenger facility charge (PFC) by publishing declared distances available for specific operation types. and customer facility charge (CFC) revenues, bonding capacity, and the ability  Future Parallel Runway. The Airport has historically reserved space north Financial Analysis to generate internal cash flow from Airport operations. A funding scenario Airside Facilities of Wright Brothers Blvd SW for the future construction of a third runway parallel This chapter of the Master Plan was developed for each project from the following sources, and a projected Using the growth scenarios to Runway 9/27. The purpose and need for this parallel runway is to increase includes an overview of the breakdown of the total CIP funding source allocations are shown in Chart identified by the Forecasts, the airfield capacity when aircraft operations reach a level at which aircraft delays become unacceptable. Aircraft operations at the Airport are not expected to below: Airport’s financial and ownership Master Plan provides a review of reach these capacity-constrained levels within the 20-year planning period. structure; presents a pro forma cash  FAA Airport Improvement Program (AIP) entitlement and discretionary grants airside facility requirements in an However, prudent planning dictates that space should continue to be reserved flow analysis for FY2013-2018 Funded by federal taxes on aviation fuel and airline passenger tickets effort to establish future airside for this runway in the event that operations increase at a more rapid rate than projected by activity forecasts. The Master Plan recommends that the future based on trends in Airport revenue  Federal Transportation Security Administration (TSA) grants development needs for the Airport. parallel runway be located at a 4,750-foot separation from Runway 9/27. and expense levels, and the Master Funded by the American Recovery and Reinvestment Act of 2009 Plan Forecasts; and assesses the Facilities Airside facilities examined include  Taxiways. Improvements to partial parallel Taxiway “E” should be pursued, Financial  Iowa DOT Airport Improvement and Vertical Infrastructure Program grants and additional improvements to Taxiways “B” and “E” should be considered. financial feasibility of the Airport’s Funded by the Iowa Transportation Commission runways, taxiways, runway protection zones, and navigational aids. Detailed  Hangars. The Master Plan includes an aircraft storage requirements Capital Improvement Program  Passenger Facility Charges (PFCs) analyses were conducted for the forecast that identifies the type of tie-down and hangar facilities that will be (CIP), including identification of Funded by Airport fees on airline passenger ticket transactions following: needed to meet projected demand for aircraft storage in each five-year potential funding sources.  Customer Facility Charges (CFCs) development phase. Planned locations for future hangar development are Funded by Airport fees on rental car customer transactions  Historic Cloud Ceiling and Visibility shown on the Conceptual Development Plan. The Airport is owned by the City of  Airport Funds  Runway Wind Coverage  Air Cargo. The Airport is poised to continue to grow its air cargo traffic in Cedar Rapids (City) and is considered an the coming years, primarily due to its strategic location in eastern Iowa, the Funded by airline revenues, terminal concessions, ground and facility leases,  Airfield Demand/Capacity Enterprise Fund of the City. The Cedar fuel flowage fees, landing fees, ramp fees, and parking revenue large number of nearby industries, and the Airport’s ability to support cargo jet Rapids Airport Commission  FAA Dimensional Criteria operations. The current Airport Layout Plan (ALP) shows cargo facility expansion west of the existing FedEx facility. This future cargo development (Commission) is a policy-making body,  Runway Length Requirements area has the capacity to accommodate organic expansion in FedEx operations; which oversees Airport management FY2013-2018 Capital Improvement Program Funding Sources (estimated) relocation of UPS, USPS, and/or DHL once the east cargo building reaches the and consists of five Commissioners Based on the facility requirements end of its useful life; and/or addition of a new regular cargo carrier. appointed to three-year terms by the analysis, the Master Plan recommends Airport Funds Mayor and approved by the City Council. $18,453,591 the Airport plan for the following FAA Grants The accounting and financial reporting $23,513,911 improvements to the airfield over the policies of the Commission conform to next 20 years. These improvements are Customer Facility accounting principles for local Charges (CFC) depicted on a Conceptual Development $2,475,156 government units as set forth by the TSA Grants Plan, and include the following: $2,097,500 Governmental Accounting Standards  Runway 9/27. This runway should be Board. Seven cost centers are included in PassengerP Facility Iowa DOT Charges (PFC) $998,950 maintained in its current configuration, but the financial reporting structure for the $12,329,720 the Airport should pursue the Airport, of which five are direct (airfield, implementation of a Special Authorization terminal, cargo, general aviation, and CAT-II instrument approach to the runway to improve accessibility during inclement other) and two are indirect weather. The Airport should also plan for (administration and safety/security). The ground equipment requirements associated Airport is self-sufficient in that it does with a conventional CAT-II system, in the not rely on local government tax As shown in the chart above, Airport funds account for approximately $18.5 event that future operations justify the revenues to fund expenses related to million, or 31%, of the CIP funding scenario. Typically, Airport revenues are implementation of such an approach. operations, maintenance, or capital used to cover operations and maintenance expenses along with debt service  Runway 13/31. The Master Plan improvements. The Airport’s obligations. However, any surplus revenues can be applied directly to Airport identified