To produce a realistic and adequate plan for future growth at Dubuque Regional Airport (DBQ), it is essential to understand the framework within which the airport functions. An initial task within this master plan consists of gathering data to provide a clear defini‐ tion of the airport’s physical and operational features, including facilities, users, and activity levels, as well as specific information related to the airspace, air traffic ac‐ tivity, adjacent land use and zoning, and role of the airport. The information that follows formed the baseline for developing this report.
The initial action necessary in preparing a master plan is the collection of all pertinent data that relates to the area served by DBQ, as well as the airport itself. This inventory was conducted using the following sources of information:
Airport Certification Manual (ACM), Dubuque Regional Airport, October 2006, with subsequent up‐ dates Dubuque Regional Airport Master Plan, 2005 Iowa Aviation System Plan 2010‐2030 Technical Report, 2010 Dubuque County Regional Comprehensive Plan, 2013 City and county websites Airport communication and on‐site visits Aerial and ground photography Interviews with airport staff, tenants, and users Federal, state, and local publications Project record drawings
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AIRPORT SETTING
LOCALE
DBQ is located approximately eight miles south of the City of Dubuque in northeastern Iowa. The city is situated along the Mississippi River on the borders of Iowa, Wisconsin, and Illinois and is the county seat of Dubuque County. The city has an estimated population of 58,4101. The broader Dubuque Metropol‐ itan Statistical Area (MSA), which consists of Dubuque County, has an estimated population of 96,5711.
The City of Dubuque has a land area of 31.63 square miles. It is the oldest city in Iowa and one of the oldest settlements west of the Mississippi River. Dubuque is home to the University of Dubuque, which offers internationally accredited aviation programs in a variety of disciplines. State Highway 20 provides east/west access to the city, and State Highways 52 and 61 connect Dubuque to northern and southern points. Exhibit 1A depicts the regional setting.
DBQ is the only public‐use airport in Dubuque County; the only other airport in the county is Anderson Airport (A54), which is a private‐use facility.
LAND USE
DBQ is situated on more than 1,100 acres at an elevation of 1,076 feet mean sea level (MSL). A variety of land uses surround the airport, including agriculture, residential, industrial, and highway business. Area land use surrounding the airport can have a significant impact on operations and growth. Under‐ standing the land use issues surrounding the airport will assist in making appropriate recommendations for the future sustainability of DBQ in terms of economic development and environmental compatibility.
Exhibit 1B presents the land use plan sourced from Dubuque County Planning and Zoning Department. Land to the south, west, and northeast of the airport is zoned Agricultural, shown in pink on the map. North of U.S. Highway 151, the light green shading represents Rural Residential areas, along with a small pocket just west of the intersection with Highway 61, which is zoned Industrial and shown in orange. Single Family Residential zoning lies to the east of Highway 61 and is shown in blue shading.
TRANSPORTATION PLANS
The Dubuque County Regional Comprehensive Plan, adopted in January 2013, outlines the county’s de‐ velopment plans and vision for the future. Within the Transportation section, Goal 7 focuses on DBQ specifically:
“To provide safe and efficient airport services to the community and the region, in coordination with the Airport Master Plan.”
1 Source: U.S. Census Bureau, 2017 Population Estimate
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Lake Park Rock Rapids Northwood Spirit Lake Estherville Buffalo Center Saint Ansgar Cresco Lansing George 35 Milford Manly Osage Decorah Forest City Waukon 71 65 63 Rock Valley Sheldon Hartley 218 18 Clear Lake Mason City Calmar BR Spencer 18 Sioux Center Emmetsburg 18 52 18 Britt Garner Nora Springs Charles City Postville 75 Algona Hawarden Orange City New Hampton Alton Paullina 169 Fredericksburg 69 Nashua 18 West Union 59 Sheffield Greene Sumner Fayette Elkader Akron Marcus Laurens Belmond Remsen Tripoli Guttenberg Le Mars Cherokee Clarion Clarksville Waverly Pocahontas Humboldt Hampton Alta Shell Rock Oelwein Strawberry Point Storm Lake Eagle Grove Denver
Kingsley Newell 52 Manson 35 Iowa Falls 20 Sioux City Fort Dodge 20 Holstein Webster City Cedar Falls Evansdale Independence ManchesterDubuque Sac City 20 Farley Sergeant Bluff Ida Grove 20 Rockwell City Grundy Center Hudson Jewell Eldora Reinbeck La Porte City DUBUQUE Odebolt Lake View 151 Cascade 71 Lake City Bellevue Sloan Conrad 63 Story City 65 REGIONAL Monticello 52 Traer 218 Vinton Mapleton Roland 380 Central City Carroll 169 61 Ogden Boone AIRPORT Onawa 30 Marshalltown Marion Maquoketa Preston Glidden Ames State Center 29 30 Denison Jefferson Toledo Cedar Rapids 67 Tama Mount Vernon Manning Coon Rapids Madrid Huxley Belle Plaine 30 De Witt Clinton Dunlap Perry 151 30 Woodward 69 Marengo Solon Camanche Grinnell Tipton Audubon Ankeny 6 North Liberty Woodbine 59 Brooklyn Panora Dallas Center Bondurant Newton Harlan 35 Colfax 80 Williamsburg Iowa City Eldridge Logan Guthrie Center Adel Altoona 80 6 Prairie City Walcott Le Claire 235 Montezuma Missouri Valley 6 Stuart Des Moines Monroe Davenport West Liberty 61 680 Avoca 80 Carlisle New Sharon Wellman Kalona Buffalo Anita Norwalk Pella Muscatine Atlantic Pleasantville 80 Indianola Knoxville Oakland6 Winterset Oskaloosa Sigourney Columbus Junction Council Bluffs Greenfield Washington Griswold 63 Wapello Eddyville Winfield 218 Creston 169 Glenwood Red Oak 71 Albia Malvern Corning Osceola Chariton 34 Ottumwa Fairfield Mediapolis 34 35 Mount Pleasant 275 69 Villisca 65 Eldon New London 29 Lenox 34 59 Burlington Shenandoah Bloomfield Sidney Clarinda Leon Corydon Centerville Keosauqua West Point Mount Ayr 61 Bedford Fort Madison Hamburg Lamoni
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Exhibit 1A Inventory | DRAFT 1-3 AIRPORT VICINITY MAP
The Comprehensive Plan goes on to identify eight objectives pertaining to this transportation goal. Ob‐ jective 7.1 aims to, “Promote the Dubuque Regional Airport as the center of airline passenger activity for northeast Iowa, northwest Illinois, and southwest Wisconsin.” To accomplish this, the county is com‐ mitted to expanding aviation services and development at the airport, as well as coordinating with local officials, businesses, and citizens to promote the airport, as detailed in other objectives within the Com‐ prehensive Plan.
CLIMATE
Knowledge of climate and typical regional weather conditions greatly enhances a pilot’s flying capabili‐ ties. Likewise, the ability to prepare for these conditions enhances the use of an airport. High surface temperatures and high humidity increase runway length requirements. Runway orientation is depend‐ ent on predominant wind patterns for the area. Cloud cover percentages and frequency of other climatic conditions also determine the need for navigational aids and lighting.
Dubuque’s climate is described as humid continental, with four distinct seasons. Exhibit 1C summarizes climatic data sourced from the National Oceanic and Atmospheric Administration (NOAA) Dubuque Re‐ gional Airport automated surface observation system (ASOS) weather station. Temperature and precip‐ itation data are sourced from the Dubuque Regional Airport ASOS (station ID: USW00094908) from the period 1980‐2010. Wind data presented represents 128,159 total weather observations for the period beginning January 1, 2009 through December 31, 2018, also sourced from the airport ASOS. This data shows an average annual high temperature of 72.0 degrees and an average annual low temperature of 19.0 degrees. July is the warmest month of the year with average highs reaching the low 80s, and Janu‐ ary is the coolest month of the year with average lows in the teens. Precipitation is most plentiful during the months of June and August, which average 4.4 inches of precipitation each month. The region ex‐ periences significant snowfall amounts, totaling 41.9 inches during the winter months on average each year. Wind patterns for the airport indicate winds are typically out of the northwest. Wind speeds reach their peak in the springtime, with April averaging the fastest wind speeds at 10.57 knots.
Table 1A details weather conditions at the airport over a continuous ten‐year period. Visual meteoro‐ logical conditions (VMC) at DBQ occur 88.34 percent of the time. When under VMC conditions, pilots are able to operate using visual flight rules (VFR) and are responsible for maintaining proper separation from objects and other aircraft. Instrument meteorological conditions (IMC) account for all‐weather conditions less than VMC conditions that still allow for aircraft to safely operate under instrument flight rules (IFR). Under IFR, pilots rely on instruments in the aircraft to accomplish navigation. IMC conditions occur approximately 6.33 percent of the time. When weather conditions are lower than the available approach minimums, the airport is essentially closed to traffic. Less than IMC conditions are present approximately 5.33 percent of the time.
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A-1 Exhibit 1B ZONING MAP ZONING
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R-1 2500 DRAFT Airport Commercial Airport Operations Airport Agricultural Agricultural Rural Residential Residential Single Family Industrial Residential Agricultural Business Business Highway Conservancy Planned Complex Heavy Industrial |
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R-2 0 Google Earth 3/24/2018 Dubuque County Planning and Zoning Department Planning and Zoning Dubuque County Source:
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Inventory | DRAFT 1-6 MONTHLY TEMPERATURES 100
81.9 80 78.5 79.8 72 72.4 69.1 68.3 70 62.1 62 60 60 58.2 58.8 58.1 60.3 51.6 48.2 48.4 50 79.8 44.2 40 37.8 40 36.7 31.6 35.4 30.2 26.7 Average High 28.5 Temperature (˚F) Temperature 23.7 26.6 22.8 20 19 Average Temperature 15.8 15.3 11.2 Average Minimum
Jan Feb Mar April May June July Aug Sept Oct Nov Dec MONTHLY PRECIPITATION 5 4.4 4.31 4.4 4.55 4.19 4 3.66 3.46 3.55 3 2.66 2.41 2.35 2.55 1.84 2 1.44 1.55 1.17 Precipitation (in inches) Precipitation 1 .55
Jan Feb Mar April May June July Aug Sept Oct Nov Dec SNOWFALL 14 11.8 10 10 9
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Jan Feb Mar April May June July Aug Sept Oct Nov Dec MONTHLY WIND DATA 12 10.57 9.84 9.84 9.73 10 9.68 8.94 9.36 8.57 7.59 8 6.95 6.42 6.04 6
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Exhibit 1C Inventory | DRAFT 1-7 CLIMATE AND WIND PATTERNS
TABLE 1A Weather Conditions Dubuque Regional Airport Condition Cloud Ceiling Visibility Percent of Total VMC > 1,000' AGL > 3 statute miles 88.34 IMC > 500' AGL and < 1,000' AGL 1‐3 statute miles 6.33 PVC < 500' AGL < 1 statute mile 5.33 VMC ‐ Visual Meteorological Conditions PVC ‐ Poor Visibility Conditions IMC ‐ Instrument Meteorological Conditions AGL ‐ Above Ground Level Source: National Oceanic and Atmospheric Administration (NOAA) ‐ National Climatic Data Center. Airport ob‐ servations from January 2009 – December 2018.
AIRPORT HISTORY
Aviation history in Dubuque dates back to 1928, when community leaders leased a field near Nutwood Park, north of the city. A turf runway was established, but hills surrounding the airport made it difficult for pilots to safely use the airstrip. In 1934, the airfield was abandoned, and the city’s first municipal airport was opened on a new site at City Island. This location, too, proved hazardous and was ultimately decommissioned in 1948. That same year, Dubuque Municipal Airport began operations at its present‐ day location, with the official dedication taking place in October 1948.
Facilities were developed and expanded during the years following the airport’s opening, and commer‐ cial service first became available in 1955 with Ozark Air Lines providing passenger flights. A new termi‐ nal building was constructed in 1968 and the airport traffic control tower (ATCT) added in 1973. In 1988, the terminal building was updated, and the airport became known as Dubuque Regional Airport.
The 1990s experienced record enplanements at DBQ, highlighting the need for a new and expanded terminal building and other facilities. A Terminal Area Study was completed in 2003, with subsequent studies pertaining to the new terminal taking place throughout the 2000s. Site work on the new terminal began in 2011, and it was opened to the public in June 2016.
The airport currently (2019) offers daily service to Chicago O’Hare via American Airlines’ regional carrier, Envoy Air. Charter services are also available from Sun Country Airlines, with direct flights to Biloxi, MS and Laughlin, NV.
A timeline of the airport’s commercial service is available on the following page in Figure 1A.
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Figure 1A DBQ Commercial Service History
FAA AIRPORT IMPROVEMENT PROGRAM (AIP) PROJECTS
To assist in funding capital improvements, the FAA has provided funding assistance to the airport through the Airport Improvement Program (AIP). The AIP is funded through the Aviation Trust Fund, which was established in 1970 to provide funding for aviation capital investment programs (aviation development, facilities and equipment, and research and development). The Trust Fund also finances a portion of the operation of the FAA and is funded by user fees, taxes on airline tickets, aviation fuel, and various aircraft parts.
Table 1B summarizes FAA AIP grants for Fiscal Year (FY) 1999 through FY 2017. The FAA has granted more than $45.4 million for improvements at DBQ over 18 years.
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TABLE 1B FAA AIP Grant History FY1982‐2015 Dubuque Regional Airport Fiscal Year Grant # Project Description AIP Grant Total 23 Extend Runway (Phase II) $367,856 24 Extend Runway (Phase III) $1,247,085 1999 Rehabilitate and Extend Runway (Phase IV); Improve Runway Safety Area; Reconstruct Taxiway; Install 25 $2,430,000 Partial Instrument Approach Aid (Design Only); Install Runway Sensors 26 Rehabilitate Runway $3,557,019 2000 27 Rehabilitate Runway; Install Partial Visual/Vertical Guidance System, Phase II $809,203 28 Conduct Terminal Building Study $36,000 29 Install Perimeter Fencing $226,867 2001 Relocate Glide Slope; Install Localizer, Outer Marker, and Medium Intensity Approach Light System 30 $1,476,000 with Rail (MALSR) on Rwy 36, Phase III 31 Rehabilitate Taxiway $739,124 2002 31 Rehabilitate Taxiway Lighting $248,537 31 Security Enhancements $29,489 32 Acquire Snow Removal Equipment (SRE) $612,000 2003 33 Conduct Misc. Study; Conduct Environmental Study $261,000 2003 34 Master Plan Update $169,389 35 Conduct Misc. Study $24,219 2004 36 Acquire SRE $433,242 37 Improve Terminal Building; Install Misc. NAVAIDS $652,288 38 Improve SRE Building (Expand/terminal security access) $636,280 2005 39 Conduct Misc. Study (Drainage) $46,550 40 Acquire Aircraft Deicing Equipment; Acquire Aircraft Rescue & Fire Fighting (ARFF) Vehicle $820,264 2006 41 Acquire Equipment $241,347 42 Conduct Misc. Study (PCI Study) $28,167 2007 43 Improve Runway Safety Area (RSA) – 13/31 $47,952 44 Safety Management System (SMS) Program $95,000 45 Construct Terminal Building (Land) $1,429,000 2009 46 Construct Terminal Building (Design – site work) $794,818 47 Improve RSA (Phase 2 Design) – 13/31 $207,623 48 Improve RSA (Construction) – 13/31 $743,772 Construct Terminal Building (Design – site work & grading, entrance road, terminal apron, terminal 51 $1,944,471 building, landside circ loop/parking, water/wastewater, parallel/connecting twy, service road) 2010 52 Collect airport data for Airports Geographic Information System $456,000 53 SMS Program $208,930 54 Conduct Misc. Study (PCI Study) $29,070 49 Construct Terminal Building (Terminal facility) $3,605,165 2011 50 Rehabilitate Taxiway (taxilane around t‐hangar) $387,677 55 Construct Terminal Building (Terminal facility – construct building) $7,082,854 2012 56 Construct Terminal Building (Terminal facility – construct apron) $2,803,094 2013 57 Construct Terminal Building (Utilities) $1,987,313 Construct Terminal Building (Passenger boarding bridge, baggage handling system, FIDS/BIDS, fixed ter‐ 2014 59 $1,948,722 minal furnishings and equipment) 2015 58 Construct Terminal Building $5,029,230 2016 60 Construct Terminal Building $556,508 2016 61 Construct Terminal Building $923,643 62 Conduct Misc. Study $45,180 2017 63 Construct Terminal Building $788,868 2018 64 SRE Acquisition $817,492 2019 65 Master Plan Update $503,937 Total $47,528,245 Source: Airport and FAA grant history records Note: All AIP funded projects included a locally funded match.
