Capital Improvement Program Chapter Seven Port of Portland

PORT OF PORTLAND Chapter Seven CAPITAL IMPROVEMENT PROGRAM CHAPTER SEVEN PORT OF PORTLAND

CAPITALCAPITAL IMPROVEMENTIMPROVEMENT PROGRAMPROGRAM

The analyses conducted in the previous chapters evaluated airport development needs based upon safety, security, potential aviation activity, and operational efficiency. Through these analyses, a plan for the use and development of the airport was defined. The purpose of this chapter is to identify the projects to implement the proposed plan for the use and development of Hillsboro Airport, and those capital needs required to operate and maintain the airport in a safe and environmentally acceptable manner.

The presentation of the financial plan and its feasibility has been organized into two sections. First, funding sources on the federal and local levels are identified and discussed. Second, the airport's capital needs, costs, and funding eligibility are presented in narrative and tabulated form.

CAPITAL IMPROVEMENTS FUNDING

Financing capital improvements at the airport will not rely exclusively upon the financial resources of the Port of Portland (Port). Capital improvement funding is available at the federal level for many airport projects. The following discussion outlines the key sources for capital improvement funding.

7-1 FEDERAL GRANTS entitlement. For eligible general aviation airports, Vision 100 provides up to Through federal legislation over the $150,000 of funding each year. As a years, various grants-in-aid programs general aviation airport, Hillsboro Air- have been established to develop and port does not qualify for the commercial maintain a system of public airports service entitlement; however, it does throughout the United States. The qualify for the annual $150,000 enti- purpose of this system and its federally- tlement. An airport can consolidate based funding is to maintain national four years of entitlement funding for a defense and promote interstate com- total of $600,000. However, these an- merce. The most recent legislation, Vi- nual entitlement levels can be reduced sion 100 – Century of Aviation Reau- if Congress does not appropriate the full thorization Act (Vision 100), was signed funding levels specified above. into law on December 13, 2003. After meeting entitlement obligations, Vision 100 is a four-year bill covering the remaining Airport Improvement federal fiscal years 2004, 2005, 2006, Program (AIP) funds are distributed via and 2007. Vision 100 provides national grants issued by the FAA, based upon funding levels to the FAA of $3.4 billion the priority of the project for which air- in 2004, increasing $100 million annu- port sponsors have requested federal ally, until reaching $3.7 billion in 2007. assistance through discretionary appor- tionments. A national priority ranking The source for federal funding of air- system is used to evaluate and rank ports is the Aviation Trust Fund. The each project for which an airport spon- Aviation Trust Fund was established in sor seeks federal assistance for. Those 1970, to provide funding for aviation projects with the highest priority are capital investment programs (aviation given preference in funding. Each pro- development, facilities and equipment, ject for Hillsboro Airport is required to and research and development). The follow this procedure and compete with Aviation Trust Fund also finances the other airport projects in the state for operation of the FAA. It is funded by AIP State Apportionment dollars, and user fees, taxes on airline tickets, avia- across the country for other federal AIP tion fuel, and various aircraft parts. funds. An important point to consider is that most funding for Hillsboro Airport Proceeds from the Aviation Trust Fund is not guaranteed, as the airport is cur- are distributed each year by the FAA, rently only eligible for the $150,000 an- from appropriations by Congress. A nual entitlement under Vision 100 leg- portion of the annual distribution is to islation. Therefore, the Port must rely primary commercial service airports on federal discretionary funding. (e.g., Portland International Airport), based upon enplanement levels. Com- Airport development that meets the mercial service airports enplaning more FAA’s eligibility requirements can re- than 10,000 passengers annually are ceive 95 percent of the total eligible pro- provided a minimum $1,000,000 annual ject cost from the FAA. This is a five

7-2 percent increase from past funding, Cost Center cost center income (avia- which only provided 90 percent funding tion) and/or bonds. The Post Cost Cen- for eligible projects. The 95 percent ter represents the financial conglomera- funding level is currently only provided tion of several aviation business lines by law until 2007. After 2007, the fund- including parking, rental cars, PDX air- ing level would revert back to 90 per- side and landside, and general aviation. cent (the federal share for the past two Some improvements may require pri- decades), unless extended by Congress. vate funding mechanisms, such as bank Funding at 95 percent for AIP-eligible loans or private capital investments. projects has been assumed to extend These decisions are made at project im- through the planning period, as it is ex- plementation, based on Port financial pected that subsequent legislation resources at that time. would make permanent the 95 percent funding level. Property acquisition, air- The development of general aviation fa- field improvements, aprons, perimeter cilities at Hillsboro Airport have relied service roads, and access road im- on a combination of public and private provements are examples of eligible investments in the past. The Port has items. funded many of the grant-eligible items for general aviation at the airport in- Vision 100 does provide for the Secre- cluding taxiways, apron, access roads, tary of Transportation to fund revenue- and automobile parking. Private indi- generating developments such as han- viduals or businesses have typically fi- gars and fuel facilities, which have his- nanced the construction of hangar fa- torically not been eligible for federal cilities. funding. Vision 100 limits this funding eligibility to non-primary airports such The Oregon Economic & Community as Hillsboro Airport, and the airports Development Department (OECDD) must use their annual entitlement dol- and Federal Economic Development lars. Vision 100 also requires that all Administration provide a number of airside needs at the airport are met grant and loan programs to businesses prior to an airport receiving funding for that create jobs. These programs could revenue-generating development. be used to support infrastructure improvements at Hillsboro Airport for the attraction of a specific business. LOCAL FUNDING A continuation of public and private in- The balance of project costs, after con- vestments will be necessary to imple- sideration has been given to federal ment the proposed plan. The capital grants, must be funded through local improvement program shown on Ex- resources. There are several alterna- hibit 7A assumes the Port will be able tives for local finance options for future to fully pursue all the grant-eligible im- development at the airport. The Port provements to accommodate general can fund the local share, after FAA aviation growth in the future. This in- grants, through airport revenues, Port cludes apron development, hangar ac-

7-3 cess taxiways, public roadways and DEMAND-BASED PLAN automobile parking, and land acquisition. The Master Plan for Hillsboro Airport has been developed according to a de- The T-hangars, Fixed Base Operator mand-based schedule. Demand-based (FBO) hangars, and corporate hangars planning refers to the intention to de- are all assumed to be funded by private velop planning guidelines for the air- developers through long-term ground port, based upon airport activity levels, leases. The obvious advantage of such instead of guidelines based on points in an arrangement is that it relieves the time. By doing so, the levels of activity Port of all responsibility for raising the derived from the demand forecasts can capital funds for these improvements, be related to the actual capital invest- considering the remaining capital needs ments needed to safely and efficiently at the airport. These improvements are accommodate the level of demand being demand-based; therefore, these projects experienced at the airport. More spe- should only be pursued when the need cifically, the intention of this Master for such facilities can be determined. Plan is that the facility improvements Furthermore, these facilities should needed to serve new levels of demand only be constructed when it is found should only be implemented when the that the development costs can be fully levels of demand experienced at the air- recovered through lease and rental fees. port justify their implementation.

