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Airfield Facilities Hartford-Brainard Airport Airport Master Plan Update 1.0 REGIONAL AND AIRPORT OVERVIEW This chapter contains an inventory of existing facilities and characteristics of the Hartford- Brainard Airport (HFD). The inventory is referenced throughout the preparation of the Master Plan Update (MPU) to determine how well the airport meets today’s demands, and to identify areas that may need improvement to accommodate future growth. An inventory of airport pavements, buildings, and other structures is presented, as well as a summary of the airport location, airspace, activity, and environment. This information is presented in the following sections: • Study Area • Regional Economic Development • Existing Airport Facilities • Proposed and On-going Development • Airport Services • Airspace, Air Traffic Control, and Noise Abatement • Existing Airport Activity • Greenhouse Gases Emission • Energy Audit 1.1 Study Area Airport Location HFD is located approximately two miles southeast of downtown Hartford near the intersections of Interstates I-84 and I-91 and approximately 12 miles south of Bradley International Airport, as shown as Figure 1-1. This location is excellent for corporations that desire quick, easy access to downtown Hartford and are not restricted by the 4,400 foot runway. N DRAFT Page 1-1 Hartford-Brainard Airport Airport Master Plan Update Figure 1-1 Hartford-Brainard Airport Location Airport History HFD was dedicated as Brainard Field after Mayor Newton C. Brainard on June 10, 1921 at a site north of the existing location. It holds historical significance as being the first landing spot of Charles Lindbergh after his historic first transatlantic flight. The Connecticut (CT) National Air Squadron was organized at HFD in 1923. The Clark Dike was constructed by the Army Corps of Engineers (ACOE) in 1936 to prevent future flooding of the airport by the Connecticut River. The Dike is now owned by the City of Hartford, run by the Dike Commission, and overseen by the ACOE. There were originally four runways on 351 acres. In 1959, the State purchased 201 acres of the airport, including Runway 2-20. The 150 acres between Brainard Road and Lindbergh Drive was also purchased by the State, but then converted into a Business DRAFT Page 1-2 Hartford-Brainard Airport Airport Master Plan Update Park. The three other runways were abandoned and the crosswind Runway 11-29 was constructed in 1966 for small aircraft landing in high east-west wind conditions. DRAFT Page 1-3 Hartford-Brainard Airport Airport Master Plan Update Airport Service Area and Role Airport service areas illustrate the location from which people are expected to use the airport as a first choice over other neighboring facilities. Based on general planning guidelines for general aviation (GA) facilities, airport service area boundaries comprise a 20-mile radius or a 30-minute driving time to the airport. These geographic areas encompass the majority of businesses, passengers, and based aircraft owners utilizing an airport, as well as the tourist destinations of visitors. Service area data can serve as the basis for compiling socioeconomic data to be used in developing forecasts of aviation demand. Table 1-1 provides a list of other airports in the Hartford region and their distance from HFD. Hartford-Brainard has the longest runway in the region after Bradley International Airport (BDL). Table 1-1 – Regional Airport Facilities Airport # of Runway Surface Instrument NM Name Runways Length Type Approach to HFD Hartford-Brainard (HFD) 2 4,417 Asphalt GPS, LDA, VOR - Robertson (4B8) 1 3,665 Asphalt - 10 Skylark (7B6) 1 3,242 Asphalt - 12 Simsbury (4B9) 1 2,205 Asphalt - 12 Bradley Int’l (BDL) 3 9,510 Asphalt ILS, RNAV, VOR 12 Ellington (7B9) 1 1,800 Asphalt - 14 Meriden Markham (MMK) 1 3,100 Asphalt GPS, VOR 16 Windham (IJD) 2 4,271 Asphalt RNAV, VOR 21 NM: Nautical Miles As illustrated on Figure 1-2, the service area for HFD consists of a 20 nautical mile (NM) ring (shown in yellow). Skylark, Simsbury, and Ellington Airports are not competitors to HFD for business aircraft due to their smaller runways and lack of instrument approaches. While BDL is a commercial service airport, it is the largest competitor for HFD due to BDL’s available amenities, its relative proximity to downtown, and the lack of congestion. There is a large amount of available land and airspace that can be utilized by business aircraft. BDL’s long- term strategic goal is to serve commercial airline and cargo activity, with business aircraft as a secondary goal. HFD’s primary role is to serve business and light GA activities. Proposed improvements included in the master plan update will address this overall goal. It is considered a reliever airport by the Federal Aviation Administration’s (FAA) National Plan of Integrated Airports System (NPIAS), to relieve congestion at the commercial service airport, BDL, and to provide improved