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AIRPORT ADMINISTRATION
The airport is owned by the City of Dubuque and operated and managed by the Airport Commission, which functions as a department within the city government. The Commission consists of five members appointed by the City Council for four‐year terms and serves to manage, control, and operate DBQ. Board meetings are held on the fourth Monday of each month in the Dubuque Jet Center Conference Room.
Day‐to‐day operations of DBQ are overseen by the Airport Director and a staff which includes operations, maintenance, fixed base operator (FBO), accounting, and marketing personnel. The Airport Director is also assisted by three standing taskforces dedicated to air service development, advertising, and general aviation. The Airport Administration office is open Monday through Friday from 8:00 a.m. to 5:00 p.m.
ECONOMIC IMPACT
In 2009, a report was published by the Iowa Department of Transportation (DOT) to identify the impact and relationship of airports in Iowa with the statewide economy. A summary of DBQ’s economic impact is provided in Table 1C. The airport’s current economic impact is included as an appendix to this report (to be inserted later).
TABLE 1C 2009 Economic Impacts Dubuque Regional Airport Description Direct/Indirect Induced Total Employment 248 135 383 Annual Payroll $8,190,900 $5,081,100 $13,272,000 Annual Output $20,830,200 13,556,000 $34,386,200 Annual Commercial Service Visitor Expenditures $3,540,792 Annual General Aviation Visitor Expenditures $1,476,200 Source: The Uses and Benefits of Aviation in Iowa, 2009
THE AIRPORT’S SYSTEM ROLE
Airport planning takes place at the local, regional, state, and national levels. Each level has a different emphasis and purpose. On the national level, Dubuque Regional Airport is included in the National Plan of Integrated Airport Systems (NPIAS). On the state level, the airport is included in the Airport System Plan. The local planning document is the Airport Master Plan, which was last updated in 2005.
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FEDERAL AIRPORT PLANNING
The role of the federal government in the development of airports cannot be overstated. Many of the nation’s existing airports were either initially constructed by the federal government or their develop‐ ment and maintenance was partially funded through various federal grant‐in‐aid programs to local com‐ munities. In large measure, the system of airports existing today is due, in part, to the existence of federal policy that promotes the development of civil aviation. As part of a continuing effort to develop a national airport system to meet the needs of civil aviation and promote air commerce, the United States Congress has continually maintained a national plan for the development and maintenance of airports.
The current national airport system plan is the NPIAS 2019‐2023. A primary purpose of the NPIAS is to identify the airports that are important to national transportation, which includes all commercial service airports, all reliever airports, and selected general aviation airports. The NPIAS identifies 3,328 public‐ use airports (3,321 existing and 7 proposed) which are eligible to receive development grants under the FAA Airport Improvement Program (AIP).
Dubuque Regional Airport is classified as a nonhub primary commercial service airport in the NPIAS. The term “hub” is used by the FAA to identify very busy commercial service airports as measured by passen‐ ger enplanements (boardings). Primary commercial service airports are grouped into four categories. Large hubs are those airports that each account for at least one percent of total U.S. passenger enplane‐ ments; medium hubs account for between 0.25 percent and one percent; small hubs account for be‐ tween 0.05 percent and 0.25 percent; and nonhubs account for less than 0.05 percent of all enplane‐ ments, but more than 10,000 annual enplanements. There are 247 nonhub primary commercial service airports that together account for 3.3 percent of all enplanements. These airports are used heavily by general aviation aircraft, with an average of 87 based aircraft. Table 1D presents the types of airports included in the NPIAS.
TABLE 1D NPIAS Distribution of Activity Number of % of 2016 % of Based Air‐ Airport Type % NPIAS Cost1 Airports Enplanements craft 30 Large Hub Primary Commercial 72.5 0.0 23.5 31 Medium Hub Primary Commercial 15.9 1.7 10.5 72 Small Hub Primary Commercial 8.2 4.8 11.9 247 Nonhub Primary Commercial 3.3 10.2 15.2 380 Total Primary Airports 99.8 16.7 61.1 88 General Aviation – National 0.0 10.5 5.3 492 General Aviation – Regional 0.0 22.3 12.1 1,278 General Aviation – Local 0.0 21.3 14.5 840 General Aviation – Basic 0.0 3.4 6.2 243 General Aviation – Not Classified 0.0 1.1 0.0 7 Planned New/Replacement Airports NA NA NA 3,321 Existing NPIAS Airports 99.8 75.3 99.2 16,306 Non‐NPIAS Airports 0.2 24.7 N/A Source: 2019‐2023 National Plan of Integrated Airport Systems (NPIAS) 1 These costs are rounded and do not include the cost for new airports (one percent).
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14 CFR Part 139 Certification
An airport must have an Airport Operating Certificate (AOC) if it is serving air carrier aircraft with more than nine seats or serving unscheduled air carrier aircraft with more than 30 passenger seats. 14 CFR Part 139 (Part 139) describes the requirements for obtaining and maintaining an AOC. This includes meeting various Federal Aviation Regulations (FARs).
Airports are classified in the following categories based on the type of air carrier operations served:
Class I Airport – an airport certificated to serve scheduled operations of large air carrier aircraft (31 passenger seats or more) that can also serve unscheduled passenger operations of large air carrier aircraft and/or scheduled operations of small air carrier aircraft. DBQ is a Class I Airport.
Class II Airport – an airport certificated to serve scheduled operations of small air carrier aircraft (10 to 30 passenger seats) and unscheduled passenger operations of large air carrier aircraft. A Class II Airport cannot serve scheduled large air carrier aircraft.
Class III Airport – an airport certificated to serve scheduled operations of small air carrier aircraft. A Class III Airport cannot serve scheduled or unscheduled large air carrier aircraft.
Class IV Airport – an airport certificated to serve unscheduled passenger operations of large air car‐ rier aircraft. A Class IV Airport cannot serve scheduled large or small air carrier aircraft.
The regulation (which implemented provisions of the Airport and Airway Development Act of 1970, as amended Nov. 27, 1971) set standards for: the marking and lighting of areas used for operations; fire‐ fighting and rescue equipment and services; the handling and storing of hazardous materials; the iden‐ tification of obstructions; and safety inspection and reporting procedures. It also required airport oper‐ ators to have an FAA‐approved Airport Certification Manual (ACM). A Class I Airport must comply with all sections of Part 139.
The ACM is a required document that defines the procedures to be followed in the routine operation of the airport and for response to emergency situations. The ACM is a working document that is updated annually. It reflects the current condition and operation of the airport and establishes the responsibility, authority, and procedures as required. There are required sections for the ACM covering administrative detail and procedural detail. Each section independently addresses: who (primary/secondary), what, how, and when as it relates to each element.
The administrative sections of the ACM cover such elements as the organizational chart, operational responsibilities, maps, descriptions, weather sensors, access, and cargo. The procedural elements cover such items as paved and unpaved areas, safety areas, lighting and marking, communications and navi‐ gational aids, airport rescue and firefighting (ARFF), handling of hazardous material, utility protection,
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public protection, self‐inspection program, ground vehicle control, obstruction removal, wildlife man‐ agement, and construction supervision. DBQ has a current, approved ACM, which was most recently revised on February 27, 2017.
AVIATION ACTIVITY
Records of airport operational activity are essential for determining required facilities (types and sizes), as well as eligibility for federal funding. Airport and tower staff and the FAA record key operational statistics, including aircraft operations, enplaned passengers, and based aircraft. Analysis of historical activity levels aid in projecting future trends which will enhance the airport’s ability to plan for facility demands in a timely manner. The following sections detail specific operational activities.
OPERATIONS
Aircraft operational statistics at the airport are recorded by the airport traffic control tower (ATCT). The ATCT is owned and operated by Midwest ATC and is the only contract tower in the State of Iowa. The tower is operated daily from 6:00 a.m. to 8:00 p.m. Among other duties, the ATCT counts aircraft oper‐ ations, which are defined as either a takeoff or a landing. Aircraft operations are segregated into four general categories: air carrier, air taxi, military, and general aviation. Air carrier operations are per‐ formed by commercial airline aircraft with greater than 60 seats. Air taxi operations are generally asso‐ ciated with commuter aircraft, but also include for‐hire and/or fractional ownership operated general aviation aircraft. Military operations are those conducted by airplanes and helicopters with a military identification. General aviation includes all other aviation activity from small ultralights to large business jets.
Records of airport operational activities are essential for determining required facilities (types and sizes), as well as eligibility for federal funding. A detailed account of aircraft operations (takeoffs and landings) for DBQ is available dating back to 1990. Exhibit 1D provides a summary of operational statistics, includ‐ ing the breakdown of itinerant and local operations. According to the historical data, DBQ had its peak commercial operations (air carrier and air taxi) levels in 1999 with close to 9,400 operations. Those figures have since declined to 1,914 in 2018. Total operations peaked in 1990, at over 64,000 operations, and remained steady for three years before declining throughout the mid‐90s. Since a low of 34,356 operations in 1996, total operations steadily increased until 2008, when they dropped slightly to 51,527 operations. The 2010s have shown fluctuations in airport operations, with a low of 42,304 in 2012 and a high of 56,959 in 2017. The airport closed out 2018 with a reported 56,344. Total operations for 2017 and 2018 represent the airport’s highest totals since 1992.
Operations are further sub‐categorized as either itinerant or local. Itinerant operations are those made by aircraft which arrive from or depart to destinations outside the local operating area. Local operations are associated primarily with touch‐and‐go or pilot training activity. Over the past 25 years, itinerant
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MONTHLY OPERATIONS (2018) Itinerant Local BASED AIRCRAFT MONTHLY OPERATIONS Air Air General Total Total 7 Month Carrier Taxi Aviation Military Itinerant Civil Military Total Operations Number Year of Aircraft 6 Jan 4 172 1,597 4 1,777 3,134 2 3,136 4,913 Feb 0 138 1,783 8 1,929 2,773 2 2,775 4,704 1990 46 Mar 2 160 2,062 5 2,229 3,448 2 3,450 5,679 5 1991 50 Apr 4 165 2,218 5 2,392 3,083 2 3,085 5,477 May 2 114 1,777 27 1,920 1,460 3 1,463 3,383 1992 63 4 Jun 4 123 1,575 7 1,709 1,318 2 1,320 3,029 1993 63 Jul 1 166 2,288 46 2,501 1,244 0 1,244 3,745 3 Aug 4 169 1,730 11 1,914 1,286 0 1,286 3,200 1994 56 Sept 0 159 2,792 32 2,983 2,677 10 2,687 5,670 2 Oct 4 197 2,772 6 2,979 3,620 4 3,624 6,603 1995 56
Nov 5 152 2,129 0 2,286 4,190 4 4,194 6,480 (in thousands) OPERATIONS MONTHLY 1996 63 1 Dec 2 167 1,356 12 1,537 1,924 0 1,924 3,461 FEBJAN MAR APR MAY JULJUN AUG OCTSEP NOV DEC 1997 63 Total 32 1,882 24,079 163 26,156 30,157 31 30,188 56,344 Total Itinerant Total Local Total Operations ANNUAL OPERATIONS 1998 63 ANNUAL OPERATIONS Itinerant Local 80 1999 64 Air Air General Total Total 70 Year Carrier Taxi Aviation Military Itinerant Civil Military Total Operations 2000 64 1990 5 7,414 28,638 383 36,440 27,876 142 28,018 64,458 60 2001 73 1991 87 7,640 27,963 222 35,912 26,128 20 26,148 62,060 50 1992 28 8,073 29,936 269 38,306 27,008 30 27,038 65,344 2002 74 1993 371 8,100 23,026 284 31,781 19,839 84 19,923 51,704 40 1994 180 6,565 20,242 226 27,213 14,321 97 14,418 41,631 2003 76 1995 99 6,667 20,087 150 27,003 11,849 174 12,023 39,026 2004 79 30 1996 59 5,326 17,952 77 23,414 10,926 16 10,942 34,356 1997 41 5,586 19,309 123 25,059 16,114 14 16,128 41,187 2005 79 20 1998 18 6,770 20,243 98 27,129 18,480 14 18,494 45,623 1999 2 9,389 22,714 84 32,189 13,124 40 13,164 45,353 2006 76 10 ANNUAL OPERATIONS (in thousands) OPERATIONS ANNUAL 2000 6 8,850 21,302 64 30,222 14,424 10 14,434 44,656 2007 76 2001 0 6,946 21,333 112 28,391 19,434 126 19,560 47,951 ‘90 ‘91‘92 ‘96‘94‘93 ‘97 ‘99‘98 ‘01 ‘02 ‘03 ‘11‘09‘08‘07‘06‘04 ‘12 ‘14‘13 ‘16 ‘17 ‘18 1995 2000 2005 2010 2015 2002 42 5,058 24,905 49 30,054 23,566 24 23,590 53,644 2008 74 2003 38 4,049 27,407 61 31,555 22,041 28 22,069 53,624 Total Itinerant Total Local Total Operations 2004 28 3,630 28,585 124 32,367 22,949 12 22,961 55,328 2009 74 BASED AIRCRAFT 125 2005 28 3,959 25,877 72 29,936 25,049 37 25,086 55,022 2006 4 4,117 26,651 110 30,882 22,980 16 22,996 53,878 2010 74 2007 8 3,961 26,287 152 30,408 23,312 48 23,360 53,768 2011 74 2008 4 4,415 24,377 154 28,950 22,537 40 22,577 51,527 100 2009 14 3,719 23,657 141 27,531 20,298 96 20,394 47,925 2012 75 2010 18 2,811 23,135 163 26,127 23,588 37 23,625 49,752 2011 24 2,776 21,639 186 24,625 22,204 37 22,241 46,866 2013 64 75 2012 24 2,016 19,891 145 22,076 20,167 61 20,228 42,304 2014 64 2013 35 1,811 21,490 100 23,436 24,313 102 24,415 47,851 2014 19 1,792 20,017 54 21,882 23,155 88 23,243 45,125 2015 64
2015 23 1,809 22,375 96 24,303 27,636 66 27,702 52,005 BASED AIRCRAFT 50 2016 28 1,992 21,756 121 23,897 28,692 54 28,746 52,643 2016 64 2017 27 2,105 23,374 87 25,593 31,286 80 31,366 56,959 2017 64 2018 32 1,882 24,079 163 26,156 30,157 31 30,188 56,344 25 2018 65 ‘90 ‘91‘92 ‘93 ‘94 ‘96 ‘97 ‘98 ‘99 ‘03‘02‘01 ‘04 ‘06 ‘09‘08‘07 ‘14‘13‘12‘11 ‘16 ‘17 ‘18 1995 2000 2005 2010 2015 Sources: The Operations Network (OPSNET) for years 1990-1999; Airport Records for years 2000-2018 1995 2000 2005 2010 2015 Exhibit 1D Inventory | DRAFT 1-15 HISTORIC AIRCRAFT OPERATIONS AND BASED AIRCRAFT
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Inventory | DRAFT 1-16
operations have averaged approximately 57 percent of total operations with local operations averaging approximately 43 percent.
An examination of monthly total operations at DBQ from January 2014 through December 2018 shows some seasonal fluctuations over the course of the year. Winter months typically have the lowest activity, with another dip occurring in late spring and summer. The busiest months in terms of operations are in the early spring and fall, coinciding with the University of Dubuque’s flight training program. Over this time period, the airport has averaged 4,385 operations per month.
PASSENGER ACTIVITY
Passenger traffic is collected and analyzed by recording the number of passengers who arrive (deplane) or depart (enplane) commercial service aircraft. Enplanement levels are the primary consideration by the FAA when determining certain available funding levels. Passenger enplanement figures are used to determine terminal building space capacities, automobile parking requirements, automobile access ca‐ pacities, etc.