For example, the aviation demand fore- CAPITAL NEEDS AND casts projected that the addition of 101 COST SUMMARIES more based aircraft could be expected through the Year 2025. This forecast Once the specific needs for the airport was supported by the local community’s have been established, the next step is growing economy and population and to determine a realistic schedule and historical trends which yielded a grow- costs for implementing each project. The ing number of based aircraft levels at capital needs presented in this chapter the airport. outline the costs and timing for implementation. The program outlined on the Future based aircraft levels will be de- following pages has been evaluated pendent upon a number of economic fac- from a variety of perspectives and tors. These factors could slow or accel- represents the culmination of a com- erate based aircraft levels differently parative analysis of basic budget fac- than projected in the aviation demand tors, demand, and priority assignments forecasts. Since changes in these fac- by both the Port and Consultants. tors cannot be realistically predicted for the entire forecast period, it is difficult to predict, with the level of accuracy needed to justify a capital investment, exactly when an improvement will be needed to satisfy demand level.

7-4 03MP01-7A-5/23/05 No. 2007 Subtotal 2006 2006 2005 Subtotal ShortTermPlanning Horizon Subtotal 2011 2011 Subtotal 2010 2010 Subtotal 2009 2009 Subtotal 2008 2008 Subtotal 2007 1 ConstructT-HangarAccessTaxilanes -PhaseI 21. ConstructTaxiwayCExtension 20. 9 EnvironmentalAssessment/EISfor Parallel Runway 19. 8 SlurrySealWestLocalTiedown 18. 3 ConstructRunway12L-30R-Phase I 23. 7 StormWaterQualityFacility 17. ConstructRunway12-30HighSpeed ExitTaxiways 16. 5 TaxiwayAccesstoNorthwestCorporate Center 15. TaxiwayA3Extension 14. 3 EnvironmentalAssessment/EISfor Parallel Runway 13. 2 OverlayTaxiwayH 12. ConstructAircraftWashRack 11. 0 ConstructNortheastCorporateHangarAccessRoads 10. 0 RelocateTaxiway AA/Extend toTaxiwayA4 10. 0 Taxiway FPavementPreservation(SlurrySeal) 30. 9 Taxiway BPavementPreservation(SlurrySeal) 29. 8 Taxiway APavementPreservation(SlurrySeal) 28. Runway 12-30PavementPreservation(SlurrySeal) 27. 2 ConstructEastPerimeterServiceRoad 22. 6 Master PlanUpdate 26. ConstructRunway12L-30R-Phase II(TaxiwayD) 25. 4 LandAcquisitionReimbursement 24. .ConstructNortheastCorporateHangarAccessTaxiway F 9. .ReconstructWestPerimeterServiceRoad 8. .Runway2-20andTaxiwayBFogSeal 7. .Construct EastApronAutomobileParking -PhaseI 9. Construct T-HangarAutomobileParking - PhaseI 8. Construct EastApron-PhaseI 7. .Construct EastAccessRoad 6. .CrackFillandSlurrySealTaxiwayAA 6. .LandAcquisition 5. .EnvironmentalAssessment/EISforParallelRunway 5. .Construct Southeast CorporateHangarAccess Taxiway 4. ConstructTaxiwayM-Phase I 3. RelocateTaxiwayC 2. Reconstruct/Shift/ExtendRunway 2-20,TaxiwayC,andB386'East 1. .AcquireBackupGenerator 4. .ConstructT-HangarTaxilanes 3. .ConstructTerminalApronTaxiway 2. .ConstructShouldersTaxiwayA-PhaseII 1. DESCRIPTION INTERMEDIATE TERMPLANNING HORIZON SHORT TERMPLANNINGHORIZON $

$ $ $

$ $

$ $ $

$ $

$ $ $

$ TOTAL COST 35,073,000 10,649,000

9,221,000 6,602,000 3,261,000 4,458,000 2,104,000 2,433,000 2,129,000 3,519,000 2,710,000 1,303,000 ,2,0 ,4,0 76,000 1,444,000 1,520,000 1,558,000 4,964,000 6,795,000 1,418,000 4,499,000 1,470,000 3,088,000 7,906,000 3,662,000 1,443,000 ,0,0 ,9,0 105,100 1,996,900 2,102,000 4,645,000 500,000 500,000 900,000 140,000 500,000 150,000 466,000 286,000 626,000 457,000 600,000 214,000 300,000 500,000 100,000 326,000 596,000 946,000 372,000 57,000 14,000 66,000

$ $

$ $ $ $ $

$ $ $

$ 72,150 $ FEDERALLY ELIGIBLE 33,319,350 10,116,550

8,759,950 4,235,100 1,998,800 6,271,900 2,311,350 2,022,550 3,343,050 1,237,850 2,574,500 1,480,100 6,455,250 4,715,800 1,396,500 4,274,050 2,933,600 1,347,100 3,478,900 7,510,700 1,370,850 4,412,750 3,097,950 475,000 475,000 855,000 475,000 133,000 142,500 442,700 570,000 271,700 594,700 203,300 434,150 475,000 309,700 566,200 285,000 898,700 353,400 54,150 13,300 62,700 95,000