the need for additional length for FY2013-2018 CIP includes many projects projects. Based on the pro forma cash flow analysis completed for the Master this runway, as it is heavily utilized by air identified in the Master Plan that are Plan, annual Airport fund balances during FY2013-2018 are expected to be carriers operating at the Airport. The runway length analysis determined that an additional necessary to enhance aviation safety, well in excess of the amounts required to fund the CIP. The financial analysis 1,200 feet of takeoff runway length would be increase airport capacity, and maintain assumes that all of the local funding requirement will be funded from Airport beneficial to air carriers and business jets Conceptual Development Plan existing facilities. Total funding required revenues; however, the Commission may consider issuing bonds to distribute currently using and anticipated to use this for the six-year CIP is approximately the costs over multiple years. runway in the future. Given existing 11 constraints surrounding this runway, 4 2021 and 2026. The model also shows that there is currently a 16-space Environmental Overview deficit in the short-term public parking lot, which is projected to increase to a This overview identifies potential environmental issues that will 334-space deficit in 2031. Based on balanced consideration of the results of need to be addressed as the Airport moves forward with Vehicle Access, the parking requirements analysis, the Master Plan recommends that the Land Use Plan and implementation of the recommended development plan. Any Circulation, and Parking Airport consider the addition of approximately 1,000 additional long-term/ Environmental Overview federal action would require completion of the National short-term parking spaces within the next ten years to accommodate Environmental Policy Act (NEPA) process. The NEPA process would Based on discussion with Airport staff This chapter of the Master Plan provides general projected enplanement activity through the 20-year planning period. identify required permits and mitigation activities. The Master and information collected during the recommendations regarding the future use and Plan provides an overview of the following resources on and in the Inventory portion of the Master Plan, development of Airport-owned land, and The recommended conceptual layout for vehicle access, circulation, and vicinity of the Airport, among others. seven primary functional issues were parking in the terminal area is shown below. This alternative involves presents an overview of land uses and known identified with vehicle access and constructing a roundabout north of the existing intersection of Arthur Collins environmentally sensitive areas on and  Land Use Controls and Zoning circulation in the tterminalerminal areaarea,, as ParkwaParkwayy and Lippisch Place; providinprovidingg a new lolong-termng-term parkinparkingg entrance to surrounding the Airport. The intent is to identify  CompatibleCompatible LandLand UseUs summarized below.w. the immediate south of the roundabout; and constructing a one-way loop potential environmental and land use issues  ThreatenedThreatened anandd EnEndangeredd Species associated with the recommended development 1. The short-termm and lonlong-termg-term parkinparkingg road that allows motorists to return to the terminal buildingbuilding without usingusing  ArchitecturalArchitectural ResouResourcesr entrances are too close to one another pplan.lan. WrWrightight Brothers Boulevard. This conceptual lalayoutyout also includes potential  ArchaeologicalArchaeological ResourcesReso and to the terminalminal ccurbside.urbside. locations and dimensions for a three-storthree-storyy or four-storfour-storyy parking structure 2. The lack of trafficffic calmin calmingg measures measures wwhichhich coucouldld bbee bbuiltuilt in pphaseshases as parparkingking demanddemand dictates.dictates. PotentialPotential AirportAirport LandLand Use PlanPlan and visual monumentsnuments fforor terminal “econo“economy”my” parparkingking lotlot expansions are alsoalso shown;shown; howeverhowever access to thesethese After selection of the preferredpreferred airside alternatives building entrances/exitsances/exits at the locations will likely require shuttle service to the terminal building.building. for the Master Plan, landside areas on AirportAirport curbside contributesributes to hihigher-gher- properpropertyty were classified accordinaccordingg to to than-desired vvehicleehicle sspeedspeeds and recommended lonlong-termg-term landside function. missed opportunitiestunities for passenpassengerger These ffunctionalunctional clclassificationsassifications incl includeude Termin Terminalal pick-up/drop-off.off. DDevelopment,evelopment, Aviation Related Development, 3. The curbside aarearea fforor taxistaxis,, shuttles,shuttles, NNon-Aviationon-Aviation Related Development,Development, and AirAirportport and returning rental cars has SSupport.upport. ProtectinProtectingg areas for these land uses will inadequate parkingarking and circulation controls. hhelpelp the Airport achieve its lonlong-termg-term goalsgoals and obobjectives.jectives. Total acreaacreagesges for each functional 4. The lack of a loopoop road requiresrequires classification are summarized in the table below. awkwardly placedaced turnaround loops to the parking lots.ts. The Master Plan recommends sspecificpecific land uses for the Terminal DeveloDevelopment,pment, Aviation Related 5. The intersectionsons near the terminal DDevelopment,evelopment, and Airport Support functional exit on 18th Streettreet and WriWrightght Brothers Boulevard are closely spaced and may aareas.reas. PPotentialotential NNon-Aviationon-Aviation ReRelatedlated cause traffic ocongestion.ngestion. DDevelopmentevelopment land uses were identifiedidentified by by a aReal Real EEstatestate Market Study conducted fforor the Master 6. Motorists wishinghing to return to the terminal once exiting Arthur Collins PlPlan.an. Parkway mustt make three leleftft turns across traffic. LLong-Termong-Term LandLand Use PlanPlan FunctionalFunctional Areas