The FAA provides annual entitlement funds based upon the level of enplanements reached at the airport. Passenger counts on each flight are recorded by the airlines and reported to the airport and the FAA on a monthly basis. Charter enplanements, such as those occurring through general aviation facilities at DBQ, are also reported to the FAA.
Since deregulation of the airlines occurred in 1978, passenger enplanements peaked in 2000 at 58,326 enplanements. A sharp decline occurred in 2003, coinciding with the fallout of the events of 9/11, when 38,599 enplanements occurred. Enplanement levels rebounded somewhat in 2006 and 2007, before declining once again in 2009‐2010 due to the Great Recession. Since 2013, passenger enplanements have steadily increased, with 38,800 recorded in 2018. Historical enplanements are illustrated on the following page in Figure 1B.
Calendar year 2018 enplanements by each operator are detailed in Table 1E. Envoy Air, which is a re‐ gional carrier for American Airlines, accounted for nearly 97 percent of all enplanements at DBQ. Charter operators account for the remaining enplanements.
TABLE 1E Enplanements by Operator ‐ 2018 Dubuque Regional Airport OPERATOR JAN FEB MAR APR MAY JUNE JULY AUG SEPT OCT NOV DEC 2018 Envoy Air1 3,062 2,693 3,181 3,144 2,489 2,767 3,582 3,301 3,322 3,633 3,019 3,092 37,285 Sun Country Charters 275 0 165 161 111 126 140 84 138 214 101 0 1,515 TOTAL 3,337 2,693 3,346 3,305 2,600 2,893 3,722 3,385 3,460 3,847 3,120 3,092 38,800 1 American Airlines feeder Source: Dubuque Regional Airport records.
Inventory | DRAFT 1-17
Figure 1B DBQ Enplanement History
BASED AIRCRAFT
Identifying the current number of based aircraft is important to the master plan analysis as this number helps determine existing demand for several different aviation facilities, including aircraft storage hangar space, parking aprons, pilot and passenger services, and various other aircraft support facilities.
Historic data for based aircraft was retrieved from several sources, including the FAA’s Terminal Area Forecast (TAF) and from the airport’s current based aircraft records. This based aircraft data from 1990 to 2018 shows based aircraft fluctuated between 46 and 64 from 1990 to 2000, then grew significantly to peak at 79 in 2004 and 2005. Based aircraft remained steady until 2013, when the total dropped to 64. Since then, based aircraft counts stabilized, with 65 aircraft reported in 2018. Airport records from July 2019 indicated a notable increase, with a count of 78 based aircraft.
Small, single‐engine piston aircraft make up approximately 67 percent (52 aircraft) of based aircraft and include representative aircraft, such as the Cessna 172 and Piper PA28. The airport has seven based multi‐engine piston aircraft, such as the Piper PA44 and Cessna 310. There are also four based helicop‐ ters, four based Beechcraft King Air turboprop aircraft, and 11 based jet aircraft.
Historical based aircraft counts are detailed on Exhibit 1D.
Inventory | DRAFT 1-18
AIRFIELD FACILITIES
Airport facilities can be functionally classified into two broad categories: airfield and landside. The air‐ field category includes those facilities directly associated with aircraft operations. The landside category includes those facilities necessary to provide a safe transition from surface to air transportation and support aircraft parking, servicing, storage, maintenance, and operational safety. This section describes the airfield facilities, including runways, taxiways, lighting, marking, navigational aids, and weather re‐ porting. Airfield facilities are depicted and detailed on Exhibit 1E.
RUNWAYS
DBQ has two concrete/grooved runways, both in good condition. Primary Runway 18‐36 measures 6,327 feet long and 150 feet wide and does not have any threshold displacements. Crosswind Runway 13‐31 measures 6,502 feet long and 100 feet wide. Runway gradient describes the average slope of a runway and is determined by dividing the runway’s high and low points by its length. Runway 18‐36 slopes down from the Runway 18 end toward the Runway 36 end by nearly 40 feet, resulting in a 0.6 percent gradient. Runway 13‐31 slopes down from the Runway 13 end toward the Runway 31 end by 14 feet, which results in a 0.2 percent gradient.
Runway load bearing strength for both runways is shown on Exhibit 1E. Single wheel loading (SWL) refers to design aircraft landing gear with a single wheel on each main landing gear strut. Dual wheel loading (DWL) refers to design aircraft landing gear with two wheels on each main landing gear strut. Dual tandem wheel loading (2D) refers to two wheels side‐by‐side, followed by two additional wheels side‐by‐side on each main landing gear strut.
TAXIWAYS
The taxiway system, shown on Exhibit 1E and summarized in Table 1F, consists of parallel, connecting, access, and entrance/exit taxiways. Taxiway pavements are constructed of both hot mix asphalt and concrete and vary in width from 35 feet to 100 feet. For reference, runway‐to‐taxiway separation dis‐ tances shown on the exhibit are measured from centerline‐to‐centerline.
Taxiway Hot Spots
A “hot spot” is an area on the airfield where safety can be compromised due to complex or confusing intersections of the runways and/or taxiways. They can arise due to issues with airfield geometry, ground traffic flow, or airfield signage and markings. In these locations, separation standards may be compromised, and surface incidents are more likely to occur.
Inventory | DRAFT 1-19
As indicated on Exhibit 1E, the FAA has defined three hot spots at Dubuque Regional Airport. The first, HS 1, occurs at Runway 18, where pilots taxiing to Runway 18 may experience line‐of‐sight difficulties due to the acute‐angled intersection with Taxiway A to the east. Moreover, Taxiway A continues west through the Runway 18 threshold to Runway 13, requiring an intermediate holding position. The taxiway route creates a potential for pilot confusion, especially for those unfamiliar with the system. The second and third hot spots, HS 2 and HS 3, are located at the intersections of Runway 13‐31 with Taxiways D and C, respectively. Pilots are advised to use caution when exiting the taxiway ramp areas, as these taxiways cross Runway 13‐31.
TABLE 1F Taxiway Data Dubuque Regional Airport Width Length Designation Description (ft) (ft) A 50‐75 6,795 Full‐length parallel taxiway to Runway 13‐31 and access point to apron area. Connecting taxiway from Taxiway A to Runway 13‐31; located approximately B 50 400 835’ from the Runway 31 threshold. Access/partial parallel taxiway from Taxiway A to Runway 18‐36. Transverses C 50 4,760 Runway 13‐31 and leads to Taxiways E, F, and H. Access/connector extends from Taxiway A, transverses Runway 13‐31, and leads D 35‐50 1,750 to the mid‐point of Runway 18‐36. Connector to Taxiway C, extending from Runway 18‐36; located approximately E 100 300 1,580 feet from the Runway 36 threshold. F 90 300 Terminal access via Taxiway C. G 90 300 Terminal access via Taxiways F and H. H 50 800 Terminal access via Taxiway C. Source: Dubuque Regional Airport, Airport Certification Manual; Coffman Associates analysis.
AIRFIELD LIGHTING
Airfield lighting systems extend an airport’s usefulness into periods of darkness and/or poor visibility. A variety of lighting systems are installed at the airport for this purpose. They are categorized by function as follows:
Airport Identification Lighting: The location of the airport at night or during low‐visibility weather is universally identified by a rotating beacon. A rotating beacon projects two beams of light, one white and one green, 180 degrees apart. The airport beacon is located immediately northwest of the old ter‐ minal building and is mounted on a 50‐foot tower.
Runway Pavement and Edge Lighting: Pavement edge lighting utilizes light fixtures placed near the edge of the pavement to define the lateral limits of the pavement. This lighting is essential for safe operations during night and/or times of low visibility in order to maintain safe and efficient access to and from the runway and aircraft parking areas. Runways 13‐31 and 18‐36 are equipped with a high intensity runway lighting (HIRL) systems. HIRL lights are split between white and yellow within the runway caution zone (last 2,000 feet of the runway).
Inventory | DRAFT 1-20
Jet Center Dr
Localizer Antenna
A MALSR 500’ Runway Data B Runway 18-36 Runway 13-31 A Supplemental Length (ft.) 6,327 6,502 Airport Rd Width (ft.) 150 150 PAPI-4 Windcone Pavement Surface Material Concrete Concrete C Pavement Surface Treatment Grooved Grooved Airport Traffic Pavement Condition Good Good Control Tower Lighted Taxiway Hotspot 3 Pavement Markings (Type, Condition) Precision, Good Precision, Good Traffic Pattern Left | Left Left | Left Windcone Runway Pavement Load Bearing Strength (lbs.) 400’ H G Single Wheel Gear Loading (SWL) 75,000 75,000 D Dual Wheel Gear Loading (DWL) 173,000 125,000 A Double Tandem Wheel Gear Loading 275,000 215,000 Localizer Antenna Runway Lighting 725’ Taxiway Hotspot 2 Runway Edge Lighting Taxiway Hotspot 1 Approach Lighting System (ALS) MALSR(36) MALS | MALSR Runway 13/31 (6,502' x 100') F Touchdown Point Yes (no lights) Yes (no lights) Runway End Identifier Lights (REILs) DBQ VORTAC Visual Approach Aids PAPI-4 D Type PAPI-4 left | PAPI-4 left PAPI-4 right | PAPI-4 left C Glide Path 3.00 degrees 3.00 degrees LAHSO Markings Instrument Approach Aids Supplemental Windcone Instrument Landing System (ILS) ILS/DME (36) ILS/DME (31) A ASOS Global Positioning System (GPS) Yes Yes PAPI-4 Runway 18/36 (6,327' x 150') Taxiway Data Surface Type - asphalt/concrete E Lighting - MITL C Markings - centerlines, leadoff lines, edge markings 400’ MALS Supplemental C Windcone
Localizer Antenna Glideslope PAPI-4 Antenna MALSR
0 800
SCALE IN FEET Aerial Photo: Foth
Exhibit 1E Inventory | DRAFT 1-21 EXISTING AIRSIDE FACILITIES
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Inventory | DRAFT 1-22
Approach Lighting System (ALS): An ALS is a configuration of lights positioned symmetrically along the extended runway centerline to supplement navigational aids, such as an instrument landing system (ILS), to provide lower visibility minimums. Examples include the ALS with Flashing Lights (ALSF); ALS with Sequenced Flashers I & II (ALSF‐1/ALSF‐2); Medium Intensity ALS with Runway Alignment (MALSR); and the Medium Intensity ALS (MALS). Airports equipped with an ILS are typically equipped with a MALSR, which extends approximately 2,400 feet from the runway threshold. DBQ is equipped with a MALSR supporting the approaches to Runways 31 and 36. These systems begin 200 feet north of each runway end. A MALS serves the approach to Runway 13.
Visual Approach Lighting: Visual approach aids have been installed at the airport to assist pilots in de‐ termining the correct descent path to the runway end during an approach. A precision approach path indicator (PAPI‐4) is available on approaches to all runway ends. When the system of red and white lights is interpreted by the pilot, they are given an indication of being above, below, or on the designated descent path to the runway threshold. A PAPI system has a range of five miles during the day and up to twenty miles at night. Each PAPI‐4 at DBQ provides a standard 3.00‐degree glide path.
Runway End Identifier Lights (REILs): REILs provide a visual identification of the runway end for landing aircraft. The REIL consists of two synchronized flashing lights, located laterally on each side of the run‐ way end, facing the approaching aircraft. These flashing lights can be seen day or night for up to 20 miles depending on visibility conditions. None of the runways at DBQ are equipped with REILs as three of the runways are served by more sophisticated approach lighting systems.
Taxiway Lighting: All taxiways are equipped with medium intensity taxiway lights (MITL).
Pilot‐Controlled Lighting: During nighttime hours when the ATCT is closed (8:00 p.m. to 6:00 a.m.), pilots can utilize the pilot‐controlled lighting system (PCL) to activate certain airfield lights from their aircraft through a series of clicks of their radio transmitter utilizing the CTAF frequency (119.5 MHz).
AIRFIELD SIGNAGE
Airfield identification signs assist pilots in identifying runways, taxiway routes, and critical areas. The signage system installed at Dubuque Regional Airport includes lighted runway and taxiway designations, holding positions, routing/directional, and runway distance remaining, runway end, and exits.
AIRPORT MARKINGS
Pavement markings aid in the movement of aircraft along airport surfaces and identify closed or hazard‐ ous areas on the airport. The airport provides and maintains parking systems in accordance with Part 139.311(a) and Advisory Circular 150/5340‐1, Standards for Airport Marking.
Inventory | DRAFT 1-23
Runways 18‐36 and 13‐31 are equipped with precision runway markings, which identify the runway cen‐ terline, designation, threshold markings, aiming points, edge markings, and touchdown zones. Hold po‐ sition markings and signage for land and hold short operations (LAHSO) are found on Runway 31, stop‐ ping prior to the intersection of Runway 18‐36, and on Runway 36, stopping prior to the intersection of Runway 13‐31. LAHSO operations are not permitted during nighttime hours, and there are no LAHSO lighting systems installed. LAHSO operations provide greater airfield capacity as it allows for higher lev‐ els of aircraft sequencing by ATCT during heavy operational periods.
All taxiways at DBQ are marked with yellow centerline, holding position markings, and leadoff lines on normally used exits. Centerline markings assist pilots in maintaining proper clearance from pavement edges and objects near the taxiway edges. Aircraft holding positions are marked at each runway/taxiway intersection. Holding positions are at least 250 feet from centerline on Runway 18‐36 and are located 300 feet from runway centerline on Runway 13‐31. Hold position markings are glass‐beaded and high‐ lighted in black, double‐sized, in accordance with FAA standards, and enhanced taxiway centerline mark‐ ings have been installed at all holding positions. Dashed edge markings are painted on the portion of Taxiway A that is contiguous to the terminal ramp.
NAVIGATIONAL AIDS
Navigational aids are electronic devices that transmit radio frequencies, which pilots of properly equipped aircraft translate into point‐to‐point guidance and position information. The types of elec‐ tronic navigational aids available for aircraft flying to or from DBQ include the very‐high frequency omni‐ directional range (VOR) and global positioning system (GPS).
The VOR provides azimuth readings to pilots of properly equipped aircraft by transmitting a radio signal at every degree to provide 360 individual navigational courses. Frequently, distance measuring equip‐ ment (DME) is combined with a VOR facility to provide distance, as well as direction information to the pilot. Military tactical air navigation aids (TACANs) and civil VORs are commonly combined to form a VORTAC. The VORTAC provides distance and direction information to both civil and military pilots. The Dubuque VORTAC is centrally located between Runways 18‐36 and 13‐31.
GPS was initially developed by the United States Department of Defense for military navigation around the world. However, GPS is now used extensively for a wide variety of civilian uses, including civil aircraft navigation.
GPS uses satellites placed in orbit around the globe to transmit electronic signals, which pilots of properly equipped aircraft use to determine altitude, speed, and navigational information. This provides more freedom in flight planning and allows for more direct routing to the final destination. GPS provides for enroute navigation and precision instrument approaches to DBQ.
Exhibit 1F details the instrument approach procedures at Dubuque Regional Airport.