$ $

$ $ $

$ $ $ $ $ LOCAL SHARE 1,753,650 222,900 105,200 330,100 121,650 461,050 106,450 175,950 135,500 339,750 248,200 224,950 154,400 532,450 183,100 395,300 232,250 163,050 25,000 25,000 45,000 25,000 23,300 65,150 30,000 14,300 31,300 10,700 22,85077,900 25,000 73,500 70,900 16,300 29,800 15,000 47,300 18,600 7,500 2,850 7,000 3,300 5,000 700 No. Subtotal LongTermPlanning Horizon Subtotal IntermediateTermPlanningHorizon Total AllProgrammedDevelopment 2. Someprojects noted inthisschedulearenotshown onExhibit7Basthey 1. Thisisananticipatedschedulefor theairporttomeetprojecteddemand. NOTES: 4 Northwest CorporateTaxiwayPavementPreservation 24. 3 Taxiway DPavementPreservation 23. 2 West Local TiedownApronPavementPreservation 22. 1 Southwest ApronPavementPreservation 21. 0 SoutheastCorporateTaxiwayPavementPreservation 20. 9 T-HangarAccessTaxilanePavementPreservation 19. 8 EastApronPavementPreservation 18. 7 CharliePatternLanding AreaPavementPreservation 17. TaxiwayAA/TaxiwayA3Pavement Preservation 16. 5 TaxiwayCPavementPreservation 15. CompassCalibrationPadPavement Preservation 14. 3 TaxiwayM-SouthPavementPreservation 13. 2 TaxiwayFPavementPreservation 12. 2 RelocateCharliePatternLandingArea 12. 11. 1 TaxiwayBPavement Preservation 11. TaxiwayAPavementPreservation (Overlay) 10. 1 TaxiwayCPavementPreservation(Overlay) 21. 4 ConstructTerminalApron-PhaseI 14. ExtendTaxiwayBWest 13. 5 ConstructTerminalAreaAutomobileParking 15. 6 Runway12-30PavementPreservation(Overlay) 16. 0 TaxiwayFPavementPreservation(Overlay) 20. TaxiwayBPavementPreservation(Overlay) 19. TaxiwayAPavementPreservation(Overlay) 18. Runway2-20PavementPreservation(SlurrySeal) 17. 4 TaxiwayDPavementPreservation(SlurrySeal) 24. ConstructNewTerminalBuilding 23. Runway12L-30RPavementPreservation(SlurrySeal) 22. 5 NorthwestCorporateTaxiwayPavementPreservation(SlurrySeal) 25. 7 WestLocalTiedownApronPavement Preservation(SlurrySeal) 27. T-HangarAccessTaxilanePavementPreservation(SlurrySeal) 26. .Runway12L-30RPavementPreservation(Overlay) 9. .Runway2-20PavementPreservation(Overlay) 8. .Runway 12-30 PavementPreservation(Overlay) 7. .ConstructTaxiwayM-PhaseII 6. .ConstructEastApronAutomobileParking-PhaseII 5. .ConstructEastApron/AircraftWashRack-PhaseII 4. Construct T-HangarAutomobileParking-PhaseII 3. .ConstructT-HangarAccessTaxilanes-PhaseII 2. .ConstructTerminalApron-PhaseII 1. are notphysicalimprovements ormaybeobscuredby ultimatefacilitylayouts. funding availability. FAA funding.The dateofimplementationmayalso vary dependingupon Port's actualcostsmayvarydepending uponfinalconstructioncostsand Neither theFAAorPorthascommitted fundingtotheseprojects.The Construct CompassCalibration/EngineRun-UpPad INTERMEDIATE TERMPLANNINGHORIZON(continued) DESCRIPTION LONG TERMPLANNINGHORIZON

$ $ 34,200

$ $ TOTAL 126,989,000 COST 11,311,650 33,087,000 11,517,000 11,907,000 58,829,000 10,300,000

1,437,350 2,670,450 1,805,950 989,900 300,000 1,146,000 1,901,000 1,513,000 1,901,000 2,811,000 1,042,000 3,000,000 2,630,000 931,950 114,950 201,400 665,950 109,250 128,250 186,200 432,000 280,000 181,000 100,000 661,000 106,000 307,000 385,000 771,000 709,000 258,000 981,000 121,000 579,000 212,000 701,000 115,000 135,000 457,000 845,000 196,000 42,750 10,450 54,150 35,000 66,000 17,000 32,000 45,000 36,000 45,000 11,000 57,000 PORT OFPORTLAND

1,800 $

$ $ FEDERALLY DEVELOPMENT SCHEDULE ELIGIBLE 118,089,550 595,350 10,941,150 31,432,650 53,337,550

75,650 140,550 95,050 1,088,700 1,805,950 2,498,500 9,785,000 49,050 10,600 35,050 52,100 5,750 6,050 2,700,000 6,750 9,800 410,400 171,950 266,000 627,950 291,650 100,700 365,750 732,450 245,100 673,550 550,050 434,150 802,750 2,250 550 2,850 33,250 95,000 30,400 62,700 16,150 42,750

$ $

$ $ LOCAL SHARE 8,899,450 1,654,350

5,491,450 Exhibit 7A

575,850 131,500 515,000

21,600 14,000 33,050 15,350 19,250 12,900 38,550 57,300 35,450 95,050 28,950 22,850 42,250