LEGEND

Airlines/Car Rental Offices TERMINAL FLOOR PLAN IMAGE Baggage Claim Baggage Support Building Utilities Circulation: Non-Public Curculation: Public Concessions/TSA Holdroom/Public Waiting Maintenance/Janitor Restrooms Security Checkpoint/Baggage Fisrt Floor PreferredPreferred Secure Area LayouLayoutt Second Floor PrePreferredferred Secure Area LayouLayoutt PassengerPassenger TerminalTerminal FFloorloor PPlanlan

 Hold rooms are full for many flights. opposite the terminal building. A conceptual non-secure area layout developed for the Master Plan, combined with  Hold rooms for Gates C1 and C2 are small for today’s aircraft, holding about the recommended improvements to the curbside and public Security Checkpoint 65 passengers each. Hold rooms for future jet bridge gates should be design Terminal Building: The existing checkpoint is smaller than for “design aircraft” capacity. RECOMMENDED DEVELOPMENT CONCEPTS entries, is shown below. The conceptual layout for the interior non-secure area includes the following components: recommended by the TSA, and the  The circulation corridor is narrow, especially near Gates C1 and C2 The Master Plan identifies recommended concepts for

SPACE required number of checkpoint lanes is  The restaurant fills quickly during peak activity hours. the terminal curbside, public entries, non-secure area,  Relocate amenities to group them by function, including expected to increase from two to three security checkpoint, and secure area, as described concessions and vending near the baggage claim area,  Gate C1 is difficult for aircraft to access. within the next five years. A fourth lane below. and a set of restrooms with new finishes near ticketing may be required near the end of the  Close the existing west entrance and use the area to planning period, though new technology Passenger Boarding Bridges Recommended Concept: provide a pedestrian plaza is likely to increase throughput rates. A gate capacity analysis was prepared for the purpose of providing Curbside, Public Entries, and Non-Secure Area Other issues identified for the checkpoint information on improving performance at the C gates and holdrooms, and for Future projects at the curbside should provide visual  Widen the queuing and circulation areas near ticketing. include the following: assessing the role of ground boarding in the future. Using the historical and cues that are visible from a moving vehicle, such as  Provide new finishes and improve lighting in the public forecasted daily departures per gate, the analysis found that Concourse C waiting area.  The existing checkpoint queuing area making the crosswalks more visible, making the building meanders and can interfere with access currently requires one additional passenger boarding bridge and will require entries clearly visible, and making the curbside signage  Move the waiting area closer to checkpoint so that DEVELOPMENT to the non-secure restaurant/bar and eight total boarding bridges within the 20-year planning period. The analysis easy to read. The recommended concept for the meeter/greeters are not waiting in the circulation area circulation areas. also recommends that the future concourse layout allow for continued, curbside and entries includes canopies over the entry between ticketing and baggage claim. limited use of ground boarding at Concourse B, and that the design of several  The checkpoint lanes have a 45-degree ddoorsoors anandd ththee sstairwaytairway connecconnectiontion ttoo ththee parparkingking area,  ExistingExisting car rentarentall andand shuttleshuttle officesoffices are are recommen recommendedded turn, which reduces passenger flow. parking positions allow for access by narrow-body jets (A320, B737, MD-83).MD-83). as well as well as a wawayy to more clearlclearlyy definedefine thethe to remain in existingexisting locations, but new ADA-accessible transaction counters sshouldhould bbee pprovided.rovided.  The composure area impinges on the pipick-up/drop-offck-up/drop-off area area and and a acrosswalk crosswalk raised raised above above the the Terminal Space/Capacity Assessment Summary circulation area. road sursurfaceface with contrasting colors. This concept will  Near-term renovations should allow fforor ffutureuture exexpansionpansion / Based on the space assessment described above, the Master Plan mmakesakes tthehe also allow the Airport to better plan forfor a parkingparking renovation at the restaurant and baggagebaggage claim area.area.  Expansion/reconfiguration phasing following general recommendations for functional areas and layoutsts within will be challenging due to physical constraints. and surrounding the terminal building. 1. Curbside and Public Entries. Provide more space around the buildingg  The adjacent non-secure restaurant/ lounge is like to be affected by entries, and make crosswalks and entries more visible. expansion/reconfiguration of the 2. Wayfinding. Improve passenger wayfinding inside the terminal anda tat checkpoint. the curbside. 3. Restroom. Refurbish and remodel the restrooms. Secure Area The demand for secure space will exceed 4. Amenities. Relocate amenities and group them by function. LEGEND the existing amount of area within the 5. Security Checkpoint. Expand its overall area, and allow expansion to Airlines

Terminal Building: Terminal three lanes in the future. next five years. Specific opportunities Airport and constraints were identified for each 6. Circulation. Improve vertical circulation from floor to floor, providingoptions options Baggage Claim of the concourses as described below. including elevators, prominent staircases, or up-only/down-only escalators.ators. Baggage Support TERMINAL FLOOR PLAN IMAGE Building Utilities Improve horizontal circulation on the secure side of checkpoint, providingding Car Rental sufficient space and separating enplaning and deplaning passenger paths. Circulation: Non-Public CONCOURSE B paths. Curculation: Public 7. Concourse B. Continue to provide limited ground boarding capacity.  Ground boarding at this concourse Concessions: Non-Sterile allows flexibility in aircraft parking Concessions: Sterile 8. Concourse C. Provide more holdroom, circulation, and concession space.ace. Holdroom and passenger loading/unloading. 9. Passenger Boarding Bridges. Provide two additional passenger boardingding Maintenance/Janitor However, the hold room does not have Public bridges within the 20-year planning period, with the option to add fourur total sufficient capacity for current usage. Public Waiting boarding bridges if demand dictates. Restrooms Terminal Building: Terminal  The hold room does not have easy Security Bag Screen access to passenger concessions. Security Checkpoint TSA  Recommended changes to the security checkpoint will affect expansion to ProposedProposed First Floor Non-Secure Area LayouLayoutt Concourse B.