Inventory | DRAFT 1-24
WEATHER MINIMUMS BY AIRCRAFT TYPE Category A Category B Category C Category D CH VIS CH VIS CH VIS CH VIS Runway 36 ILS or LOC Straight-In ILS 200 ½ 200 ½ 200 ½ 200 ½ Straight-In LOC 413 ½ 413 ½ 413 ¾ 413 ¾ Circling 504 1 504 1 504 1 ½ 564 2 Runway 13 RNAV (GPS) LPV DA 316 1 316 1 316 1 316 1 LNAV/VNAV DA 497 1 ¾ 497 1 ¾ 497 1 ¾ 497 1 ¾ LNAV MDA 343 ¾ 343 ¾ 343 1 ¼ 343 1 ¼ Circling 503 1 ¾ 503 1 ¾ 503 1 ¾ 563 2 Runway 18 RNAV (GPS) LPV DA 250 ¾ 250 ¾ 250 ¾ 250 ¾ LNAV/VNAV DA 259 7⁄8 259 7⁄8 259 7⁄8 259 7⁄8 LNAV MDA 447 1 447 1 447 1 3⁄8 447 1 3⁄8 Circling 503 1 503 1 503 1 ½ 563 2 Runway 31 RNAV (GPS) LPV DA 419 1 419 1 419 1 419 1 LNAV/VNAV DA 541 1 ½ 541 1 ½ 541 1 ½ 541 1 ½ LNAV MDA 478 ¾ 478 ¾ 478 ¾ 478 1 Circling 543 2 543 2 543 2 563 2 Runway 36 RNAV (GPS) LPV DA 200 ½ 200 ½ 200 ½ 200 ½ LNAV/VNAV DA 477 1 ¼ 477 1 ¼ 477 1 ¼ 477 1 ¼ LNAV MDA 432 ½ 432 ½ 432 ¾ 432 1 Circling541 503 1 503 1 503 2 563 2 Runway 13 LOC/DME S-14 404 ¾ 404 ¾ 404 1 ¼ 404 1 ¼ Circling 504 1 504 1 504 1 ½ 564 2 Runway 31 LOC S-31 518 ½ 518 ½ 518 1 518 1 Circling 503 1 503 1 523 1 ½ 723 2 ¼ Runway 13 VOR S-13 703 ¾ 703 ¾ 703 2 703 2 ¼ Circling 703 1 703 1 703 2 703 2 ¼ Runway 13 VOR (TAYOD Fix) S-13 443 ¾ 443 ¾ 500 1 ¼ 500 1 ½ Circling 503 1 503 1 503 1 ½ 563 2 Runway 31 VOR S-31 738 ¾ 738 ¾ 738 1 ½ 738 1 ¾ Circling 723 1 723 1 723 2 723 2 ¼ Runway 31 VOR (ZUKOB Fix) S-31 478 ¾ 478 ¾ 478 ¾ 478 1 Circling 503 1 523 1 523 1 ½ 563 2 Runway 36 VOR S-36 632 ½ 632 ½ 632 1 ¼ 632 1 ½ Circling 603 1 603 1 603 1 ¾ 603 2
ABBREVIATIONS Aircraft categories are based on the approach speed of aircraft, which is determined as 1.3 CH | Cloud Height (in feet above ground level) times the stall speed in landing configuration. The approach categories are as follows: DA | Decision Altitude (used for vertically guided approaches) GPS | Global Positioning System Category A | 0-90 knots (e.g., Cessna 172) ILS | Instrument Landing System Category B | 91-120 knots (e.g. Beechcraft King Air) MDA | Minimum Descent Altitude Category C | 121-140 knots (e.g., B-737, Regional Jets, Canadair Challenger) LNAV/VNAV | A technical variant of GPS (Lateral, Vertical Navigation) Category D | 141-166 knots (e.g., B-747, Gulfstream IV) LOC | Localizer LPV | Localizer Performance with Vertical Guidance VOR | Very High Frequency Omnidirectional Range VIS | Visibility (in miles) Source: AirNav
Exhibit 1F Inventory | DRAFT 1-25 INSTRUMENT PROCEDURES
Airports with ILS approaches are typically equipped with both a glideslope antenna and localizer antenna array. The glideslope antenna provides vertical guidance to landing aircraft and can be located on either side of the runway; however, it is best to locate the glideslope antenna on the side of the runway with the least possibility of signal reflections from buildings, power lines, vehicles, aircraft, etc. The localizer antenna array is used to establish and maintain an approaching aircraft’s position relative to the runway centerline until visual contact confirms the runway alignment and location.
Runway 36 at DBQ is equipped with an ILS. The glideslope antenna is located on the west side of Runway 36 where potential signal obstructions are limited. The localizer antenna array is located approximately 1,000 feet beyond the end of the runway.
GPS has allowed for the implementation of both lateral and vertical guidance‐supported approach pro‐ cedures. As a result, GPS localizer performance vertically guided (LPV) approaches are becoming more common as they are much less expensive to implement and maintain than traditional ILS approaches. The GPS LPV approaches do not require a glideslope or localizer antenna. All four runway ends are served by GPS LPV approaches.
WEATHER AND COMMUNICATION
DBQ is served by an automated surface observing system (ASOS). The ASOS provides automated aviation weather observations 24 hours per day. The system updates weather observations every minute, con‐ tinuously reporting significant weather changes as they occur. The ASOS system reports cloud ceiling, visibility, temperature, dew point, wind direction, wind speed, altimeter setting (barometric pressure), and density altitude (airfield elevation corrected for temperature). The ASOS equipment is located on the west side of the airfield. Weather information can be obtained from the ASOS by utilizing the Auto‐ mated Terminal Information Service (ATIS) radio frequency (127.25 MHz) or by calling 563‐557‐2579. ATIS broadcasts are updated hourly and provide arriving and departing pilots with the current surface weather conditions, communication frequencies, and other important airport‐specific information.
DBQ is equipped with a lighted wind cone located between Runway 13‐31 and Taxiway A near the mid‐ point of the airport. The wind cone indicates wind direction and speed to pilots. There are also three supplemental lighted wind cones at the following locations: south end of airport serving Runway 36; east side of airport near Taxiway B; and, between Runways 13‐31 and 18‐36 serving the north end of the airport.
LANDSIDE FACILITIES
Landside facilities are those that support the aircraft and pilot/passenger handling functions, as well as other non‐aviation facilities typically providing a revenue stream to the airport. These facilities include the passenger terminal complex, general aviation facilities, and support facilities, such as fuel storage,
Inventory | DRAFT 1-26
automobile parking, roadway access, and aircraft rescue and firefighting. The primary landside facilities at the airport are identified on Exhibit 1G.
AIRCRAFT APRONS/RAMPS
Aircraft aprons/ramps are pavement areas that are sufficiently removed from aircraft taxiways and movement areas that facilitate the safe and efficient transition of passengers from the airside element (runway and taxiways) to the landside element. Aprons provide access to the terminal gates and hangars and provide for short‐ and long‐term aircraft parking. Apron areas at DBQ are designated on Exhibit 1G.
Commercial Apron
The commercial apron is located immediately to the north of the passenger terminal building. The apron encompasses approximately 550 sy of pavement and is constructed of concrete. The central location of the apron and terminal building provides for convenient access to the airfield via Taxiways F, G, and H, which ultimately connect to Taxiway C and then to either runway.
General Aviation Aprons
The GA apron runs parallel to a portion of Runway 13‐31 and is contiguous to Taxiway A. The apron is comprised of approximately 33,150 sy of concrete and includes nine aircraft tie‐downs. The GA apron provides access to and supports the activities of a number of businesses, including Dubuque Jet Center, Blue Skies Over Dubuque, and University of Dubuque.
PASSENGER TERMINAL BUILDING
The passenger terminal building, located off Avia‐ tion Drive, opened in 2016 and encompasses ap‐ proximately 33,000 square feet – three times more than the original terminal building. The design of the building focused heavily on improved flow, al‐ lowing passengers to navigate easily throughout the facility, from the check‐in counters to security screening and from hold rooms to the baggage car‐ ousel after deplaning. The terminal was designed to LEED silver standards and incorporates sustain‐ ability features, such as light capture from large windows and waterless technology in the re‐ Airport Terminal strooms.
Inventory | DRAFT 1-27
All primary passenger departure functions, including airline ticket counters and kiosks, are located on the east end of the terminal. Currently, only American Airlines (operated by Envoy/ExpressJet) offers regu‐ larly scheduled passenger service at DBQ. Sun Coun‐ try Airlines provides charter service from DBQ to Bi‐ loxi, Mississippi and Laughlin, Nevada. The passen‐ ger security checkpoint is located in a central loca‐ tion in the terminal, which is operated by the Trans‐ portation Security Administration (TSA).
After checking in, passengers proceed west to the security checkpoint, which is located in the central Terminal Circulation Area portion of the terminal building. Once passengers are through the security checkpoint, they can then access the secure hold room, which is equipped with three gates, restrooms, and a snack bar.
Arriving passengers deplane at the gate area via two jet bridges and emerge from the passenger hold rooms and proceed west to the rental car counters and the baggage claim carousel, located at the far west end of the building. Rental car companies cur‐ rently serving the airport include Avis and Hertz, as well as Enterprise, which serves passengers from an off‐site facility. A restaurant, Judy’s Runway Café and American Airlines Self‐Service Kiosks Catering, is located in the central portion of the ter‐ minal.
The terminal building is accessible via Aviation Drive, which provides one‐way traffic flow to the terminal loop road immediately in front of the terminal build‐ ing. The vehicle parking lots serving the terminal building are also accessible via Aviation Drive.
Prior to the opening of the current terminal building, passenger functional areas and administrative offices were located in the historic terminal located on the north side of the GA apron. This building is currently vacant other than being used for storage of miscella‐ American Airlines Ticket Counter neous items and is ultimately planned for demolition.
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No. Description No. Description LEGEND 1 Old Terminal 21 University of Dubuque Flight Training 2 Air Traffic Control Tower 22 U.S. Army Reserve Facility Airport Property Line 3 Airport Rescue and Firefighting 23 U.S. Army Reserve Facility 1 ID number 4 Dubuque Jet Center - FBO 24 U.S. Army Reserve Facility 5 Electrical Vault 25 U.S. Army Reserve Facility 6 Car Wash/De-ice Facility 26 North Shop 7 Conventional Hangar 27 Residence Garage 8 Conventional Hangar 28 Residence 33 9 Conventional Hangar 29 North Shop Garage 61 10 Executive Hangar 30 Lagoon Pump House 11 Executive Hangar 31 SRE Building 12 Executive Hangar 32 Tenant Facility 13 Executive Hangar 33 Tenant Facility 14 Executive Hangar 34 Residential Trailer (not pictured) 22 32
15 Executive Hangar 35 Residence Garage (not pictured) Jet Center Dr 16 T-Hangar 36 Passenger Terminal 17 T-Hangar 37 Conventional Hangar 18 T-Hangar 38 Conventional Hangar 19 T-Hangar 39 Fuel Farm 20 T-Hangar 40 Blue Skies over Dubuque (SASO) 24 25 23 21
31 39 3
Airport Rd 4 40 37 38 30 1 26 29 27 7 5 12 6 13 8 28 GA Apron 11 9 14 2 ')') 15 0000 x 1 16 10 22' ,5050 (6,6 3131 3/3/ Aviation Dr 17 y 1 waya unw 19 18 RunwayRuR 13/31 (6,502' x 100') 20
Apron Terminal 36
0 600
SCALE IN FEET Aerial Photo: Foth
Exhibit 1G Inventory | DRAFT 1-29 EXISTING LANDSIDE FACILITIES
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TSA Security Checkpoint Secure Hold Room and Gate Area
Baggage Claim Area Rental Car Counter
Passenger Convenience
With the passage of the FAA Modernization and Reform Act of 2012 (Section 131 of Public Law 112‐95), Congress has mandated that airport master plan studies include analysis of passenger convenience re‐ lated to the ter minal complex. Passenger convenience will be perceived differently by every passenger at every phase of travel. It is a function of a passenger’s trip purpose, demographic characteristics, place of residence, and travel habits. Guidance on implementation of the Act is included in Change 2 of Advi‐ sory Circular (AC) 150/5060‐6B, Airport Master Plans.
According to the AC, “Planners should consider the services provided to travelers at various points within the terminal building, the degree of congestion, and waiting and processing times. Shorter wait times, intuitive signage, shorter walking distances, airport amenities and ambiance, and reliable flight infor‐ mation will all contribute to passengers feeling as if they have had a successful travel experience. Provid‐
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ing resources to make passenger wait times more productive or more entertaining will improve passen‐ ger perception of their journeys. Examples include dedicated work areas, power connections, Wi‐Fi, full‐ service concessions, exhibits, and entertainment.”
Access to airport facilities is defined by the convenience of the airport layout for passengers, especially those with mobility and sensory impairments, the elderly, families with small children, and non‐English speaking passengers. Passengers should be able to access the airport, the landside area, terminal build‐ ing, and connections between each in a seamless flow. The evaluation of the terminal building complex will include analysis of the passenger convenience experience.
DBQ’s passenger terminal offers many passenger conveniences, such as free Wi‐Fi and USB charging portals. Concessions are available in both the public terminal space and secure hold areas. Generally, the layout of the building appropriately separates arriving and departing passengers and provides for smooth navigation at different stages of travel.
TERMINAL CURB
The terminal curb is an important feature of any terminal building. This is the location where passengers are typically dropped off and picked up. The terminal curb for the passenger terminal is segmented into two functional areas, with the east portion designated for passenger drop off and ticketing and the west portion for passenger pick‐up and baggage claim.
AUTOMOBILE PARKING
Figure 1C on the next page presents a more detailed aerial view of the terminal area at the airport. DBQ has dedicated parking lots serving the terminal building as well as the FBO and other facilities fronting the GA apron. In addition to the dedicated lots, the circulation road fronting the terminal includes space for temporary loading/unloading. The short‐term lot adjacent to the circulation road offers convenient parking for passengers and other visitors to the airport, with 178 standard spaces and 16 handicapped spaces. The long‐term lot is located immediately south of the short‐term lot and features 102 paved parking spaces, as well as a gravel overflow lot with 124 spaces.
Employee parking is available to the east of the terminal and includes 25 spaces. The rental car lot, located immediately west of the terminal building, has 22 parking spaces available. An additional parking lot to the west of the rental car lot offers an additional 60 spaces. As of July 2019, approximately two‐ thirds of this lot is used by the rental car agencies, with the remaining spaces used for other purposes as needed.
There are six additional parking lots serving the FBO, SASOs, ATCT, and hangars on the east side of the airfield. These lots can be accessed from Airport Road. On the other side of Airport Road, there are more lots fronting the SRE building, the U.S. Army Reserve facility, and two tenant facilities.
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Figure 1C Terminal Area Vehicle Parking
FIXED BASE OPERATOR (FBO) AND SPECIALTY OPERATORS
Dubuque Regional Airport currently has one fixed base operator, Dubuque Jet Center. Two special‐ ized aviation service operators (SASO) also oper‐ ate at DBQ: Blue Skies Over Dubuque and Univer‐ sity of Dubuque.
Dubuque Jet Center is owned by the City of Dubuque and operated by airport staff. Facilities include a dedicated FBO terminal building with a footprint of approximately 9,200 sf that contains office space, conference room, pilot/passenger lounge, and conventional hangars for aircraft storage and maintenance services. Dubuque Jet Dubuque Jet Center
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Center offers self‐service 100LL and full‐service Jet A fuel, as well as other pilot and aircraft amen‐ ities, such as aviation oil, aircraft cleaning, and ground transportation.
Blue Skies Over Dubuque is located adjacent to Dubuque Jet Center with a square footage of ap‐ proximately 9,300 sf. Blue Skies Over Dubuque specializes in aircraft maintenance and repair and is certified for repair of Beechcraft King Air, Cessna single‐ and twin‐engine, Piper single‐ and twin‐engine, Piper Cheyenne, Mooney, and So‐ Blue Skies Over Dubuque cota aircraft.
The University of Dubuque operates a pilot train‐ ing facility at the airport for students enrolled in the school’s aviation program. This facility, lo‐ cated south of the fuel farm, was built in 2019 and encompasses over 12,000 sf. The building con‐ tains the university’s flight operations center, in‐ cluding classrooms, simulators, and office space. The university also leases two conventional hang‐ ars from the airport, located southwest of the training facility and encompassing 8,800 sf and 11,600 sf.
University of Dubuque Training Facility
AIRPORT BUILDINGS/FACILITIES
While designated a commercial service airport, DBQ remains a vital link to general aviation in the region. Exhibit 1G identifies airport buildings, hangars, and other facilities contained within airport property. Dubuque Regional Airport owns most of the hangar facilities on the airport and leases them to various businesses and individuals. The remaining hangars are owned by the FBO and private entities.
In addition to the hangar facilities occupied by the FBO and specialty operators, the airport has executive, conventional, and T‐hangar space. There are six executive hangars and five conventional hangars, in addition to 38 individual T‐hangar units within five separate facilities. All hangars are located adjacent to the GA apron.