9,050 1,750 5,000 3,300 1,600 5,300 2,250

850 For these reasons, the Hillsboro Airport gencies that may be experienced during Master Plan has been developed as a implementation of the project, and are demand-based plan. The Master Plan in current (2005) dollars. Due to the projects various activity levels for short, conceptual nature of a Master Plan, im- intermediate, and long term planning plementation of capital improvement horizons. When activity levels begin to projects should occur only after further reach or exceed the level of one of the refinement of their design and costs planning horizons, the Master Plan through engineering and/or architec- suggests the Port begin to consider the tural analyses. Capital costs in this development necessary to support the chapter should be viewed only as esti- projected demand in the next planning mates subject to further refinement horizon. This provides a level of flexibil- during subsequent phases of project im- ity in the Master Plan, as the develop- plementation. Nevertheless, these es- ment program can be accelerated or timates are considered sufficient for slowed to meet demand. This can ex- performing the feasibility analyses in tend the time that elapses between this chapter. Master Plan updates. It is important to recognize that while A demand-based Master Plan does not many of the projects shown below are specifically require implementation of AIP grant eligible, their funding is un- any of the demand-based improve- certain. Hillsboro Airport is only enti- ments. Instead, it is envisioned that tled to $150,000 annually from the implementation of any Master Plan im- FAA, which needs to be directed to- provement would be examined against wards all capital improvement needs at demand levels prior to implementation. the airport, most importantly, airfield In many ways, this Master Plan is simi- safety and maintenance. Exhibit 7A lar to a community’s comprehensive depicts funding eligibility only and not plan. The Master Plan establishes a the actual level of federal or Port funds plan for the use of the airport facilities, available for the project. The FAA consistent with potential aviation needs makes funding decisions on an annual and the capital needs required to sup- basis and funding is not guaranteed. port that use. However, individual pro- Based on national priorities and the na- jects in the plan are not implemented tional AIP funding provided by Con- until the need is demonstrated and the gress, the FAA will decide the level of project is approved by the Port. Table funds available each year to the Port for 7A summarizes the key activity mile- improvements at Hillsboro Airport. stones for each planning horizon. This can include the entire amount of funding eligibility shown in each year, Exhibit 7A summarizes capital needs or a reduced level. Should the FAA for Hillsboro Airport improvement pro- provide a reduced level of funding, the jects through the planning period of this Port would need to decide whether to Master Plan. Individual project cost es- delay project implementation or fund timates account for engineering, Port the project with Port funds entirely. administrative costs, and other contin-

7-5

TABLE 7A Planning Horizon Activity Levels Hillsboro Airport Intermediate Short Term Term Long Term Planning Planning Planning Horizon Horizon Horizon 2003 (0-5 years) (6-10 years) (11-20 years) Based Aircraft Single Engine Piston 244 256 265 284 Multi-Engine Piston 35 37 38 41 Turboprop 13 17 19 23 Turbojet 41 56 63 79 Helicopter 29 32 34 37 Other 1 1 1 1 Total Based Aircraft 363 399 420 465 Annual Operations Itinerant General Aviation 83,381 99,000 105,700 119,700 Air Taxi 9,561 11,300 14,200 17,100 Military 503 900 900 900

Subtotal Itinerant 93,445 111,200 120,800 137,700 Local General Aviation 160,261 158,500 166,900 184,700 Military 141 600 600 600

Subtotal Local 160,402 159,100 167,500 185,300

Total Annual Operations 253,847 270,300 288,300 323,000

The capital needs for the airport can be 2) Safety - Of utmost importance categorized as follows: with any transportation facility is safety. All projects in the plan are 1) Maintenance - Maintaining or designed according to FAA design preserving the existing infrastruc- standards. This is carried ture is a priority. The capital throughout the other areas of fo- needs program provides for the cus. The safety needs in the capi- continued maintenance and reha- tal needs program are considered bilitation of the airport’s pavement necessary for the operational areas through the application of safety and protection of aircraft sealants, minor rehabilitations and and/or people and property on the major reconstructions. ground near the airport.

7-6 3) Environmental – These are pro- to accommodate varying levels of jects to carry out the Port of Port- aviation demand. The implemen- land's environmental policy of tation of these projects should oc- achieving its mission through re- cur only when demand for these sponsible environmental steward- needs are verified. ship and to integrate environmental considerations into all as- Each capital need is categorized using pects of the its planning and busi- one of these five categories. Hillsboro ness decision-making. Airport projects and their applicable category are included in a table at the 4) Capacity – These are projects end of this chapter. which improve the capacity or use of the airport in an effort to reduce Table 7B summarizes capital im- delay. Examples include taxiway provement costs by category and plan- improvements and new runways. ning term. As shown in the table, col- lectively over the planning period of the 5) Demand - The Master Plan has Master Plan, demand improvements established future activity levels represent nearly 47 percent of the pro- for the airport. Should these activ- grammed development costs. As dis- ity levels be reached, it may be cussed earlier, these improvements will necessary to improve existing fa- only be completed should the actual cilities to safely, efficiently, and need for these facilities be demon- securely accommodate the new ac- strated by new levels of based aircraft tivity levels. Therefore, the capital or increases in operations. needs program includes provisions

TABLE 7B Total Projects By Type Hillsboro Airport Inter- Percent Short mediate Long of Term Term Term Total Total $ Maintenance $4,214,000 $15,185,000 6,759,000 $26,158,000 20.6% Safety 2,102,000 4,608,000 0 6,710,000 5.3% Environmental 2,150,000 0 0 2,150,000 1.7% Capacity 18,234,000 13,788,000 0 32,022,000 25.2% Demand 8,073,000 25,248,000 26,328,000 59,649,000 477.0% Other 300,000 0 0 300,000 0.2% Total $35,073,000 $58,829,000 $33,087,000 $126,989,000 100.0%

Capacity improvements represent ap- focusing on segregating the large, busi- proximately 25 percent of total devel- ness class aircraft and smaller general opment costs. Since the Master Plan is aviation aircraft operations, several

7-7 new taxiways and a parallel runway are Other environmental compliance will be planned. These capacity improvements a component of each proposed improve- are represented in this category. Some ment. This can include local, state, and taxiway improvements are demand- federal permits for such improvements. based; in particular, the extension of These costs are anticipated in each spe- Taxiway M north of Taxiway C. The cific development item. Safety im- need for this taxiway will be dependent provements include compliance with on the number of aircraft based east of federal design standards. Runway 12-30, which will need to access the Runway 12 end. SHORT TERM Maintenance projects represent the CAPITAL NEEDS third largest category. Maintenance projects include crack filling and pave- The Short Term Planning Horizon cov- ment surface seals, and pavement over- ers fiscal years 2005 through 2011, and lays at regular schedules, in accordance includes $35.1 million in capital needs. with the Airport’s Pavement Manage- Since these projects represent the most ment Plan. A regular pavement main- immediate needs for the airport, it is tenance program is a condition of the important that a year-by-year imple- airport receiving federal funding. mentation program be developed so that both the Port and the FAA can arrange Due to the role of the FAA in the plan- funding. The Short Term Planning Ho- ning process, compliance with the fed- rizon is the only planning horizon or- eral National Environmental Policy Act ganized by years, as the actual sequenc- (NEPA) is necessary. The scope and ing of projects needs to be more fully scale of NEPA compliance will depend examined as one gets closer to imple- on the nature of the project being mentation. evaluated, and the extent to which projects are interrelated and interdepend- A summary of the projects included in ent. An Environmental Assessment the Short Term Planning Horizon, by will be required prior to the construc- category, is presented below. Exhibit tion of the parallel runway. Should sig- 7B graphically depicts development nificant impacts be found, an Environ- staging. mental Impact Statement (EIS) would be needed. Stormwater quality im- Maintenance Projects: Maintenance provements may be needed at the air- projects in the Short Term Planning port to comply with applicable water Horizon total approximately $4.2 mil- quality regulations. Specific stormwa- lion, representing 12 percent of total ter improvements have not been de- Short Term Planning Horizon im- signed because they must take into ac- provements. The completion of the con- count the regulatory structure as it ex- struction of shoulders on Taxiway A is ists at the time of project implementa- programmed for 2005. Stabilized taxi- tion. Therefore, only a general budg- way shoulders are the areas adjacent to eted amount has been programmed. the sides of the taxiway surface that