7 8 CONCOURSE C structure and curbside on the side of Arthur Collins Parkway

7 8 Recommended Concept: Security Checkpoint and Secure Area Conceptual layouts for the security checkpoint and secure areas were developed in stages, and iterative concepts were generated based on continuous discussion with Airport staff. This process resulted in a recommended near-term layout that will provide an Terminal Building: SPACE expanded security checkpoint; seven total passenger boarding bridges with enhanced parking capability for larger aircraft; expanded hold room capacity; intuitive and unimpeded passenger circulation; and continued ground boarding capability. The first and second floors of this conceptual layout are shown below. Terminal Building: SPACE/CAPACITY ASSESSMENT An inventoryy of current terminal spacep allocations byy category g y ((e.g. g rental cars, , circulation, , baggage gg g claim, , etc.) ) was A more generalized long-term layout was also developed that will accommodate the future addition of passenger boarding bridges createdcreated based on existingexisting floor plans, visual inspection, and discussions with Airport and tenant staff. This terminal to Concourse C. This conceptual layout builds on the recommended near-term layout, provides ten total passenger boarding spacespace inventory was compared to the peak passenger activity forecasts to determine existing deficiencies and bridges, and allows for associated holdroom, circulation, and concessions space. surplusessurpluses in square footage,footage, as well as ffutureuture square ffootageootage needs. This assessment is based on industry standards, consultantconsultant experience, andand input ffromrom the Airport. The ffollowingollowing sections describe current dedeficienciesficiencies and and surpluses surpluses in thethe curbsidecurbside andand publicpublic entries, tthehe non-secure area, tthehe security ccheckpoint,heckpoint, tthehe secure area, anandd tthehe passenger boardingboarding bridges.bridges.