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It is estimated that the airport has approximately 143,600 sf of aircraft storage space. Approximately 25,900 sf of this space is contained in executive hangars; 66,500 sf is conventional hangars; and T‐hang‐ ars encompass about 51,200 sf.
The airport also has non‐aviation tenants leasing various facilities. These tenants include:
Avis (car rentals) Hertz (car rentals) Cottingham & Butler (insurance brokerage) Crescent Electric (electric supplies) McCoy Group corporate offices (trucking) Flexsteel (steel manufacturing) Sun Concrete (concrete) Windstar Lines (charter bus service) U.S. Army Reserve
SUPPORT FACILITIES
Several support facilities serve as critical links in providing the necessary efficiency to aircraft ground operations, such as aircraft rescue and firefighting (ARFF), airport maintenance, snow removal, and fuel storage.
Aircraft Rescue and Firefighting Facilities (ARFF)
Part 139 airports are required to provide ARFF services during air carrier operations. Each certificated airport maintains equipment and personnel based on an ARFF index established according to the length of aircraft and scheduled daily flight frequency. There are five indices, A through E, with A applicable to the smallest aircraft and E the largest (based on aircraft length). Dubuque Regional Airport falls within ARFF Index A but can achieve Index B as needed with prior notice. As such, the airport is required to maintain a fleet of equipment and properly trained personnel consistent with Index A standards.
The Airport Operations Department provides ARFF service. Four employees are designated as ARFF per‐ sonnel, with at least one firefighter on duty at the facility during all air carrier operations. The DBQ ARFF facility is located adjacent to the Dubuque Jet Center FBO. The following equipment is housed at the facility:
Primary vehicle: 2006 Rosenbauer Panther 4x4 with: 1,500 gallons of water 200 gallons of 3% aqueous firefighting foam 1250 GPM total discharge rate
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Secondary vehicle: 1997 Emergency One Titan II P150 4x4 with: 1,000 gallons of water 130 gallons of 3% aqueous firefighting foam Ansul 500 lbs. dry chemical 1250 GPM total discharge rate
The nearest off‐airport fire station is the Key West Fire Department, located at 10640 Lake Eleanor Road, approximately five miles northeast of the airport. This station is equipped to respond and provide sup‐ port in the event of an on‐airport emergency.
The airport has an Airport Emergency Plan (AEP) in place to comply with CFR 14 Part 139.325 as admin‐ istered by the FAA. The AEP presents the overall sequence and scope of the planned emergency re‐ sponse. The AEP was most recently updated in 2019.
Airport Maintenance Facilities
The airport’s maintenance facility is co‐located with the ARFF facility. Equipment for maintaining the airfield and pavement surfaces, such as mowers and sweepers, is stored in this building. A car wash and deicing facility is centrally located along the GA apron, west of the old terminal building. The snow re‐ moval equipment (SRE) building is located at the junction of Airport Road and Jet Center Drive as indi‐ cated on Exhibit 1G. Dubuque Regional Airports provides 24‐hour snow removal service.
Fuel Storage
The fuel farm at the airport is located southeast of the Dubuque Jet Center’s facility, adjacent to the GA apron. The airport owns the fuel tanks, and Dubuque Jet Center provides fuel service and delivery. Jet A fuel is stored in two aboveground tanks, each with a 20,000‐gallon capacity. Avgas is stored in two aboveground tanks. The full‐service tank has a 15,000‐gallon capacity, and a 4,000‐gallon tank is availa‐ ble for self‐service. Dubuque Jet Center operates a fleet of fuel trucks for dispensing both Jet A and Avgas. Oil, gasoline, and diesel fuel are also stored on the fuel farm.
Vehicle Airfield Access and Perimeter Fencing
Ground vehicles authorized by the airport to operate on movement and safety areas are limited to those vehicles necessary for airport operations. These include airport maintenance vehicles, police patrols, fire and rescue vehicles, aircraft fuel and service vehicles, and others authorized by the airport, such as airline/FBO vehicles, construction vehicles, FAA, and airport staff. Construction of a service road was completed in 2017, which provides access to the perimeter of the airfield to authorized ground vehicles.
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The entire perimeter of the airport is enclosed with eight‐foot chain‐link fencing topped with three‐ strand barbed‐wire. The airport fencing complies with TSA security requirements in TSR Part 1542. Signs prohibiting unauthorized entry are displayed on all gates and other prominent locations to control inad‐ vertent entry to the airfield. Gates are located at various points on the airfield allowing access to move‐ ment and non‐movement areas and are locked either electronically or with padlocks.
UTILITIES
The availability and capacity of the utilities serving the airport are factors in determining the develop‐ ment potential of the airport property, as well as the land immediately adjacent to the facility. Of pri‐ mary concern in the inventory investigation is the availability of water, gas, sewer, and power sources.
Electricity is provided to the general aviation side of the airfield by Alliant Energy, while Maquoketa Val‐ ley provides electrical service on the commercial side. The City of Dubuque provides water and wastewater handling services to the airport. Natural gas is provided by Black Hills Energy Corporation, and telecommunications, such as phone and internet, are provided by Century Link and Bernard Tele‐ phone & Communications Co., respectively.
AREA AIRSPACE AND AIR TRAFFIC CONTROL
The Federal Aviation Administration (FAA) Act of 1958 established the FAA as the responsible agency for the control and use of navigable airspace within the United States. The FAA has established the National Airspace System (NAS) to protect persons and property on the ground and to establish a safe and effi‐ cient airspace environment for civil, commercial, and military aviation. The NAS covers the common network of U.S. airspace, including air navigation facilities; airports and landing areas; aeronautical charts; associated rules, regulations, and procedures; technical information; and personnel and material. The system also includes components shared jointly with the military.
AIRSPACE STRUCTURE
Airspace within the United States is broadly classified as either “controlled” or “uncontrolled.” The dif‐ ference between controlled and uncontrolled airspace relates primarily to requirements for pilot quali‐ fications, ground‐to‐air communications, navigation and air traffic services, and weather conditions. Six classes of airspace have been designated in the United States, as shown on Exhibit 1H. Airspace desig‐ nated as Class A, B, C, D, or E is considered controlled airspace. Aircraft operating within controlled airspace are subject to varying requirements for positive air traffic control. Airspace in the vicinity of DBQ is depicted on Exhibit 1J.
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CLASS E
FL 600 CLASS A 18,000 MSL
CLASS E KEY AGL - Above Ground Level 14,500 MSL FL - Flight Level in Hundreds of Feet MSL - Mean Sea Level
Source: "Airspace Reclassification and Charting Changes for VFR Products," National Oceanic and Atmospheric Administration, National CLASS B Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993.
40 n.m. CLASS C
CLASS D 30 n.m. 20 n.m.
20 n.m. Nontowered Nontowered Airport 700 AGL 1,200 AGL 10 n.m. 10 n.m. Airport 12 n.m. CLASS G
CONTROLLED AIRSPACE CLASSIFICATIONS CLASS A Generally airspace above 18,000 feet MSL up to and including FL 600 (60,000 MSL). All operations conducted under instrument fljight rules (IFR) CLASS B Generally multi-layered airspace from the surface up to 10,000 feet MSL surrounding the nation's busiest airports. CLASS C Generally airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control. CLASS D Generally airspace from the surface to 2,500 feet AGL surrounding towered airports. CLASS E Generally controlled airspace that is not Class A, Class B, Class C, or Class D.
UNCONTROLLED AIRSPACE CLASSIFICATIONS CLASS G Airspace that is not Class A, Class B, Class C, Class D, or Class E. Extends from the surface to the base of the overlying Class E airspace up to 14,500’ MSL
Exhibit 1H Inventory | DRAFT 1-38 AIRSPACE CLASSIFICATION Monona (7C3) Prairie Du Chien (C74) V97
Iowa Co (MRJ)
V24-171 Elkader (I27) Lancaster (73C)
Cassville (C74)
V 129 Platteville (PVB) V 246
V 341
V 158 Manchester (C27) Dyersville (IA8) V 100 V 246 Dubuque VORTAC
DUBUQUE REGIONAL AIRPORT V 100
V 341
V 158 Monticello RGNL (MXO) V 129
V 216
Marion (C17) Maquoketa (OQW) Tri-Township (SFY)
V 172
V 63
V 294 Clinton (CWI)
Matthews Mem. (8C4)
V 6 Davenport VORTAC Iowa City V 156 Whiteside Co-Bittorf Davenport (DVN)
LEGEND
Airports with hard-surfaced runways Airport with other than hard-surfaced runways 1,500' to 8,069' in length VORTAC Compass Rose Class D Airspace Class E Airspace with floor 700' above surface Class E (SFC) Airspace Victor Airways Source: Chicago Sectional Chart, US Department of Commerce, Class C Airspace National Oceanic and Atmospheric Administration, October 11, 2018
Exhibit 1J Inventory | DRAFT 1-39 VICINITY AIRSPACE MAP
Class A Airspace: Class A airspace includes all airspace from 18,000 feet MSL to flight level (FL) 600 (approximately 60,000 feet MSL) over the contiguous 48 states and Alaska. This airspace is designated in Federal Aviation Regulation (F.A.R.) Part 71.33 for positive control of aircraft. All aircraft must be on an instrument flight rules (IFR) clearance to operate within Class A airspace.
Class B Airspace: Class B airspace has been designated around some of the country’s major airports, such as Dallas/Fort Worth International Airport, to separate all aircraft within a specified radius of the primary airport. Each Class B airspace is specifically tailored for its primary airport. All aircraft operating within Class B airspace must have an ATC clearance. Certain minimum aircraft equipment and pilot cer‐ tification requirements must also be met. This airspace is the most restrictive controlled airspace rou‐ tinely encountered by pilots operating under visual flight rules (VFR) in an uncontrolled environment. The nearest Class B airspace is centered on Chicago O’Hare International Airport (ORD), approximately 127.2 nautical miles (nm) to the west‐northwest.
Class C Airspace: The FAA has established Class C airspace at approximately 120 airports around the country that have significant levels of instrument flight rules (IFR) traffic. Class C airspace is designed to regulate the flow of uncontrolled traffic above, around, and below the arrival and departure airspace required for high‐performance, passenger‐carrying aircraft at major airports. In order to fly inside Class C airspace, an aircraft must have a two‐way radio, an encoding transponder, and have established com‐ munication with the ATC facility. Aircraft may fly below the floor of the Class C airspace or above the Class C airspace ceiling without establishing communication with ATC. The nearest Class C airspace to DBQ surrounds the Eastern Iowa Airport (CID), approximately 54.3 nautical miles to the northeast.
Class D Airspace: Class D airspace is controlled airspace surrounding airports with an ATCT. The Class D airspace typically constitutes a cylinder with a horizontal radius of four or five nm from the airport, ex‐ tending from the surface up to a designated vertical limit, typically set at approximately 2,500 feet above the airport elevation. As shown on Exhibit 1J, DBQ operates within Class D airspace during the opera‐ tional hours of the ATCT. Aircraft operators flying within Class D airspace are required to contact DBQ air traffic control prior to entering or departing DBQ airspace and must maintain contact while within the controlled airspace to land at DBQ or to transverse the area. When the ATCT is inactive, DBQ airspace reverts to Class E airspace.
Class E Airspace: Class E airspace consists of controlled airspace designed to contain IFR operations near an airport and while aircraft are transitioning between the airport and enroute environments. Unless otherwise specified, Class E airspace terminates at the base of the overlying airspace. Only aircraft op‐ erating under IFR are required to be in contact with air traffic control when operating in Class E airspace. While aircraft conducting visual flights in Class E airspace are not required to be in radio communications with air traffic control facilities, visual flight can only be conducted if minimum visibility and cloud ceilings exist.
Class G Airspace: Airspace not designated as Class A, B, C, D, or E is considered uncontrolled, or Class G, airspace. Air traffic control does not have the authority or responsibility to exercise control over air
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traffic within this airspace. Class G airspace lies between the surface and the overlaying Class E airspace (700 to 1,200 feet above ground level).
While aircraft may technically operate within this Class G airspace without any contact with ATC, it is unlikely that many aircraft will operate this low to the ground. Furthermore, federal regulations specify minimum altitudes for flight. F.A.R. Part 91.119, Minimum Safe Altitudes, generally states that except when necessary for takeoff or landing, pilots must not operate an aircraft over any congested area of a city, town, or settlement, or over any open‐air assembly of persons, at an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.
Over less congested areas, pilots must maintain an altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. Helicopters may be operated at less than the mini‐ mums prescribed above if the operation is conducted without hazard to persons or property on the surface. In addition, each person operating a helicopter shall comply with any routes or altitudes spe‐ cifically prescribed for helicopters by the FAA.
Special Use Airspace
Victor Airways: For aircraft arriving or departing the regional area using VOR facilities, a system of Fed‐ eral Airways, referred to as Victor Airways, has been established. Victor Airways are corridors of airspace eight miles wide that extend upward from 1,200 feet AGL to 18,000 feet MSL and extend between VOR navigational facilities. Victor Airways are shown with blue lines on Exhibit 1J.
For aircraft enroute or departing DBQ, there are several Victor Airways available converging at the Dubu‐ que VORTAC.
Military Operations Areas: Military Operations Areas (MOAs) are areas of airspace where military ac‐ tivities are conducted. The nearest MOAs to DBQ are the Volk South and Volk East MOAs, which have a southern boundary that begins approximately 88 nautical miles north‐northeast of DBQ. These MOAs are controlled by the Chicago Air Route Traffic Control Center (ARTCC) with active military aircraft oper‐ ating in the Volk South MOA from 500 feet AGL to, but not including, 18,000 feet MSL, and the Volk East MOA from 8,000 feet AGL up to, but not including 18,000 feet MSL. These MOAs are operated intermit‐ tently from 8:00 a.m. to 4:00 p.m. Tuesday through Saturday and other times issued by notices to airmen (NOTAM).
Restricted/Prohibited Areas: The nearest restricted areas to DBQ are R‐6901A and R‐6901B located approximately 98 nm to the north. These restricted areas are associated with Fort McCoy, an Army installation in Monroe County, Wisconsin. R‐6901A is operated continuously from May 1 through Sep‐ tember 30, and from 8:00 a.m. to 10:00 p.m. from October 1 through April 30, from the surface to 20,000 feet MSL. R‐6901B is also associated with Fort McCoy activities and is operated during times issued by NOTAM. The operating range for R‐6901B is from the surface to 20,000 feet MSL.
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AIRSPACE CONTROL
The FAA has established 21 Air Route Traffic Control Centers (ARTCCs) throughout the continental United States to control aircraft operating under IFR within controlled airspace and while enroute. An ARTCC assigns specific routes and altitudes along Federal Airways to maintain separation and orderly traffic flow. The Chicago Center ARTCC controls IFR airspace enroute to and from DBQ.
Flight service stations (FSS) are air traffic facilities which provide pilot briefings, flight plan processing, inflight radio communications, search and rescue (SAR) services, and assistance to lost aircraft and air‐ craft in emergency situations. FSSs also relay air traffic control clearances, process NOTAMs, broadcast aviation meteorological and aeronautical information, and notify Customs and Border Protection of transborder flights. The Fort Dodge FSS is the nearest FSS to DBQ.
Airport Traffic Control Tower (ATCT)
The DBQ ATCT operates daily from 6:00 a.m. to 8:00 p.m. year‐round. As mentioned previously, the tower is the only contract tower in the state of Iowa and is operated under contract with Midwest ATC. The ATCT is located on the east side of the airfield adjacent to Taxiway A. It is accessible via Airport Road. Tower employees utilize the em‐ ployee parking lot adjacent to the tower. Dubuque ATCT The primary responsibilities for tower controllers are to sequence and separate local arriving and de‐ parting traffic and to provide ground control direction to aircraft taxiing on the ground. Tower radio frequencies are 119. MHz for Dubuque Tower and 121.8 MHz for Dubuque Ground. Approach and de‐ parture services are provided by Chicago ARTCC on frequencies 133.95/281.4.