7-8 0 800 SHORT TERM LEGEND LONG TERM LEGEND 1 Construct Shoulders Taxiway A - Phase II NORTH 1 Construct Terminal Apron - Phase II 2 Construct Terminal Apron Taxiway (Not Depicted) SCALE IN FEET 2 Construct T-Hangar Access Taxilanes - Phase II 03MP01-7B-5/24/05 3 Construct T-Hangar Taxilanes 3 Construct T-Hangar Automobile Parking - Phase II 4 Acquire Backup Generator (Not Depicted) Future City-Owned Collector 22 4 Construct East Apron/Aircraft Wash Rack - Phase II 10 5 Environmental Assessment/EIS for Parallel Runway - Road (Alignment Generalized) 5 Construct East Apron Automobile Parking - Phase II Phase I (Not Depicted) 9 6 Construct Taxiway M - Phase II 6 Crack Fill and Slurry Seal Taxiway AA F 30 7 Runway 12-30 Pavement Preservation (Overlay) 7 Runway 2-20 and Taxiway B Fog Seal 12 8 Runway 2-20 Pavement Preservation (Overlay) 8 Reconstruct West Perimeter Service Road 20 Br 9 Runway 12L-30R Pavement Preservation (Overlay) oo 9 Construct Northeast Corporate Hangar Access Taxiway F kw 10 Taxiway A Pavement Preservation (Overlay) oo y 10 Construct Northeast Corporate Hangar Access Roads d Parkwa 11 Taxiway B Pavement Preservation (Overlay) 11 Construct Aircraft Wash Rack 14 1 12 Taxiway F Pavement Preservation (Overlay) 12 Overlay Taxiway H 11 7 B 4 13 Taxiway M-South Pavement Preservation (Slurry Seal) 13 Environmental Assessment/EIS for Parallel Runway - 17 3

Evergreen Road 20 14 Compass Calibration Pad Pavement Preservation (Slurry Seal) Phase II (Not Depicted) 3 8 7 Cornell Road 15 Taxiway C Pavement Preservation (Overlay) 14 Taxiway A3 Extension 19 8 11 400' 16 Taxiway AA/Taxiway A3 Pavement Preservation (Slurry Seal)