LEGEND

Support FacilitiesFacilities Overall Terminal Space Assessment Assess Curbside and Public Entries The total size of the existing terminal is Visual cues that provide information to motorists are difficult to read from a  ARFF Facilities.Facilities. Current ARFF facilities,facilities, SRE/maintenance facility when future demand dictates. This area should be roughly 127,000 square feet. The overall moving vehicle. For example, crosswalks to the parking lot are poorly marked, equipment, and staffingstaffing adequately adequately reserved for future SRE/maintenance use as part of the Airport’s development serve thethe existing andand projecteprojectedd runwarunwayy plan. amount of area in the existing passenger entries to the building are not clearly visible, and signage associated with the system andand airlineairline operationaloperational scschedule.hedule. terminal is greater than planning design curbside area is small and difficult to read.  Fuel Storage. Available aircraft fuel storage includes 80,000 gallons Jet-A and standards recommend for an airport  SRE/MaintenanceSRE/Maintenance Facilities.Facilities. TheThe 24,000 gallons 100LL. Fuel storage requirements at the Airport are variable Non-Secure Area SRE/maintenance ffacilityacility located based upon individual supplier and distributor policies. For this reason, with the number of enplanements seen southeast ofof the terminal apron is future fuel storage requirements will be dependent upon the individual at CID. However, a more detailed The existing amount of non-secure area is greater than planning design standards nearing storage capacity, andand potentiapotentiall distributors and space should be reserved for the expansion of existing fuel analysis was conducted to determine if recommend until the last few years of the 20-year planning period. However, the expansion ofof the ffacilityacility is limited due to storage facilities as required. However, ample space exists for expansion at the the each of functional areas within the existing public space configuration in this area is no longer functioning optimally. its architectural and structural designdesign and existing fuel farm sites. passenger terminal is the appropriate Improvements to the proportions and locations of passenger amenities such as locationl near the hld terminal apron and  Aircraft Deicing. The capacities of the Airport’s deicing basins were evaluated size. waiting areas, public circulation, passenger queuing, ticketing kiosks, and Facilities Runway 9/27. There is currently space to to determine whether proposed apron expansions and/or operational changes the immediate east of the SRE/ non-secure concessions will benefit the Airport. A location should also be required for the preferred alternatives will necessitate the expansion of deicing identified for self-checked baggage to occur in the future. maintenance building that could runoff management facilities. accommodate a future ancillary 9 6 2021 and 2026. The model also shows that there is currently a 16-space Environmental Overview deficit in the short-term public parking lot, which is projected to increase to a This overview identifies potential environmental issues that will 334-space deficit in 2031. Based on balanced consideration of the results of need to be addressed as the Airport moves forward with Vehicle Access, the parking requirements analysis, the Master Plan recommends that the Land Use Plan and implementation of the recommended development plan. Any Circulation, and Parking Airport consider the addition of approximately 1,000 additional long-term/ Environmental Overview federal action would require completion of the National short-term parking spaces within the next ten years to accommodate Environmental Policy Act (NEPA) process. The NEPA process would Based on discussion with Airport staff This chapter of the Master Plan provides general projected enplanement activity through the 20-year planning period. identify required permits and mitigation activities. The