The ATCT is equipped with an Automated Radar Terminal System (ARTS) 1E. This short‐range system is used to determine aircraft position only and is not used for traffic separation. The tower is currently in the process of upgrading to the Standard Terminal Automation Replacement System (STARS), which will give tower personnel a more precise picture of the airspace surrounding the airport and will also include ADS‐B and weather information.
FLIGHT PROCEDURES
Flight procedures are a set of predetermined maneuvers established by the FAA, using electronic or vis‐ ual navigational aids that assist pilots in locating and landing or departing from an airport. For DBQ, there are instrument approach procedures and departure procedures as shown previously on Exhibit 1F.
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Instrument Approach Procedures
The capability of an instrument is defined by the visibility and cloud ceiling minimums associated with the approach. Visibility minimums define the horizontal distance the pilot must be able to see in order to complete the approach. Cloud ceilings define the lowest level a cloud layer (defined in feet above the ground) can be situated for the pilot to complete the approach. If the observed visibility or ceilings are below the minimums prescribed for the approach, the pilot cannot complete the instrument approach.
There are currently 12 published instrument approach procedures into DBQ: ILS or LOC (36); RNAV (GPS) (13, 18, 31, 36); LOC/DME (13); LOC (31); and VOR (13, 31, 36). The ILS and RNAV‐LPV approaches pro‐ vide both course and vertical guidance, while the LOC/DME and VOR approaches provide only course guidance. The ILS and the RNAV‐LPV approaches to Runway 36 provide the most sophisticated approach procedures, permitting pilots of aircraft with suitable equipment to land when cloud ceilings are as low as 200 feet and visibility as low as ½‐mile.
Local Operating Procedures
The traffic pattern at the airport is maintained to provide the safest and most efficient use of the air‐ space. A standard left‐hand traffic pattern is published for each runway at DBQ. The typical traffic pat‐ tern altitude for propeller aircraft is between 800 and 1,000 feet above ground level (AGL) and 1,500 feet AGL for turbine aircraft.
DBQ does not have aircraft restrictions, curfews, or a mandatory noise abatement program, as these programs would violate the federal Airport Noise and Capacity Act (ANCA) of 1990. Federal law requires the airport to remain open 24 hours a day, 7 days a week, and to accept all civilian and military aircraft that can be safely accommodated.
AREA AIRPORTS
A review of other public‐use airports within a 30‐nautical mile radius of DBQ was conducted to identify and distinguish the types of air service provided in the region. It is important to consider the capabilities and limitations of these airports when planning for future changes or improvements at DBQ. Exhibit 1K provides information on public‐use airports within the vicinity of DBQ. Information pertaining to each airport was obtained from FAA Form 5010‐1, Airport Master Record.
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SOCIOECONOMIC PROFILE
The following sections will analyze socioeconomic indicators, including population, economy/employ‐ ment, and income for the Dubuque Metropolitan Statistical Area (MSA) and the State of Iowa. This information is useful in identifying economic trends that will be evaluated and applied to projections of aeronautical activity at DBQ. Socioeconomic data was obtained from the U.S. Census Bureau; the U.S. Department of Labor, Bureau of Labor Statistics; the Iowa Workforce Development; the Greater Dubu‐ que Development Corp.; and Woods and Pool Economics, The Complete Economic and Demographic Data Source, 2018. Socioeconomic data is summarized on Exhibit 1L.
POPULATION
Historic population trends for the City of Dubuque, Dubuque County (which comprises the MSA), the State of Iowa, and the United States are detailed in Table 1G. In 2018, the city accounted for 0.59 per‐ cent of the county population, while Dubuque County accounted for approximately three percent of the total state population. According to this data, the state has grown over the past 48‐year period at a compound annual growth rate (CAGR) of 0.23 percent compared to 0.15 for Dubuque County and ‐0.002 percent for the city.
Population projections through 2039 show the State of Iowa should continue to outpace Dubuque County, while the United States, as a whole, will grow faster than both the county and the state. The United States is projected to grow at a CAGR of 0.88 percent, compared to 0.20 percent for the county, and 0.34 percent for the State of Iowa. Population projections for the City of Dubuque were not availa‐ ble.
TABLE 1G Historic Population & Projections Year City of Dubuque Dubuque County Iowa United States 1970 62,309 90,831 2,830,464 203,982,300 1980 62,374 93,773 2,915,503 227,225,600 1990 57,538 86,462 2,781,018 249,622,800 2000 57,686 89,201 2,929,067 282,162,400 2010 57,637 93,926 3,050,738 309,348,100 2018 57,941 97,499 3,158,720 328,910,900 CAGR 1970‐2018 ‐0.002% 0.15% 0.23% 1.00% 2024 NA 99,151 3,238,107 347,711,900 2029 NA 100,380 3,301,756 363,960,200 2034 NA 101,252 3,355,710 379,926,000 2039 NA 101,620 3,394,952 394,981,500 CAGR 2018‐2039 NA 0.20% 0.34% 0.88% Source: Woods and Pool Economics, The Complete Economic and Demographic Data Source (CEDDS), 2018; Iowa Data Center. CAGR – Compound Annual Growth Rate NA – Not available
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CASSVILLE MUNICIPAL AIRPORT (C74) PLATTEVILLE MUNICIPAL AIRPORT (PVB) MAQUOKETA MUNICIPAL AIRPORT (OQW) KEY Airport NPIAS Classification ...... GA Airport NPIAS Classification ...... GA NPIAS Classification ...... NA ASOS | Automated Surface Observing System FAA Asset Study Classification ...... Local FAA Asset Study Classification ...... Basic FAA Asset Study Classification ...... NA ATCT | Air Traffic Control Tower Location from DBQ...... 21 NM nnw Location from DBQ ...... 21 nm NE Location from DBQ ...... 21 nm S AWOS Elevation ...... 1025 ft Elevation ...... 769 ft Elevation (MSL) ...... 627 ft | Automated Weather Observing System Weather Reporting ...... AWOS Weather Reporting ...... None Weather Reporting ...... None DWL | Dual Wheel Loading ATCT ...... None ATCT ...... None ATCT ...... None FAA | Federal Aviation Administration Annual Operations ...... 20,550 Annual Operations ...... 3,250 Annual Operations ...... 3,100 GPS Based Aircraft ...... 28 Based Aircraft ...... 10 Based Aircraft ...... 8 | Global Positioning System LIRL Enplaned Passengers ...... None Enplaned Passengers ...... None Enplaned Passengers ...... None | Low Intensity Runway Lights MIRL | Medium Intensity Runway Lights Runway 15/33 7/25 Runway 15/33 Runway 29/11 MSL | Mean Sea Level Length 3,999 3,599 Length (ft.) 3,304 Length (ft.) 3,000 NA | Not Applicable Width 75 75 Width (ft.) 60 Width (ft.) 50 NM | Nautical Mile Pavement Strength (pounds) Pavement Strength (pounds) Pavement Strength (pounds) NPIAS | National Plan of Integrated Airport Systems SWL NA SWL 21,000 SWL 30,000 30,000 NPI | Non-Precision Instrument DWL NA DWL 40,000 DWL 35,000 35,000 PAPI | Precision Approach Path Indicator Lighting MIRL Lighting Non-Standard Lighting MIRL MIRL REIL Marking None | Runway End Identification Light Marking NPI NPI Marking NPI Approach Aids None SWL | Single Wheel Loading Approach Aids PAPI-2 PAPI-2 Approach Aids PAPI-2, REILs Instrument Approach Procedures GPS Instrument Approach Procedures None Instrument Approach Procedures GPS GPS Services Provided: Services Provided: Services Provided: Aircraft hangars and tiedowns, 100LL and Jet A fuel, Aircraft hangars and tiedowns, 100LL fuel Aircraft tiedowns aircraft maintenance, and oxygen
DYERSVILLE AREA AIRPORT (IA8) LANCASTER MUNICIPAL AIRPORT (73C) MONTICELLO REGIONAL AIRPORT (MXO) Airport NPIAS Classification ...... NA Airport NPIAS Classification ...... GA NPIAS Classification ...... GA FAA Asset Study Classification ...... NA FAA Asset Study Classification ...... Basic FAA Asset Study Classification ...... Local Location from DBQ ...... 22 NM wnw Location from DBQ ...... 23 NM N Location from DBQ ...... 23 nm WSW Elevation ...... 975 ft Elevation ...... 1,015t Elevation (MSL)...... 832 ft Weather Reporting ...... None Weather Reporting ...... None Weather Reporting ...... AWOS ATCT ...... None ATCT ...... None ATCT...... None Annual Operations ...... None reported Annual Operations ...... 8,400 Annual Operations ...... 10,850 Based Aircraft ...... 4 Based Aircraft ...... 12 Based Aircraft ...... 37 Enplaned Passengers ...... None Enplaned Passengers ...... None Enplaned Passengers ...... None
Runway 11/29 (Turf) Runway 18/36 Runway 15/33 9/27 (Turf) Length (ft.) 2,700 Length (ft.) 3,300 Length (ft.) 4,400 2,316 Width (ft.) 120 Width (ft.) 60 Width (ft.) 75 90 Pavement Strength (pounds) Pavement Strength (pounds) Pavement Strength (pounds) SWL NA SWL 13,000 SWL 12,500 NA DWL NA DWL NA DWL NA NA Lighting Non-standard Lighting LIRL Lighting MIRL None Marking Non-standard Marking NPI Marking NPI None Approach Aids None Approach Aids None Approach Aids PAPI-2, REILs None Instrument Approach Procedures None Instrument Approach Procedures None Instrument Approach Procedures GPS GPS Services Provided: None Services Provided: 100LL fuel, aircraft hangars Services Provided: Aircraft tiedowns, 100LL and Jet A fuel, aircraft maintenance, and oxygen
Exhibit 1K Inventory | DRAFT 1-45 VICINITY AIRPORTS HISTORICAL PROJECTED POPULATION AND EMPLOYMENT 1970 1980 1990 2000 2010 2018 CAGR 2024 2029 2034 2039 CAGR (2018-2038) Historical Projected 120 POPULATION Total Population 90,831 93,773 86,462 89,201 93,926 97,499 0.15% 99,151 100,380 101,252 101,620 0.20% Median Age (years) 23.61 27.32 33.18 36.6 38.65 38.51 1.02% 38.88 39.4 39.85 39.95 0.17% Ages 0-64 72,509 83,305 74,286 76,107 79,548 80,132 0.21% 79,225 78,456 78,683 79,817 -0.02% 100 Ages 65 and over 9,014 10,468 12,176 13,094 14,378 17,367 1.38% 19,926 21,924 22,569 21,803 1.09% Male 44,038 45,339 41,809 43,335 46,289 48,207 0.19% 49,084 49,754 50,180 50,457 0.22% Female 46,793 48,434 44,653 45,866 47,637 49,292 0.11% 50,067 50,626 51,072 51,163 0.18% 80 Total Households 24,490 30,075 30,841 33,806 36,910 39,227 0.99% 40,278 40,589 40,584 40,470 0.15% Persons Per Household 3.52 2.98 2.67 2.50 2.43 2.37 -0.82% 2.35 2.36 2.38 2.39 0.04% People (in thousands) People EMPLOYMENT 60 Total Employment 43,244 52,947 55,086 62,225 67,956 76,648 1.20% 82,204 86,614 90,730 94,491 1.00% Farm 2,341 2,741 2,516 1,976 1,536 1,609 -0.78% 1,655 1,653 1,646 1,638 0.09% Forestry,Fishing, Related Activities and Other 113 101 185 274 324 403 2.68% 426 451 477 504 1.07% 40 1970 1980 1990 2000 ‘24‘182010 ‘39‘34 Mining 27 31 25 21 25 32 0.35% 33 34 36 37 0.69% Utilities 269 293 296 311 235 166 -1.00% 165 166 166 164 -0.06% Total Population Construction 2,162 2,070 2,413 2,907 3,648 3,759 1.16% 3,831 3,842 3,828 3,798 0.05% Total Employment Manufacturing 12,631 14,676 11,649 10,672 8,096 9,727 -0.54% 9,537 9,403 9,263 9,116 -0.31% Wholesale Trade 779 1,331 1,410 2,170 3,096 3,480 3.17% 3,802 4,061 4,318 4,558 1.29% Retail Trade 5,896 6,989 7,824 8,902 7,810 8,812 0.84% 9,097 9,254 9,370 9,432 0.32% INCOME Transportation and Warehousing 1,362 1,484 1,499 1,681 2,113 2,629 1.38% 2,783 2,932 3,095 3,248 1.01% Information 1,328 1,656 1,700 2,064 1,564 1,008 -0.57% 1,022 1,033 1,044 1,055 0.22% Historical Projected Finance and Insurance 1,620 2,021 2,083 2,273 4,111 5,415 2.55% 6,349 6,934 7,375 7,686 1.68% 150 Real Estate and Rental and Lease 951 1,186 1,222 1,363 2,198 2,722 2.22% 3,009 3,306 3,628 3,978 1.82% Professional and Technical Services 954 1,351 1,803 2,361 3,491 3,517 2.76% 3,984 4,415 4,887 5,403 2.07% 120 Management of Companies and Enterprises 118 167 223 252 581 883 4.28% 1,110 1,340 1,615 1,943 3.83% Administrative and Waste Services 788 1,071 1,380 1,796 2,304 2,717 2.61% 2,947 3,144 3,332 3,498 1.21% Educational Services 1,170 1,657 2,211 2,907 3,415 3,945 2.56% 4,241 4,463 4,656 4,813 0.95% 90 Health Care and Social Assistance 3,000 4,250 5,673 7,336 8,505 9,498 2.43% 10,625 11,610 12,529 13,339 1.63% Arts, Entertainment, and Recreation 900 1,180 1,469 1,912 1,957 2,034 1.71% 2,135 2,222 2,304 2,377 0.74% 60 Accommodation and Food Services 1,883 2,468 3,074 3,732 4,490 5,008 2.06% 5,360 5,643 5,894 6,136 0.97% Other Services, Except Public Administration 1,261 1,772 2,377 2,979 3,412 4,092 2.48% 4,692 5,156 5,579 5,956 1.80% Dollars (in thousands) 30 Federal Civilian Government 448 376 367 319 274 268 -1.06% 266 264 262 260 -0.14% Federal Military 523 428 522 444 407 367 -0.74% 368 369 371 372 0.06% State and Local Government 2,720 3,648 3,165 3,573 4,364 4,557 1.08% 4,767 4,919 5,055 5,180 0.61% 0 1970 1980 1990 2000 2010 ‘18 ‘24 ‘39‘34 INCOME & SPENDING Total Earnings (in millions of 2009 Dollars) $1,457 $1,919 $1,837 $2,342 $2,721 $3,235 1.68% 3,578 3,871 4,170 4,475 1.56% Mean Household Total Personal Income Per Capita Personal Income (2009 Dollars) 16,714 20,802 25,277 32,048 36,168 42,227 1.95% 45,634 48,282 50,434 52,388 1.03% Per Capita Personal Income Mean Household Total Personal Income (2009 Dollars) 59,424 62,505 68,220 81,115 88,693 101,184 1.12% 108,220 114,953 121,063 126,537 1.07% Gross Regional Product (in millions of 2009 Dollars) $2,150 $3,109 $2,802 $3,537 $4,251 $5,240 1.87% 5,821 6,319 6,827 7,342 1.62% Total Retail Sales (in millions of 2009 Dollars) $872 $1,033 $1,064 $1,405 $1,531 $1,875 1.61% 1,957 2,007 2,044 2,074 0.48% 3,000 RETAIL SALES Total Retail Sales Per Household (in 2009 Dollars) 35,590 34,343 34,502 41,574 41,485 47,803 0.62% 48,576 49,439 50,355 51,239 0.33% Historical Projected 2,500
2,000
1,500
1,000 Dollars (in millions) 500
1970 1980 1990 2000 2010 ‘18 ‘24 ‘34 ‘39
Total Retail Sales CAGR - Compound Annual Growth Rate Source: Woods & Poole Complete Economic and Demographic Data Source CEDDS 2018
Exhibit 1L Inventory | DRAFT 1-46 SOCIOECONOMIC PROFILE ECONOMY
According to the City of Dubuque, employers in the city draw from the workforce in the surrounding Iowa counties of Dubuque, Clayton, Delaware, Jones, and Jackson, as well as Grant County, Wisconsin and JoDavies County, Illinois. In 2018, Iowa Workforce Development completed a laborshed study enti‐ tled, A Study in Labor Availability and Workforce Characteristics2. The study showed a diverse economic base, with several industries dominating the local market. Healthcare and social services ranked as the largest industry, with 16.5 percent of employees working in this area. Wholesale and retail trade fol‐ lowed at 14 percent, then manufacturing at 13.3 percent. Other major industries in Dubuque include education, construction, finance, transportation, professional services, government, personal services, agriculture, and entertainment and recreation. The major employers within the City of Dubuque are detailed in Table 1H. TABLE 1H Historical unemployment rates in Top 10 Employers Dubuque County since 2000 have City of Dubuque # Employer Industry Employees (#) varied widely, with increases in un‐ 1 John Deere Dubuque Works Manufacturing 2,600 employment following the 9/11 at‐ Dubuque Community 2 Education 1,957 tacks and the 2008 economic reces‐ School District MercyOne Dubuque sion. The unemployment rate 3 Healthcare 1,410 reached a high of 6.6 percent in Medical Center University of Wisconsin‐ 4 Education 1,062 2009, a direct result of the reces‐ Platteville sion. From 2010 to 2018, unem‐ 5 Medical Associates Clinic, P.C. Healthcare 1,061 ployment in the county was slightly UnityPoint Health – 6 Healthcare 975 lower than of the state and steadily Finley Hospital decreased over this time period. In 7 Andersen Windows & Doors Manufacturing Not available 2018, unemployment in Dubuque 8 City of Dubuque Government 737 Professional 9 Sedgwick 725 County had fallen to 2.4 percent, services while Iowa stood at 2.5 percent and Healthcare/ 10 Cottingham & Butler 650 the United States, as a whole, at 3.9 social services percent. Source: Greater Dubuque Development Corp., 2019
Gross regional product (GRP) is a measure of the market value of the goods and services produced within an area in a given period of time. According to the CEDDS data, the State of Iowa has outpaced Dubuque County in GRP from 1970 through 2018, with the state growing at 2.32 percent and the county at 1.87 percent. However, projections of GRP indicate a reversal over the next 20 years, with Dubuque County’s growth (1.62%) exceeding that of the state (1.42%).