general aviation (GA) access to the overall community. Due to the operating differences between smaller GA aircraft and larger commercial aircraft, pilots can find congested commercial airspace difficult to maneuver. In order to be eligible for the reliever designation, an airport must have 100 or more based aircraft or at least 25,000 annual operations. DRAFT Page 1-4 Hartford-Brainard Airport Airport Master Plan Update In May 2012, the FAA released the General Aviation Airports: A National Asset, which reviewed the current classification system. The FAA understood that the previously classifications did not always provide the information necessary to effectively plan for future infrastructure and under the value to the community of an airport. Under this study, HFD has a service level of Reliever and category of Regional. A regional airport supports regional economies by connecting communities to statewide and interstate markets. They are located in metropolitan areas and serve relatively large populations. More sophisticated aircraft operate at these airports and account for 37 percent of total flying at GA airports. The specific criteria used to define the regional category include located in Metropolitan Statistical Area (MSA) and 10 or more domestic flights over 500 miles, 1,000 or more instrument operations, 1 or more based jets, or 100 or more based aircraft. The NPIAS program will begin utilizing these categories in their 2013 to 2017 report. Figure 1-2 Hartford-Brainard Airport Service Area DRAFT Page 1-5 Hartford-Brainard Airport Airport Master Plan Update Socioeconomic Characteristics Demand for aviation facilities depends largely upon the demographic and economic characteristics of a given region. Population represents the most significant socioeconomic indicator used to determine aviation demand. Table 1-2 provides city, county, state, and national population levels for 1990, 2000, and 2010, as well as projected values for 2015 from the Connecticut Economic Resource Center (CERC). Table 1-2 – Population % Change AAGR 2015, Area 1990 2000 2010 (1990-2010) (1990-2010) Projected City of Hartford 139,739 121,578 121,599 -13.0% -0.65% 121,689 Hartford County 851,783 857,183 880,467 3.4% 0.17% 890,564 Connecticut 3,287,116 3,405,565 3,511,137 6.8% 0.34% 3,545,169 United States 248,765,170 281,421,906 308,745,538 24.1% 1.21% 322,365,787 Source: Connecticut Economic Resource Center AAGR: Average Annual Growth Rate The City of Hartford’s population declined by 13 percent over the 20-year period from 1990- 2010. This local decline stands in contrast to the population gains experienced at the county, state, and national levels: Hartford County’s population increased by 3.4 percent, the State of Connecticut’s population increased by 6.8 percent, and the total United States (U.S.) population increased by 24.1 percent over this time period. Population loss has occurred within the city itself as residential preferences have shifted to increasingly favor suburban over urban living. Connecticut has grown at a slower rate than the country as a whole, due to declines in manufacturing and other key regional industries, and less immigration relative to states in the southern and western U.S. Positive, but minimal, population growth (less than 0.1 percent) is projected for the City of Hartford over the period from 2010 to 2015, with more significant growth anticipated at the larger geographic levels over this period. Table 1-3 summarizes 2010 unemployment and per capita income values at each level of geography. While unemployment rates change regularly, the comparative values typically remain consistent. Table 1-3 – Unemployment & Income Unemployment Per Capita Area %* Income** City of Hartford 16.1% Not Available Hartford County 9.7% $51,234 Connecticut 9.1% $55,296 United States 9.6% $39,635 Source: *U.S. Bureau of Labor Statistics, 2010 Averages; **U.S. Bureau of Economic Analysis, 2009 Values DRAFT Page 1-6 Hartford-Brainard Airport Airport Master Plan Update 2010 unemployment rates are high at all levels of geography summarized in Table 1-3, due to the challenging economic conditions experienced during that year. The City of Hartford’s 16.1 percent unemployment rate is particularly high, indicating that the area’s urban center has experienced a greater degree of recent economic hardship than the region as a whole. 1.2 Regional Economic Development The Metropolitan District Commission (MDC) has managed the region’s water and sewer systems since 1929. One of their largest waste water processing facilities is located adjacent to the airport along the southern border. The MDC is moving forward with a one billion dollar investment to improve the area’s water quality and protect health and safety of the local community during high water events such as storms. This project will expand the capacity and capabilities of the facility, including upgrading to more modern technologies.
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