Master and information collected during the recommendations regarding the future use and Plan provides an overview of the following resources on and in the Inventory portion of the Master Plan, development of Airport-owned land, and The recommended conceptual layout for vehicle access, circulation, and vicinity of the Airport, among others. seven primary functional issues were parking in the terminal area is shown below. This alternative involves presents an overview of land uses and known identified with vehicle access and constructing a roundabout north of the existing intersection of Arthur Collins environmentally sensitive areas on and  Land Use Controls and Zoning circulation in the tterminalerminal areaarea,, as ParkwaParkwayy and Lippisch Place; providinprovidingg a new lolong-termng-term parkinparkingg entrance to surrounding the Airport. The intent is to identify  CompatibleCompatible LandLand UseUs summarized below.w. the immediate south of the roundabout; and constructing a one-way loop potential environmental and land use issues  ThreatenedThreatened anandd EnEndangeredd Species associated with the recommended development 1. The short-termm and lonlong-termg-term parkinparkingg road that allows motorists to return to the terminal buildingbuilding without usingusing  ArchitecturalArchitectural ResouResourcesr entrances are too close to one another pplan.lan. WrWrightight Brothers Boulevard. This conceptual lalayoutyout also includes potential  ArchaeologicalArchaeological ResourcesReso and to the terminalminal ccurbside.urbside. locations and dimensions for a three-storthree-storyy or four-storfour-storyy parking structure 2. The lack of trafficffic calmin calmingg measures measures wwhichhich coucouldld bbee bbuiltuilt in pphaseshases as parparkingking demanddemand dictates.dictates. PotentialPotential AirportAirport LandLand Use PlanPlan and visual monumentsnuments fforor terminal “econo“economy”my” parparkingking lotlot expansions are alsoalso shown;shown; howeverhowever access to thesethese After selection of the preferredpreferred airside alternatives building entrances/exitsances/exits at the locations will likely require shuttle service to the terminal building.building. for the Master Plan, landside areas on AirportAirport curbside contributesributes to hihigher-gher- properpropertyty were classified accordinaccordingg to to than-desired vvehicleehicle sspeedspeeds and recommended lonlong-termg-term landside function. missed opportunitiestunities for passenpassengerger These ffunctionalunctional clclassificationsassifications incl includeude Termin Terminalal pick-up/drop-off.off. DDevelopment,evelopment, Aviation Related Development, 3. The curbside aarearea fforor taxistaxis,, shuttles,shuttles, NNon-Aviationon-Aviation Related Development,Development, and AirAirportport and returning rental cars has SSupport.upport. ProtectinProtectingg areas for these land uses will inadequate parkingarking and circulation controls. hhelpelp the Airport achieve its lonlong-termg-term goalsgoals and obobjectives.jectives. Total acreaacreagesges for each functional 4. The lack of a loopoop road requiresrequires classification are summarized in the table below. awkwardly placedaced turnaround loops to the parking lots.ts. The Master Plan recommends sspecificpecific land uses for the Terminal DeveloDevelopment,pment, Aviation Related 5. The intersectionsons near the terminal DDevelopment,evelopment, and Airport Support functional exit on 18th Streettreet and WriWrightght Brothers Boulevard are closely spaced and may aareas.reas. PotentialPotential NNon-Aviationon-Aviation ReRelatedlated cause traffic ocongestion.ngestion. DDevelopmentevelopment land uses were identifiedidentified by by a aReal Real EEstatestate Market Study conducted fforor the Master 6. Motorists wishinghing to return to the terminal once exiting Arthur Collins PlPlan.an. Parkway mustt make three leleftft turns across traffic. LLong-Termong-Term LandLand Use PlanPlan FunctionalFunctional Areas