INCOME
Per capita personal income (PCPI) levels for the Dubuque MSA have historically been slightly lower than state income levels. In 1970, the Dubuque MSA PCPI was 5.06 percent below the state level and, in 2018,
2 Dubuque, Iowa Laborshed Area. A Study in Labor Availability and Workforce Characteristics.
Inventory | DRAFT 1-47
the MSA was 2.44 percent below the state level. By 2039, the MSA PCPI is projected to remain slightly lower than the state PCPI, at 2.78 percent.
HOUSEHOLDS
Growth trends for the number of households typically follow closely to population trends. Data of the total number of households within the Dubuque MSA and the state from 1970 through 2018 indicates a slower growth rate for households within the state compared to the MSA. However, this trend is ex‐ pected to change in the future, with the state’s number of households growing faster than the county by 2039.
ENVIRONMENTAL INVENTORY
This environmental inventory identifies potential environmental sensitivities, based on the 14 environ‐ mental impact categories outlined in FAA’s Order 1050.1F, Environmental Impacts: Policies and Proce‐ dures, that should be considered when planning future improvements at the airport.
Air Quality Biological Resources (including fish, wildlife, and plants) Climate Coastal Resources Department of Transportation Act, Section 4(f) Farmlands Hazardous Materials, Solid Waste, and Pollution Prevention Historical, Architectural, Archaeological, and Cultural Resources Land Use Natural Resources and Energy Supply Noise and Compatible Land Use Socioeconomics, Environmental Justice, and Children’s Environmental Health and Safety Risks Visual Effects (including light emissions) Water Resources (including wetlands, floodplains, surface waters, groundwater, and wild and scenic rivers)
It was determined that the following resources are not present with the airport environs or cannot be inventoried because they are evaluated as part of project implementation:
Inventory | DRAFT 1-48
Resources Not Present o Coastal Resources (Coastal Barriers and Coastal Zones) – the airport is inland and not sub‐ ject to any coastal restrictions.
Resources Not Inventoried o Visual effects (including light emissions) o Natural resources and energy supply
AIR QUALITY
The concentration of various pollutants in the atmosphere describes the local air quality. The signifi‐ cance of a pollution concentration is determined by comparing it to the state and federal air quality standards. In 1971, the U.S. Environmental Protection Agency (EPA) established standards that specify the maximum permissible short‐term and long‐term concentrations of various air contaminants. The National Ambient Air Quality Standards (NAAQS) consist of primary and secondary standards for six cri‐ teria pollutants, which include: Ozone (O3), Carbon Monoxide (CO), Sulfur Dioxide (SO2), Nitrogen Oxide (NOx), Particulate matter (PM10 and PM2.5), and Lead (Pb).
Based on federal air quality standards, a specific geographic area can be classified as either an “attain‐ ment,” “maintenance,” or “non‐attainment” area for each pollutant. The threshold for non‐attainment designation varies by pollutant. The airport is in Dubuque County, Iowa, which is designated as an at‐ tainment area for all federal criteria pollutants.3
BIOLOGICAL RESOURCES
Biotic resources include the various types of plants and animals that are present in an area. The term also applies to rivers, lakes, wetlands, forests, and other habitat types that support plants and animals.
The U.S. Fish and Wildlife Service (USFWS) is charged with overseeing the requirements contained within Section 7 of the Endangered Species Act (ESA). This Act was put into place to protect animal or plant species whose populations are threatened by human activities. Along with the FAA, the USFWS reviews projects to determine if a significant impact to these protected species will result with implementation of a proposed project. Significant impacts occur when the proposed action could jeopardize the contin‐ ued existence of a protected species or would result in the destruction or adverse modification of fed‐ erally designated critical habitat in the area.
According to the USFWS Information for Planning and Consultation (IPaC), there are seven federally listed threatened or endangered species which have the potential to occur in the vicinity of the airport.
3 https://www3.epa.gov/airquality/greenbook/anayo_ia.html
Inventory | DRAFT 1-49
These species, along with habitat requirements, are noted in Table 1J. The State of Iowa Department of Natural Resources4 provides an extensive list of species which are endangered, threatened, and of spe‐ cial concern statewide. Those species identified on the state list, cross‐referenced with the IPaC report, are included in Table 1J.
TABLE 1J Federally Listed Species Potentially Occurring Near Dubuque Regional Airport Dubuque County, IA Scientific Federal State Species Name Range/Habitat requirements Name Status Status Mammals Northern Myotis Threatened NA The northern long‐eared bat hibernates in areas of con‐ long‐eared septentrionalis sistent temperature and high humidity with little air move‐ bat ment, typically caves and mines. During the summer, northern long‐eared bats roost singly or in colonies under‐ neath bark, in cavities, or in crevices of both live and dead trees. The range of the northern long‐eared bat is eastern and north central United States, including Canada.5 Clams Higgins eye Lampsilis Endangered Endangered The Higgins eye is a freshwater mussel of larger rivers, usu‐ (pearlymus‐ higginsii ally found in areas with deep water and moderate cur‐ sel) rents.6 Spectalecase Cumberlandia Endangered NA Found in large rivers where they live in areas sheltered from (mussel) monodonta the main force of the river current. Often clustered in firm mud and in sheltered areas, such as beneath rock slabs, be‐ tween boulders, and even under tree roots.7 Snails Iowa Discus Endangered Endangered This snail lives in leaf litter of special cool and moist hillsides pleistocene maclintocki called algific slopes, where the air and water are cooled snail from underground ice, which flow out of cracks in the slopes and keep the ground temperatures below 50 de‐ grees F in the summertime and above 14 degrees F in the winter.8 Flowering Plants Northern wild Aconitum Threatened Threatened Typically found on shaded to partially shaded cliffs, algific monkshood noveboracense talus slopes, or on cool, streamside sites. These areas have cool soil conditions, cold air drainage, or cold groundwater flowage.9 Prairie bush Lespedeza Threatened NA The prairie bush clover is native to the tallgrass prairie re‐ clover leptostachya gion in four Midwestern states of the upper Mississippi River Valley, Iowa included.10 Western prai‐ Platanthera Threatened NA The western prairie fringed orchid occurs most often in me‐ rie fringed or‐ praeclara sic to wet unplowed tallgrass prairies and meadows.11 chid Source: U.S. Fish and Wildlife Service, Information for Planning and Conservation, https://ecos.fws.gov/ipac/; March 2019
4 https://www.iowadnr.gov/Conservation/Iowas‐Wildlife/Threatened‐and‐Endangered 5 https://www.fws.gov/midwest/endangered/mammals/nleb/nlebFactSheet.html 6 https://www.fws.gov/midwest/endangered/clams/higginseye/higgins_fs.html 7 https://www.fws.gov/midwest/endangered/clams/spectaclecase/SpectaclecaseFactSheetMarch2012.html 8 https://www.fws.gov/midwest/endangered/Snails/iops_fct.html 9 https://www.fws.gov/midwest/endangered/plants/monkshoo.html 10 https://www.fws.gov/midwest/Endangered/plants/prairieb.html 11 https://www.fws.gov/midwest/Endangered/plants/prairief.html
Inventory | DRAFT 1-50
No critical habitat has been identified on airport property.
In addition to the ESA, the Migratory Bird Treaty Act (MBTA) is also applicable at the airport as much of the study area constitutes habitat for birds protected under this Act. The IPaC report lists eight bird species that may be present at the airport.
Birds protected under the MBTA may nest, winter, or migrate throughout the area, including those pro‐ tected by the ESA. Under the requirements of the MBTA, all project proponents are responsible for complying with the appropriate regulations protecting birds when planning and developing a project. Migratory birds with potential to occur in the study area are listed in Table 1K.
TABLE 1K Birds Protected Under the Migratory Bird Treaty Act Dubuque County, IA Species Name Scientific Name Breeding Season Bald eagle Haliaeetus leucocephalus October 15 to August 31 Black‐billed cuckoo Coccyzus erythropthalmus May 15 to October 10 Bobolink Dolichonyx oryzivorus May 20 to July 31 Golden‐winged warbler Vermivora chrysoptera May 1 to July 20 Prothonotary warbler Protonotaria citrea April 1 to July 31 Red‐headed woodpecker Melanerpes erythrocephalus May 10 to September 10 Willow flycatcher Empidonax trailii May 20 to August 31 Wood thrush Hylocichla mustelina May 10 to August 31 Source: U.S. Fish and Wildlife Service, Information for Planning and Conservation, https://ecos.fws.gov/ipac/; March 2019
CLIMATE
The EPA’s Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990‐2016, found that the transporta‐ tion sector, which includes aviation, accounted for 28.5 percent of U.S. greenhouse gas (GHG) emissions in 2016. Of this, aviation contributed 168.0 million metric tons (MMT) of carbon dioxide equivalent 12, 13 (CO2e), or nearly nine percent of all transportation emissions. Transportation sources include cars, trucks, ships, trains, and planes. Most of the GHG emissions from transportation are CO2 emissions re‐ sulting from the combustion of petroleum‐based products in internal combustion engines. Relatively insignificant amounts of methane (CH4), hydrofluorocarbon (HFC), and nitrous oxide (N2O) are emitted during fuel combustion.
From 1990 to 2016, total transportation emissions increased. The upward trend is largely due to in‐ creased demand for travel; however, much of this travel was done in passenger cars and light‐duty trucks. In addition to transportation‐related emissions, Figure 1D shows all GHG emissions sources in the U.S. in 2016.
12 Aviation activity consists of emissions from jet fuel and aviation gasoline consumed by commercial aircraft, general aviation, and mili‐ tary aircraft. 13 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990‐2016, Table 2‐13 (available: https://www.epa.gov/ghgemissions/inven‐ tory‐us‐greenhouse‐gas‐emissions‐and‐sinks‐1990‐2016)
Inventory | DRAFT 1-51
Industry Agriculture 22% 9%
U.S. Territories Electricity Power 1% Industry 29% Commercial & Residential 12%
Figure 1D: 2016 Sources of Greenhouse Transportation Gas Emissions in the U.S. 27% Source: U.S. EPA (2018)
Increasing concentrations of GHGs can affect global climate by trapping heat in the Earth's atmosphere. Scientific measurements have shown that Earth’s climate is warming, with concurrent impacts, including warmer air temperatures, rising sea levels, increased storm activity, and greater intensity in precipitation events. This climate change is a global phenomenon that can also have local impacts (Intergovernmental Panel on Climate Change, 2014). GHGs, such as water vapor (H2O), carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O), and ozone (O3), are both naturally occurring and anthropogenic (man‐made).
Research has established a direct correlation between fuel combustion and GHG emissions. GHGs from anthropogenic sources include CO2, CH4, N2O, hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6). CO2 is the most important anthropogenic GHG because it is a long‐lived gas that remains in the atmosphere for up to 100 years.
Information regarding the climate in Dubuque County, including wind, temperature, and precipitation, are found earlier in this chapter.
DEPARTMENT OF TRANSPORTATION ACT, SECTION 4(f)
Section 4(f) of the DOT Act, which was recodified and renumbered as Section 303(c) of 49 USC, provides that the Secretary of Transportation will not approve any program or project that requires the use of any publicly owned land from historic sites, public parks, recreation areas, or waterfowl and wildlife refuges of national, state, regional, or local importance unless there is no feasible and prudent alterna‐ tive to the use of such land, and the project includes all possible planning to minimize harm resulting from the use.
Inventory | DRAFT 1-52
The following list summarizes properties of each type that may be protected under Section 4(f) of the DOT Act within the vicinity of the airport:
National Register of Historic Places o Mount Saint Bernard Seminary and Barn – located 1.8 miles north‐northeast o John and Marie (Palen) Schrup Farmstead Historic District – located 2.3 miles north o Julien Dubuque Monument – located 4.6 miles northeast o Langworthy Historic District – located 5.5 miles northeast o Julian Dubuque Bridge – located 5.7 miles northeast o Washington Park – located 5.9 miles northeast
Recreation Area – Mississippi National River and Recreation Area, 185 miles northwest of the airport
Wilderness Area – Nordhouse Dunes Wilderness, 243 miles east‐northeast of the airport
Wildlife Refuge – Upper Mississippi River National Wildlife and Fish Refuge, 4.9 miles northeast of the airport
Locally Owned Parks o Swiss Valley Park – 1.7 miles northwest o Granger Creek Nature Trail – 2.4 miles northeast o Roosevelt Park – 3. 9 miles north o Louis Murphy Park – 5.3 miles northeast o Maus Park – 5.4 miles northeast
State Parks o Mines of Spain State Recreation area – 3.5 miles northeast o Bellevue State Park – 16.6 miles southeast
FARMLANDS
Under the Farmland Protection Policy Act (FPPA), federal agencies are directed to identify and take into account the adverse effects of federal programs on the preservation of farmland, to consider appropri‐ ate alternative actions which could lessen adverse effects, and to assure that such federal programs are, to the extent practicable, compatible with state or local government programs and policies to protect farmland. The FPPA guidelines, developed by the U.S. Department of Agriculture (USDA), apply to farm‐ land classified as prime or unique, or of state or local importance as determined by the appropriate government agency, with concurrence by the Secretary of Agriculture.
Inventory | DRAFT 1-53
Information obtained from the Natural Resource Conservation Service’s (NRCS) Web Soil Survey (WSS) indicates a significant amount of airport property and land adjacent to the airport is classified as “farm‐ land of statewide importance.” Other soils on the airport are classified as either “prime farmland” or “not prime farmland.” Soil classifications are indicated on Exhibit 1M.
HAZARDOUS MATERIALS, SOLID WASTE, AND POLLUTION PREVENTION
Federal, state, and local laws regulate hazardous materials use, storage, transport, and disposal. These laws may extend to past and future landowners of properties containing these materials. In addition, disrupting sites containing hazardous materials or contaminates may cause significant impacts to soil, surface water, groundwater, air quality, and the organisms using these resources. According to the EPA’s EJSCREEN, there are no Superfund or brownfield sites within five miles of the airport.14
The Dubuque Metropolitan Sanitary Landfill, a solid waste landfill, is located approximately 6.68 miles north‐northeast of the airport.