15 Taxiway Access to Northwest Corporate Center 240' 29

RUNWAY 2-20 (4,049' x 100') Ultimate (4,200' x 100)L 17 Charlie Pattern Landing Area Pavement Preservation (Slurry Seal) 16 Construct Runway 12-30 High Speed Exit Taxiways 17 19 20 13 30 26 B 3 A8 18 East Apron Pavement Preservation (Slurry Seal) 17 Storm Water Quality Facility (Not Depicted) 12 21 19 T-Hangar Access Taxilane Pavement Preservation (Overlay) 18 Slurry Seal West Local Tiedown 21 A7 15 20 Southeast Corporate Taxiway Pavement Preservation (Slurry Seal) 19 Environmental Assessment/EIS for Parallel Runway - 21 Southwest Apron Pavement Preservation (Slurry Seal) Phase III (Not Depicted) 5 A 1 22 West Local Tiedown Apron Pavement Preservation (Overlay) 20 Construct Taxiway C Extension 2 A6 23 Taxiway D Pavement Preservation (Overlay) 21 Construct T-Hangar Access Taxilanes - Phase I 6 24 Northwest Corporate Taxiway Pavement Preservation (Slurry Seal) 22 Construct East Perimeter Service Road 23 15 Expansion D 23 Construct Runway 12L-30R - Phase I Potential 7 13 14 21 24 Land Acquisition Reimbursement (Not Depicted) 16 6 5 23 27 25 Construct Runway 12L-30R - Phase II (Taxiway D) 24 A5 LEGEND AA 2 26 Master Plan Update (Not Depicted) 25 Existing Airport Property Line 4 9 9 A5 C 390' 27 Runway 12-30 Pavement Preservation (Slurry Seal) 22 16 Ultimate Airport Property Line 23 16 CC 28 Taxiway A Pavement Preservation (Slurry Seal) 18 A 15 Short Term Planning Horizon 29 Taxiway B Pavement Preservation (Slurry Seal) 7 M 390' 12 6 A4 AA Intermediate Term Planning Horizon 30 Taxiway F Pavement Preservation (Slurry Seal) 10 3 16 Long Term Planning Horizon RUNWAY 12-30 (6,600' x 150') A4 Pavement to be Removed 11 25 18 Building to be Removed 700' 16 24 27 8 1 G Potential Revenue Enhancement A 22 Limited Revenue Enhancement 14 A3 16 Existing Runway Visibility Zone 10 Ultimate Runway Visibility Zone 18 N.E. 25th Ave. 28 Object Free Area (OFA) Runway Safety Area (RSA) 12 A R Obstacle Free Zone (OFZ) INTERMEDIATE TERM LEGEND 35' Building Restriction Line (BRL) Reconstruct/Shift/Extend Runway 2-20, Taxiway C, Relocate Taxiway AA/Extend to Taxiway A4 Taxiway F Pavement Preservation (Overlay) 1A2 10 20 A1 & Taxiway B 386' East 11 Construct Compass Calibration Pad 21 Taxiway C Pavement Preservation (Overlay) 20' BRL 2 Relocate Taxiway C 12 Relocate Charlie Pattern Landing Area 22 Runway 12L-30R Pavement Preservation (Slurry Seal) Glideslope Critical Area 3 Construct Taxiway M - Phase I 13 Extend Taxiway B West 23 Construct New Terminal Building Localizer Critical Area 4 Construct Southeast Corporate Hangar Access Taxiway 14 Construct Terminal Apron - Phase I 24 Taxiway D Pavement Preservation (Slurry Seal) Runway Protection Zone (RPZ) 5 Land Acquisition 15 Construct Terminal Area Automobile Parking 25 Northwest Corporate Taxiway Pavement Preservation (Slurry Seal) 6 Construct East Access Road 16 Runway 12-30 Pavement Preservation (Overlay) 26 T-Hangar Access Taxilane Pavement Preservation (Slurry Seal) NOTE: A detailed traffic assessment of surrounding facilities has not been completed. The future 7 Construct East Apron - Phase I 17 Runway 2-20 Pavement Preservation (Slurry Seal) 27 West Local Tiedown Apron Pavement Preservation (Slurry Seal) Evergreen Road to Brookwood Parkway alignment is 8 Construct T-Hangar Automobile Parking - Phase I 18 Taxiway A Pavement Preservation (Overlay) generalized. This alignment may change. The road would 9 Construct East Apron Automobile Parking - Phase I 19 Taxiway B Pavement Preservation (Overlay) be constructed with local resources and not by the Port. PORT OF PORTLAND Exhibit 7B DEVELOPMENT STAGING help prevent soil erosion and support compliance. This covers three fiscal aircraft that veer off the taxiway center- years, beginning in 2007. As new line. A taxiway leading to the terminal pavement areas are added at the air- building is programmed for reconstruc- port, impervious surfaces are increased. tion in 2006, to support the type of air- This requires stormwater and water craft currently using the terminal. Fog quality improvements to handle the ex- and crack sealing for Runway 2-20, tra loads and meet water quality stan- Taxiway AA, and Taxiway B is pro- dards. A total of $500,000 has been grammed in 2007. The west perimeter programmed for 2008, to improve service road that extends along the stormwater handling and meet water western airport boundary around the quality regulations. The specific types Runway 20 end is programmed to be of improvements have not been deter- reconstructed in 2007, due to pavement mined at this time. An aircraft wash deterioration. Taxiway H is pro- rack is programmed along the west tie- grammed to be overlaid in 2008, due to down apron in 2007. An aircraft wash pavement deterioration. Fog and crack rack allows for the collection and proper sealing for the west tiedown apron is disposal of the cleaning fluids and de- programmed in 2009. Fog and crack bris as aircraft are cleaned. An aircraft sealing for Runway 12-30, Taxiway A, wash rack could also be designed to ac- Taxiway B, and Taxiway F is pro- commodate deicing activities and collect grammed in 2011. excess deicing fluids during application.

Environmental Projects: Environ- Safety Projects: Safety projects in the mental projects in the Short Term Short Term Planning Horizon total ap- Planning Horizon total approximately proximately $2.1 million, representing 6 $2.1 million, representing 6 percent of percent of total Short Term Planning total Short Term Planning Horizon im- Horizon improvements. This includes provements. An Environmental As- the construction of the east perimeter sessment (EA) will need to be completed service road. This new roadway would before the FAA can approve grant fund- connect with the existing perimeter ser- ing for the development of the parallel vice road, extending around the Run- runway and taxiways, reimbursement way 30 end. It would terminate at the of land previously purchased by the east T-hangar facilities. This roadway Port for the construction of the parallel keeps vehicles from using the run- runway, and land acquisition on the ways/taxiways to move around the air- east side of the airport for the relocated port and provide vehicle access to the T- Charlie Pattern landing pads. Depend- hangars until the east access road is ing upon the results of the EA, an Envi- developed. ronmental Impact Statement (EIS) may be required. While it is uncertain the Capacity Projects: Capacity projects level of environmental review that will in the Short Term Planning Horizon to- be needed at this time, a total of $1.5 tal approximately $18.2 million, repre- million has been programmed in this senting 52 percent of total Short Term planning horizon for environmental Planning Horizon improvements. Ca-

7-9 pacity projects include the construction cated in the northwest quadrant of the of the parallel runway, its associated airport would only need to cross Run- taxiways, and Runway 12-30 exits to way 12-30. A new taxiway between reduce delay. As examined in detail in Taxiway A3 and Taxiway G is pro- this report, the current level of aircraft grammed for 2008, to improve access operations exceeds the annual service and egress in the northwest corner of capacity, increasing delay to both arriv- the airport. The portion of the taxiway ing and departing aircraft. The capac- extending from Taxiway G north to ity analysis revealed that the addition Taxiway A3 would be developed at the of three high-speed exits to Runway 12- minimum separation distance provided 30 could increase annual capacity by by FAA standards, to ensure automobile 9,000 operations and lessen the chances parking can be retained along N.E. 25th that the average delay per aircraft op- Avenue. eration would increase in the short term, as operational levels grow. These Demand Projects: Demand projects in taxiways are programmed for 2008. the Short Term Planning Horizon total The capacity analysis concluded that approximately $8.0 million, represent- the best means available to reduce de- ing 23 percent of total Short Term lay and improve capacity was to segre- Planning Horizon improvements. These gate small aircraft from larger business projects support future aircraft storage class aircraft, with the development of a needs and are dependent upon based parallel runway east of Runway 12-30. aircraft growth. A project in 2006 pro- The parallel runway is programmed in vides taxilane access for hangar devel- two phases in 2010 and 2011. Phase I opment parcels north of the west tie- would include the construction of the down apron, along Taxiway C. The con- runway and the portion for Taxiway D struction of vehicle access roads and the from the Runway 30R end to Taxiway extension of a taxiway east of Taxiway C. Phase II would include the construc- F to support corporate hangar develop- tion of the remaining portions of Taxi- ment are programmed in 2007. Cur- way D, including the exit taxiways. The rently, there are approximately three construction of Taxiway C is pro- development parcels available along grammed to precede the development of Taxiway F. This taxiway would only be the parallel runway in 2009. Taxiway needed once these parcels are fully de- C is necessary to provide access to the veloped or a larger parcel is needed. parallel runway. Without Taxiway C, Following the construction of Taxiway C most aircraft would be required to cross from Taxiway A to the Runway 20 end, both runways to access the parallel T-hangar development on the east side runway, as Taxiway B would be the of the future parallel runway could pro- only taxiway connecting to the parallel ceed. A project in 2009 allows for the runway. For example, aircraft located construction of T-hangar access taxi- in the southeast and northeast quad- lanes supporting the relocation of the rants of the airport would need to cross 112 T-hangars located in the southeast both Runway 12-30 and Runway 2-20. quadrant of the airport to free up the However, with Taxiway C, aircraft lo-