7. Access to the UPS/USPSUPS/USPS cargo building LandLand Use Acreage is difficult forlarge large trucks trucks.. Land Use & Environmental Land Use TerminaTerminall DevelopmentDevelopment 112 acresacres Aviation ReRelatedlated DeveDevelopmentlopment 556 acres Parking requirementsents fforecastsorecasts were Non-Aviation RelatedRelated DeveDevelopmentlopment 1,312 acreacress developed for thee Master Plan based on Access, Circulation & Parking Circulation Access, Airport SupportSupport 25 acres LEGEND historical ratios off parkingparking occupancyoccupancy toto Terminal Development Area (112 Acres) enplanement activityvity dduringuring tthehe typicatypicall Airport Support Area (25 Acres) month of peak enplanementplanement activitactivityy Aviation Related Development Area (541 Acres) Non-Aviation Related Development Area (1410 Acres) (March). The parkingking requirements model indicates thathat tthehe llong-termong-term public parking lot currentlycurrently hashas a surplussurplus Airport LanLandd Use PPlanlan of 812 spaces, andd that a lolong-termng-term ProposedProposed AirportAirport CircuCirculationlation & ParParkingking public parking deficitficit willwill occuroccur betweenbetween 5 10 $61.5 million. The financial feasibility of future projects is dependent on the 1,000-foot runway extensions to each end of the runway are recommended as a provisions of existing and future leases, funding levels and participation rates potential solution. These runway extensions would be available for takeoff only of federal grant programs, the availability of passenger facility charge (PFC) by publishing declared distances available for specific operation types. and customer facility charge (CFC) revenues, bonding capacity, and the ability  Future Parallel Runway. The Airport has historically reserved space north Financial Analysis to generate internal cash flow from Airport operations. A funding scenario Airside Facilities of Wright Brothers Blvd SW for the future construction of a third runway parallel This chapter of the Master Plan was developed for each project from the following sources, and a projected Using the growth scenarios to Runway 9/27. The purpose and need for this parallel runway is to increase includes an overview of the breakdown of the total CIP funding source allocations are shown in Chart identified by the Forecasts, the airfield capacity when aircraft operations reach a level at which aircraft delays become unacceptable. Aircraft operations at the Airport are not expected to below: Airport’s financial and ownership Master Plan provides a review of reach these capacity-constrained levels within the 20-year planning period. structure; presents a pro forma cash  FAA Airport Improvement Program (AIP) entitlement and discretionary grants airside facility requirements in an However, prudent planning dictates that space should continue to be reserved flow analysis for FY2013-2018 Funded by federal taxes on aviation fuel and airline passenger tickets effort to establish future airside for this runway in the event that operations increase at a more rapid rate than projected by activity forecasts. The Master Plan recommends that the future based on trends in Airport revenue  Federal Transportation Security Administration (TSA) grants development needs for the Airport. parallel runway be located at a 4,750-foot separation from Runway 9/27. and expense levels, and the Master Funded by the American Recovery and Reinvestment Act of 2009 Plan Forecasts; and assesses the Facilities Airside facilities examined include  Taxiways. Improvements to partial parallel Taxiway “E” should be pursued, Financial  Iowa DOT Airport Improvement and Vertical Infrastructure Program grants and additional improvements to Taxiways “B” and “E” should be considered. financial feasibility of the Airport’s Funded by the Iowa Transportation Commission runways, taxiways, runway protection zones, and navigational aids. Detailed  Hangars. The Master Plan includes an aircraft storage requirements Capital Improvement Program  Passenger Facility Charges (PFCs) analyses were conducted for the forecast that identifies the type of tie-down and hangar facilities that will be (CIP), including identification of Funded by Airport fees on airline passenger ticket transactions following: needed to meet projected demand for aircraft storage in each five-year potential funding sources.  Customer Facility Charges (CFCs) development phase. Planned locations for future hangar development are Funded by Airport fees on rental car customer transactions  Historic Cloud Ceiling and Visibility shown on the Conceptual Development Plan. The Airport is owned by the City of  Airport Funds  Runway Wind Coverage  Air Cargo. The Airport is poised to continue to grow its air cargo traffic in Cedar Rapids (City) and is considered an the coming years, primarily due to its strategic location in eastern Iowa, the Funded by airline revenues, terminal concessions, ground and facility leases,  Airfield Demand/Capacity Enterprise Fund of the City. The Cedar fuel flowage fees, landing fees, ramp fees, and parking revenue large number of nearby industries, and the Airport’s ability to support cargo jet Rapids Airport Commission  FAA Dimensional Criteria operations. The current Airport Layout Plan (ALP) shows cargo facility expansion west of the existing FedEx facility. This future cargo development (Commission) is a policy-making body,  Runway Length Requirements area has the capacity to accommodate organic expansion in FedEx operations; which oversees Airport management FY2013-2018 Capital Improvement Program Funding Sources (estimated) relocation of UPS, USPS, and/or DHL once the east cargo building reaches the and consists of five Commissioners Based on the facility requirements end of its useful life; and/or addition of a new regular cargo carrier. appointed to three-year terms by the analysis, the Master Plan recommends Airport Funds Mayor and approved by the City Council. $18,453,591 the Airport plan for the following FAA Grants The accounting and financial reporting $23,513,911 improvements to the airfield over the policies of the Commission conform to next 20 years. These improvements are Customer Facility accounting principles for local Charges (CFC) depicted on a Conceptual Development $2,475,156 government units as set forth by the TSA Grants Plan, and include the following: $2,097,500 Governmental Accounting Standards  Runway 9/27. This runway should be Board. Seven cost centers are included in PassengerP Facility Iowa DOT Charges (PFC) $998,950 maintained in its current configuration, but the financial reporting structure for the $12,329,720 the Airport should pursue the Airport, of which five are direct (airfield, implementation of a Special Authorization terminal, cargo, general aviation, and CAT-II instrument approach to the runway to improve accessibility during inclement other) and two are indirect weather. The Airport should also plan for (administration and safety/security). The ground equipment requirements associated Airport is self-sufficient in that it does with a conventional CAT-II system, in the not rely on local government tax As shown in the chart above, Airport funds account for approximately $18.5 event that future operations justify the revenues to fund expenses related to million, or 31%, of the CIP funding scenario. Typically, Airport revenues are implementation of such an approach.