HISTORICAL, ARCHITECTURAL, ARCHAEOLOGICAL, AND CULTURAL RESOURCES
Determination of a project’s environmental impact to historic and cultural resources is made under guid‐ ance in the National Historic Preservation Act (NHPA) of 1966, as amended, the Archaeological and His‐ toric Preservation Act (AHPA) of 1974, the Archaeological Resources Protection Act (ARPA), and the Na‐ tive American Graves Protection and Repatriation Act (NAGPRA) of 1990. In addition, the Antiquities Act of 1906, the Historic Sites Act of 1935, and the American Indian Religious Freedom Act of 1978 also pro‐ tect historical, architectural, archaeological, and cultural resources. Impacts may occur when the pro‐ posed project causes an adverse effect on a property which has been identified (or is unearthed during construction) as having historical, architectural, archaeological, or cultural significance.
The following list summarizes the nearest historic properties of each type that may be protected under Section 4(f) of the DOT Act:
Mount Saint Bernard Seminary and Barn – located 1.8 miles north‐northeast John and Marie (Palen) Schrup Farmstead Historic District – located 2.3 miles north Julien Dubuque Monument – located 4.6 miles northeast Langworthy Historic District – located 5.5 miles northeast Julian Dubuque Bridge – located 5.7 miles northeast Washington Park – located 5.9 miles northeast
14 https://ejscreen.epa.gov/mapper/
Inventory | DRAFT 1-54
¤£61
Christman School n
Granger Creek
151¤£
Runway 13/
Runw
Lytle Creek 31
ay 18/36 ¤£61
Salem Feeney Rd. Saint Joseph Schooln Skyline Rd Church
î Runway Centerlines Airport Drainage Ditch Airport Property Dubuque City Boundary
n School Lake/Pond 100-Year Floodplain Church î Residential Zoning ¯ Stream Farmland Of Statewide Importance 0 2,500 5,000 Impaired Stream All Areas Prime Farmland 1" = 2,500' Source: ESRI Basemap Imagery (2017), Exhibit ## Dubuque County, FEMA, USDA ENVIRONMENTAL SENSITIVITIES
Exhibit 1M Inventory | DRAFT 1-55 ENVIRONMENTAL SENSITIVITIES
In July 2019, in response to proposed building deconstruction, the City of Dubuque Planning Services Department conducted an in‐depth architectural and historic evaluation15 focusing on whether three structures at the Dubuque Regional Airport, the former 1948‐1949 terminal building, and the 1952 maintenance garage/carwash and electrical vault, along with the airport as a whole, was eligible for list‐ ing on the National Register of Historic Places (NRHP) inventory. The following conclusions are further detailed in the report:
The former original terminal building had not retained its historic or cultural integrity due to mul‐ tiple renovations and modifications to both the interior and exterior of the building.
The maintenance garage/carwash and electrical vault buildings have had façade elements re‐ placed, windows filled in, and original windows replaced with vinyl windows. These alterations were completed post‐historic age, which affects historic and architectural significance of the structure.
The airport encompasses approximately 41 structures and buildings onsite, of which seven are of historic age (pre‐1969). Along with the three structures previously discussed, there is a pre‐ 1930s farmhouse with detached garage (which has undergone multiple enhancements to the original structures), a 1953 Quonset Hut, and a 1965 G.A. 8‐unit hangar. The Quonset Hut and G.A. hangar may retain some historic or architectural integrity and would be the only buildings which could be considered contributing to a historic district. Additionally, the runways have been reworked, repaved, and expanded throughout the years.
The report concluded the former terminal building, or the maintenance garage/carwash and electrical vault buildings, were not eligible for the NRHP. Furthermore, the report concluded the airport does not retain sufficient integrity to be considered for inclusion in the NRHP as a historic district. However, co‐ ordination with the Iowa Historic Preservation Office is ongoing.
The closest Native American resource is the Ho‐Chunk Nation Off‐Reservation Trust Land, which is lo‐ cated approximately 68 miles north‐northwest of the airport.
LAND USE
Land uses around the airport are described earlier in this chapter and are displayed on Exhibit 1B.
15 Dubuque Regional Airport In‐Depth Architectural/Historic Survey/Evaluation Report – City of Dubuque, IA Planning Services Department (July 2019)
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NOISE AND COMPATIBLE LAND USE
Federal land use compatibility guidelines are established under 14 CFR Part 150 (Part 150), Airport Noise Compatibility Planning. According to Part 150, residential land uses and schools are noise‐sensitive land uses that are not considered compatible with a 65 decibel (dB) Day‐Night Average Sound Level (DNL). Other noise‐sensitive land uses (such as religious facilities, hospitals, or nursing homes), if located within a 65 dB DNL contour, are generally compatible when an interior noise level reduction of 25 dB is incor‐ porated into the design and construction of the structure. Special consideration also needs to be given to noise‐sensitive areas within Section 4(f) properties where the land use compatibility guidelines in Part 150 do not account for the value, significance, and enjoyment of the area in question (FAA 2015). A Part 150 study has not been prepared for the airport.
Land uses adjacent to the airport are considered low‐density residential, with small, large‐lot subdivi‐ sions and other agricultural uses. Other noise‐sensitive land uses in the vicinity of the airport include:
Schools o Salem School is located 0.9‐mile southeast o St. Joseph School is located 2.7 miles north‐northeast
Hospitals / Nursing Homes o Jackson County Hospital is located 1.1 miles east
Religious Facilities o St. Joseph Church is located 1.2 miles west‐southwest o Old Paths Baptist Church is located 4.6 miles north o Church of Jesus Christ of Latter‐day Saints is located 4.6 miles north o New Melleray Abbey is located 4.7 miles west o Grandview Heights Baptist Church is located 4.9 miles northeast o St. Catherine’s Catholic Church is located 5.3 miles east o Archdiocese of Dubuque is located 5.3 miles northeast
The Dubuque County Zoning Ordinance16 (most recently amended in August 2015) establishes multiple districts and zones addressing the airport. The first district is the Airport Operations (AO) District, which is a restricted district established to protect airport operations form any encroachments or land use conflicts. The AO district permits principle uses and structures, including runways and taxiways, naviga‐ tional aids, FAA‐approved operational aids, and utilities. This district regulates height and setbacks, stat‐ ing structures or buildings may be restricted in this zone at a height other than those specifically required or permitted by the FAA for operational purposes. A 30‐foot setback is required from adjacent proper‐ ties for any structure placed along the perimeter of the airport influence area (AIA).
16 https://dubuquecounty.org/auditor/ordinances/
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The Airport Commercial (AC) District was created to provide for on‐airport land uses, which are not di‐ rectly involved in flight operations, but are related to airport support activities and light commercial and industrial uses. Permitted principal uses and structures include terminal operations; FBOs; airport hang‐ ars, maintenance, and storage buildings; retail businesses and offices where all activities are conducted inside which emit no electrical or radio interference; post‐secondary public / private schools, colleges, and universities; and those light industrial and manufacturing operations identified in the code.
The Airport Influence Area Agricultural (AA) District was established to provide for agricultural land uses for off‐airport property. Permitted uses within this district include agricultural uses, public utilities, pub‐ lic parks and recreation, cemeteries, riding stables, and quarries. Maximum height for structures and buildings in the AA district are regulated by the County Airport Height and Hazard (AH) zone and Part 77 Airspace Requirements. A 30‐foot setback is required from adjacent properties placed along the perim‐ eter of the AIA.
The Airport Height and Hazards (AH) Zone was established to restrict airport hazards in the vicinity of airports and creating airport hazard zones. These regulations are enforced by the Dubuque Airport Zon‐ ing Commission. In all cases where, in the opinion of the Zoning Administrator, a proposed structure or alteration or natural object may exceed any height restrictions outlined in the Code, that application for a zoning certificate shall be forwarded to the Airport Zoning Commission for review. That body will determine whether the proposed development poses a threat to air navigation as determined by FAA standards. If the site is determined to pose a hazard and before a zoning certificate is granted, the application shall be by proof that notice has been given pursuant to 14 CFR 77.1717 and that proposed buildings, structures, or natural objects will not be a hazard to air navigation.
SOCIOECONOMICS, ENVIRONMENTAL JUSTICE, AND CHILDREN’S ENVIRONMENTAL HEALTH AND SAFETY RISKS
General socioeconomic information, such as population and economic trends, are addressed earlier in Chapter One. However, FAA Order 1050.1F specifically requires that a federal action causing dispropor‐ tionate impacts to an environmental justice population (i.e., a low‐income or minority population), be considered, as well as an evaluation of environmental health and safety risks to children. The EPA’s EJSCREEN online tool was consulted regarding the presence of environmental justice areas within the airport environs. Population within five miles of the airport is approximately 12,400, of which 20 percent of the population is considered low‐income and three percent is considered a minority population. Like‐ wise, according to EJSCREEN, five percent of the population is under the age of five within a five‐mile radius of the airport.
17 https://www.ecfr.gov/cgi‐bin/text‐idx?SID=c957224f6e2b4fb1f2fc236f5da09558&node=pt14.2.77&rgn=div5
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WATER RESOURCES
Stormwater at the airport is managed by surface runoff. As outlined in the Storm Water Pollution Pre‐ vention Plan (SWPPP), the airport is divided into three drainage basins which collect runoff through a series of drainage ditches and swales, directing water to one of these basins. The basins discharge into tributaries feeding into the Mississippi River.
The SWPPP is intended for use by DBQ to provide consistent and effective management of stormwater runoff. In the State of Iowa, stormwater management is regulated on both the federal and state levels. National Pollutant Discharge Elimination System (NPDES), managed by the Iowa Department of Natural Resources (IDNR), requirements apply to stormwater discharges associated with industrial activities at the airport which were reviewed by the FAA. Potential point sources for pollution identified in the SWPPP includes, but is not limited to, aircraft fuels, aircraft washing, and aircraft deicing activities. These pollutants can be transported to the detention basins either as direct spills, from rainfall runoff, or sur‐ face area wash downs. The SWPPP identifies best management practices (BMPs) to control contamina‐ tion, which include good housekeeping, preventative maintenance, and visual inspections. If any airport activities cause potential impact on local waters, they are properly addressed and Airport Operations is contacted.
Water resources near the airport are depicted on Exhibit 1M.
Wetlands. The U.S. Army Corps of Engineers regulates the discharge of dredged and/or fill material into waters of the United States, including adjacent wetlands, under Section 404 of the Clean Water Act (CWA). Wetlands are defined in Executive Order (E.O.) 11990, Protection of Wetlands, as “those areas that are inundated by surface or groundwater with a frequency sufficient to support and under normal circumstances does or would support a prevalence of vegetation or aquatic life that requires saturated or seasonably saturated soil conditions for growth and reproduction.” Wetlands can include swamps, marshes, bogs, sloughs, potholes, wet meadows, river overflows, mud flats, natural ponds, estuarine areas, tidal overflows, and shallow lakes and ponds with emergent vegetation. Wetlands exhibit three characteristics: the soil is inundated or saturated to the surface at some time during the growing season (hydrology), has a population of plants able to tolerate various degrees of flooding or frequent saturation (hydrophytes), and soils that are saturated enough to develop anaerobic conditions during the growing season (hydric).
According to USFWS, which manages the National Wetlands Inventory on behalf of all federal agencies, there are drainages and small freshwater ponds identified as wetlands on the airport. It is important to note that these areas were identified as wetlands based on a review of aerial photography dated 2005 and may no longer be present. Additionally, based on information from the NRCS‐WSS, no hydric soils are present on airport property.
Floodplains. E.O. 11988 directs federal agencies to take action to reduce the risk of flood loss, minimize the impact of floods on human safety, health, and welfare, and restore and preserve the natural and beneficial values served by the floodplains. Based on a review of Federal Emergency Management
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Agency (FEMA) map panel number 19061C0365E, dated October 18, 2011, a floodplain bisects airport property in an east / west manner, crossing across Runway 18‐36 and south of Runway 13‐31. The flood zone is identified as Flood Zone A, a Special Flood Hazard Area subject to a one percent annual chance of flooding, also known as the 100‐year flood.
Surface Waters. The CWA provides the authority to establish water quality standards, control dis‐ charges, develop waste treatment management plans and practices, prevent or minimize the loss of wetlands, and regulate other issues concerning water quality. Water quality concerns related to airport development most often relate to the potential for surface runoff and soil erosion, as well as the storage and handling of fuel, petroleum products, solvents, etc. Additionally, Congress has mandated (under the CWA) the NPDES. Using NPDES permits, certain procedures are required to prevent contamination of water bodies from stormwater runoff.
Examples of direct impacts to surface waters include any in‐water work resulting from expansion of an existing FAA facility adjacent to surface waters, or a withdrawal of water from a surface water for con‐ struction or operations. The following streams and rivers within the vicinity of the airport have been identified as impaired under Section 303(d) of the CWA:
Granger Creek Catfish Creek Tetes Des Morts Creek Mississippi River
A review of the National Hydrography Dataset, published by the United States Geological Survey, indi‐ cates drainage channels are present on airport property.
Wild and Scenic Rivers. The National Wild and Scenic Rivers Act was established to preserve certain rivers with outstanding natural, cultural, and recreational values in a free‐flowing condition for the en‐ joyment of present and future generations. The closest designated Wild and Scenic River is a portion of the Saint Croix Riverway, located over 190 miles northwest bordering Minnesota and Wisconsin.18
The Nationwide River Inventory (NRI) is a list of over 3,400 rivers or river segments that appear to meet the minimum Wild and Scenic Rivers Act eligibility requirements based on their free‐flowing status and resource values. The development of the NRI resulted from Section 5(d)(1) in the Wild and Scenic Rivers Act, directing federal agencies to consider potential wild and scenic rivers in the comprehensive planning process.19 Those rivers or river segments closest to the airport which are on the NRI are:
Maquoketa River – flows 81 miles from Monticello, IA to the Mississippi River Turkey River – flows 134 miles from Vernon Springs, IA to the Mississippi River
18 https://rivers.gov/wsr‐act.php 19 https://www.nps.gov/subjects/rivers/nationwide‐rivers‐inventory.htm
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Groundwater. Groundwater is subsurface water that occupies the space between sand, clay, and rock formations. The term aquifer is used to describe the geologic layers that store or transmit groundwater, such as to wells, springs, and other water sources. Examples of direct impacts to groundwater could include withdrawal of groundwater for operational purposes, or reduction of infiltration or recharge area due to new impervious surfaces. There is no sole source aquifer near the airport.
The airport is underlain by rock that is minimally permeable but may contain locally productive aqui‐ fers.20
ENVIRONMENTAL INVENTORY RESOURCES
A variety of resources were used during the inventory process. The following listing reflects a compila‐ tion of these sources.
U.S. Environmental Protection Agency, Currently Designated Nonattainment Areas for All Criteria Pollu‐ tants: https://www3.epa.gov/airquality/greenbook/anayo_ia.html
U.S. Environmental Protection Agency, EJSCREEN: https://www.epa.gov/ejscreen
FEMA Flood Map Service Center: https://msc.fema.gov/portal/search?AddressQuery=dubuque%20re‐ gional%20airport%2C%20dubuque%2C%20ia#searchresultsanchor
Natural Resources Conservation Service, Web Soil Survey: https://websoilsurvey.sc.egov.usda.gov/App/HomePage.htm
National Park Service, Nationwide Rivers Inventory: https://www.nps.gov/subjects/rivers/nationwide‐ rivers‐inventory.htm
National Wild and Scenic Rivers System: https://www.rivers.gov/index.php
U.S. Fish and Wildlife Service Information, Planning and Consultation System: https://ecos.fws.gov/ipac/
U.S. Fish and Wildlife Service National Wetlands Inventory: https://www.fws.gov/wetlands/Data/Map‐ per.html
USGS National Map: https://www.usgs.gov/core‐science‐systems/national‐geospatial‐program/na‐ tional‐map
20 https://water.usgs.gov/ogw/aquifer/101514‐wall‐map.pdf
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