7-10 airport’s southeast quadrant for corpo- Taxiway C from the Runway 2 end to rate hangar development. Runway 12-30, 40 feet east, to meet FAA design requirements and clear the obstacle free zone (OFZ). Once relo- INTERMEDIATE TERM cated, Taxiway CC will be too close to CAPITAL NEEDS Taxiway C to allow for simultaneous operations; therefore, Taxiway CC is Intermediate Term Planning Horizon planned to be removed. The relocation development needs support projected of Taxiway AA is programmed to pro- aviation demand, continued pavement vide for a perimeter service road in the maintenance, and add taxiways for ca- northwest quadrant of the airport. pacity and efficiency. Intermediate Term Planning Horizon improvements Capacity: Capacity projects in the In- are estimated to cost approximately termediate Term Planning Horizon to- $58.8 million. tal approximately $13.87 million, representing 23 percent of total Intermediate A summary of the projects included in Term Planning Horizon improvements. the Intermediate Term Planning Hori- This includes the first phase construc- zon, by category, is presented below. tion of Taxiway M. This portion of the taxiway would extend from Runway 2- Maintenance Projects: Maintenance 20 to the Runway 30 end, allowing the projects in the Intermediate Term corporate aircraft located in the south- Planning Horizon total approximately east quadrant of the airport access to $15.1 million, representing 26 percent the runway end most used by these of total Intermediate Term Planning types of aircraft. The land acquisition Horizon improvements. This includes for the relocation of the Charlie Pattern the complete reconstruction of Runway landing pads and the construction of the 2-20 to replace the aging pavement. relocated Charlie pattern landing pads Concurrent with the reconstruction is is also programmed in this planning pe- the shifting of the Runway 20 end to the riod. The relocated Charlie Pattern east, to clear the obstructions from the landing pads would move the helicopter runway visibility zone (RVZ) and extend operations from Taxiway D (constructed the Runway to 4,200 feet. All pave- in the Short Term Planning Horizon), ments surfaces are planned for regular for greater segregation between fixed maintenance which may include fog wing and helicopter operations. Moving sealing, crack sealing, and pavement the Charlie Pattern east also places the overlays, as needed. helicopters over existing and planned compatible uses. Safety Projects: Safety projects in the Intermediate Term Planning Horizon Demand Projects: Demand projects in total approximately $4.6 million, repre- the Intermediate Term Planning Hori- senting eight percent of total Interme- zon total approximately $25.3.3 million, diate Term Planning Horizon improve- representing 43 percent of total Inter- ments. This includes the relocation of mediate Term Planning Horizon im-

7-11 provements. This includes the recon- Demand projects in the Long Term struction of a portion of the southwest Planning Horizon total approximately apron for Airplane Design Group (ADG) $26.3 million, representing 80 percent II aircraft. This apron would extend of total Long Term Planning Horizon parallel with Runway 2-20. The termi- improvements. Demand improvements nal building would be removed and re- include the expansion of the east apron, placed to the north along the apron. T-hangar taxilanes, and automobile The existing automobile parking area parking. The second phase construction would be expanded along Cornell Road. of the terminal apron for ADG III air- The east apron for small aircraft opera- craft is also programmed. The exten- tions, including the necessary access sion of Taxiway M north of Taxiway C roads, is programmed for this planning is included as a demand project. The period. A taxiway serving corporate need for this taxiway will be dependent hangar parcels in the southeast portion on the number of aircraft based east of of the airport is programmed, as well as Runway 12-30, which will need to ac- the addition of tiedown aprons on the cess the Runway 12 end. west side of the airport. A compass calibration/engine run-up pad is programmed in the northeast quadrant of PLAN IMPLEMENTATION the airport. The successful implementation of the Hillsboro Airport Master Plan will re- LONG TERM quire sound judgment on the part of the CAPITAL NEEDS Port of Portland to meet future activity demands, while maintaining the exist- Projects in the Long Term Planning ho- ing infrastructure and improving this rizon are focused on meeting projected infrastructure to support new develop- demand and maintaining the airfield ment. While the projects included in the pavements. Long Term Planning Hori- capital improvement program have zon improvements are estimated to cost been “placed” in short, intermediate, approximately $33.1 million. Mainte- and long term planning periods, the nance projects in the Long Term Plan- Port will need to consider the schedul- ning Horizon total approximately $6.7 ing of projects in a flexible manner and million, representing 20 percent of total add new projects from time-to-time to Long Term Planning Horizon improve- satisfy safety or design standards, or ments. All pavement surfaces are newly created demands. In summary, planned for regular maintenance which the planning process requires that the may include fog sealing, crack sealing, Port continually monitor the need for and pavement overlays as needed. new or rehabilitated facilities, since ap- plications (for eligible projects) must be submitted to the FAA each year.