operations, maintenance, or capital used to cover operations and maintenance expenses along with debt service  Runway 13/31. The Master Plan improvements. The Airport’s obligations. However, any surplus revenues can be applied directly to Airport identified the need for additional length for FY2013-2018 CIP includes many projects projects. Based on the pro forma cash flow analysis completed for the Master this runway, as it is heavily utilized by air identified in the Master Plan that are Plan, annual Airport fund balances during FY2013-2018 are expected to be carriers operating at the Airport. The runway length analysis determined that an additional necessary to enhance aviation safety, well in excess of the amounts required to fund the CIP. The financial analysis 1,200 feet of takeoff runway length would be increase airport capacity, and maintain assumes that all of the local funding requirement will be funded from Airport beneficial to air carriers and business jets Conceptual Development Plan existing facilities. Total funding required revenues; however, the Commission may consider issuing bonds to distribute currently using and anticipated to use this for the six-year CIP is approximately the costs over multiple years. runway in the future. Given existing 11 constraints surrounding this runway, 4 Passenger Enplanement Forecast Comparisonon 900,000 Aviation Activity Forecasts Historical AirportAirport LaLayoutyout PPlanlan UpUpdatedate 800,000 Previous Master Plan Forecasts form the basis for future 2013 Master Plan demand-driven improvements at 700,000 FAA Terminal Area Forecast the Airport; provide data from which to estimate future off-airport 600,000 impacts such as noise and traffic; and are often incorporated by 500,000 reference into other studies and policy decisions at the local, State, 400,000 Forecasts and Federal level.

3 12  Facility Requirements – Based on the aviation activity forecasts, facility needs are determined and compared to the existing capacity of the various airport facilities described in the inventory element. This analysis results in recommendations that provide Inventory of the basis for development of alternatives related to Existing Conditions Airport needs, facilities, staffing, and funding.

1313 2 INTRODUCTION

MASTER PLAN THE EASTERN IOWA AIRPORT CEDAR RAPIDS Executive Summary MASTER PLAN

THE EASTERN THE IOWA AIRPORT EASTERN CEDAR RAPIDS IOWA AIRPORT CEDAR RAPIDS

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Prepared and published by Mead & Hunt, Inc. Tulsa, Oklahoma, October 2013.