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Projects by Type Project Total Description Type Cost SHORT TERM PLANNING HORIZON Construct Shoulders Taxiway A - Phase II Maintenance $1,443,000 Reconstruct Terminal Apron Taxiway Maintenance 372,000 Integrate Backup Generator with airfield lighting Maintenance 100,000 Crack Fill and Slurry Seal Taxiway AA Maintenance 214,000 Runway 2-20 and Taxiway B Fog Seal Maintenance 286,000 Reconstruct West Perimeter Service Road Maintenance 600,000 Overlay Taxiway H Maintenance 140,000 Slurry Seal West Local Tiedown Maintenance 57,000 Runway 12-30 Pavement Preservation (Slurry Seal) Maintenance 596,000 Taxiway A Pavement Preservation (Slurry Seal) Maintenance 326,000 Taxiway B Pavement Preservation (Slurry Seal) Maintenance 66,000 Taxiway F Pavement Preservation (Slurry Seal) Maintenance 14,000 Total Maintenance $4,214,000 Construct East Perimeter Service Road Safety $2,102,000 Total Safety $2,102,000 Environ- Construct Aircraft Wash Rack mental $150,000 Environ- Environmental Assessment/EIS for Parallel Runway - Phase I mental 500,000 Environ- Environmental Assessment/EIS for Parallel Runway - Phase II mental 500,000 Environ- Storm Water Quality Facility mental 500,000 Environ- Environmental Assessment/EIS for Parallel Runway - Phase III mental 500,000 Total Environmental $2,150,000 Land Acquisition Reimbursement Capacity $4,645,000 Taxiway A3 Extension Capacity 2,129,000 Construct Runway 12-30 High-Speed Exit Taxiways Capacity 2,433,000 Construct Taxiway C Extension Capacity 2,104,000 Construct Runway 12L-30R - Phase I Capacity 3,261,000 Construct Runway 12L-30R - Phase II (Taxiway D) Capacity 3,662,000 Total Capacity $18,234,000 Construct T-Hangar Taxilanes Demand $946,000 Construct Northeast Corporate Hangar Access Taxiway F Demand 1,303,000 Construct Northeast Corporate Hangar Access Roads Demand 466,000 Taxiway Access to Northwest Corporate Center Demand 900,000 Construct T-Hangar Access Taxilanes – Phase I Demand 4,458,000 Total Demand $8,073,000 Master Plan Update Other $300,000 Total Short Term Planning Horizon $35,073,000

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Projects by Type Project Total Description Type Cost INTERMEDIATE TERM PLANNING HORIZON Reconstruct/Shift/Extend Runway 2-20, Taxiway C, and Taxiway B 386' East Maintenance $10,649,000 Runway 12-30 Pavement Preservation (Overlay) Maintenance 1,901,000 Runway 2-20 Pavement Preservation (Slurry Seal) Maintenance 701,000 Taxiway A Pavement Preservation (Overlay) Maintenance 1,042,000 Taxiway B Pavement Preservation (Overlay) Maintenance 212,000 Taxiway F Pavement Preservation (Overlay) Maintenance 45,000 Taxiway C Pavement Preservation (Overlay) Maintenance 115,000 Runway 12L-30R Pavement Preservation (Slurry Seal) Maintenance 121,000 Taxiway D Pavement Preservation (Slurry Seal) Maintenance 135,000 Northwest Corporate Taxiway Pavement Preservation (Slurry Seal) Maintenance 11,000 T-Hangar Taxilane Pavement Preservation (Slurry Seal) Maintenance 196,000 West Local Tiedown Apron Pavement Preservation (Slurry Seal) Maintenance 57,000 Total Maintenance $15,185,000 Relocate Taxiway C Safety $3,088,000 Relocate Taxiway AA Safety 1,520,000 Total Safety $4,608,000 Construct Taxiway M – Phase I Capacity $4,499,000 Land Acquisition Capacity 6,795,000 Relocate Charlie Pattern Landing Area Capacity 981,000 Extend Taxiway B West Capacity 1,513,000 Total Capacity $13,788,000 Construct Southeast Corporate Hangar Access Taxiway Demand $1,470,000 Construct East Access Road Demand 1,558,000 Construct New Terminal Building Demand 3,000,000 Construct East Apron – Phase I Demand 2,710,000 Construct T-Hangar Automobile Parking - Phase I Demand 457,000 Construct East Apron Automobile Parking - Phase I Demand 626,000 Construct Compass Calibration\Engine Run-Up Pad Demand 709,000 Construct Terminal Apron - Phase I Demand 11,907,000 Construct Terminal Area Automobile Parking Demand 2,811,000 Total Demand $25,248,000 Total Intermediate Term Planning Horizon $58,829,000

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Projects by Type Project Total Description Type Cost LONG TERM PLANNING HORIZON Runway 12-30 Pavement Preservation (Overlay) Maintenance $1,901,000 Runway 2-20 Pavement Preservation (Overlay) Maintenance 771,000 Runway 12L-30R Pavement Preservation (Overlay) Maintenance 385,000 Taxiway A Pavement Preservation (Overlay) Maintenance 1,146,000 Taxiway B Pavement Preservation (Overlay) Maintenance 258,000 Taxiway F Pavement Preservation (Overlay) Maintenance 45,000 Taxiway M-South Pavement Preservation (Slurry Seal) Maintenance 106,000 Compass Calibration Pad Pavement Preservation (Overlay) Maintenance 17,000 Taxiway C Pavement Preservation (Overlay) Maintenance 307,000 Taxiway AA/Taxiway A3 Pavement Preservation (Slurry Seal) Maintenance 66,000 Charlie Pattern Landing Area Pavement Preservation (Overlay) Maintenance 32,000 East Apron Pavement Preservation (Slurry Seal) Maintenance 100,000 T-Hangar Taxilane Pavement Preservation (Overlay) Maintenance 661,000 Southwest Corporate Taxiway Pavement Preservation (Slurry Seal) Maintenance 35,000 Southwest Apron Pavement Preservation (Slurry Seal) Maintenance 280,000 West Local Tiedown Apron Pavement Preservation (Overlay) Maintenance 181,000 Taxiway D Pavement Preservation (Overlay) Maintenance 432,000 Northwest Corporate Taxiway Pavement Preservation (Slurry Seal) Maintenance 36,000 Total Maintenance $6,759,000 Construct Terminal Apron - Phase II Demand $10,300,000 Construct T-Hangar Access Taxilanes - Phase II Demand 845,000 Construct T-Hangar Automobile Parking - Phase II Demand 457,000 Construct East Apron - Phase II Demand 2,630,000 Construct East Apron Automobile Parking - Phase II Demand 579,000 Construct Taxiway M - Phase II Demand 11,517,000 Total Demand $26,328,000 Total Long Term Planning Horizon $33,087,000 Total All Projects $126,989,000

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