Working Paper 3 Working Paper 3 May 2019
“The preparation of this document may have been supported, in part, with financial assistance from the Federal Aviation Administration through the Airport Improvement Program. The contents do not necessarily reflect the official views or policy of the FAA. Acceptance of these documents by the FAA does not in any way constitute a commitment on the part of the United States to participate in any development depicted herein nor does it indicate that the proposed development is environmentally acceptable in accordance with appropriate public law.”
MINNEAPOLIS 7900 West 78th Street, Suite 370 Minneapolis, MN 55439 Phone. 952-941-5619 ALTERNATIVES ANALYSIS CHAPTER
4.1 INTRODUCTION
The purpose of this chapter is to present preliminary development concepts and alternatives that address the deficiencies documented in the Facility Requirements chapter and sustain the Airport through the planning period. The information in this chapter provides a description of the various factors and influences which form the basis for the Airport’s long-term development program.
4.2 ASSUMPTIONS AND GOALS DEVELOPMENT
There are several fundamental reasoning assumptions driving this planning process. Consideration factors associated with these assumptions are the role of the Airport, and stakeholder input received to date during the planning process. Eight assumptions have been established to direct this analysis and future development at RST:
Assumption One: Recommended Improvements Must Comply with Local, State, and Federal Regulations The Airport will be developed and operated in a manner that is consistent with local ordinances and codes, federal and state statutes, federal grant assurances, and Federal Aviation Administration (FAA) regulations.
Assumption Two: The Role of the Airport The Airport will continue to serve as a commercial service airport (accommodating passenger airlines and cargo carriers). In addition, the Airport will continue to serve General Aviation (GA) activity, as well as some military activity.
In its role as a commercial service and GA airport, RST serves as a hub for activity related to the Mayo Clinic. This includes medical transport of patients, both on commercial service aircraft and on general aviation aircraft, and transport of critical medical materials (air cargo). As documented in the Facility Requirements chapter, because of the acute nature of the patient and cargo transport roles, it is essential that the Airport remains open and functioning 24 hours a day every day of the year.
Assumption Three: Airfield Design Aircraft The B757-200 and B767-200 have been established as the current and ultimate design aircraft. These aircraft will set design standards related to dimensional standards pavement widths, strengths and placement; safety and object clearing setbacks) for the airside, commercial, and cargo portions of the Airport. Both aircraft will also be an important consideration in setting runway length requirements.
Assumption Four: Airfield Reconstruction As established in the Facility Requirements chapter, the primary runway, Runway 13/31, and the secondary runway, Runway 2/20, will require extensive reconstruction in the next few years. The taxiways that serve both runways will also require reconstruction.
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Assumption Five: Runway Length In consideration of the types of aircraft currently using the Airport (including the critical air cargo aircraft, as well as commercial service passenger aircraft, and general aviation aircraft) an ultimate runway length of approximately 8,000 feet was determined to be necessary for regular operations on Runway 2/20 during reconstruction of Runway 13/31. A temporary minimum runway length of approximately 6,500 feet for Runway 2/20 will be required during reconstruction of the Runway 13/31-Runway 2/20 intersection.
Runway 2/20 is 7,301 feet in length and 4,850 feet in length (factoring RSA) south of the runway-runway intersection. Without special construction considerations and/or preparatory improvements, during the runway reconstruction process, there is the potential that the Airport could be left with no runway surface that provides a runway length of 6,500 feet.
Assumption Six: Instrument Approach Requirements There is a demonstrated need for CAT I or CAT II instrument approach capabilities to support air cargo operations and medical transport activity 24 hours a day 365 days of the year. Currently, there are appropriate instrument approach capabilities to both ends of Runway 13/31. Runway 2/20 does not have those capabilities and will need a CAT I instrument approach.
Assumption Seven: Passenger Terminal Requirements The overall conclusion of the facility needs investigation related to the passenger terminal and its support facilities is that the existing terminal area is large enough to accommodate forecast demand. There is no need to relocate the terminal complex to another site on airport property. The Alternative Analysis will identify space reservation requirements related to terminal area facilities in and adjacent to their existing location.
Assumption Eight: General Aviation Apron, Circulation, Storage and Maintenance Hangars The GA apron and ingress/egress taxiways to the remainder of the airfield will be designed to C-III design standards to accommodate the transient aircraft that frequent the Airport and GA facilities. Due to the varying size of aircraft based in based at RST, taxiways and taxilanes within the hangar area will be designed to appropriate standards meet dimensional standards and pavement strength requirements.
Demand for a variety of improved GA facilities has been identified. Not only is there predicted need because of forecast demand, but there is also demand based on the airport’s business model and potentials for revenue generation.
Goals for Development Accompanying these assumptions are several goals that have been established for purposes of directing the plan and establishing continuity in the future for airport development. These goals take into account several categorical considerations relating to the needs of the Airport, both in the short-term and the long-term, including safety, sustainability, planned capital improvements, land use compatibility, financial and economic conditions, public interest and investment, and community recognition and awareness.
Important public facilities like Rochester International Airport must be operated and developed in a sustainable fashion. This involves a balance of economic, operational, social, and environmental concerns. As specifically related to the preparation of this Master Plan Update, and in consideration of the fact that the Airport is recognized for the vital role it plays as a transportation facility and in Mayo Clinic operations, several additional
2 | P a g e goals have been identified. The master planning effort should result in development program recommendations that: V Enhance the self-sustaining capability of the Airport and to help ensure the financial feasibility of airport development. V Accommodate forecast commercial passenger activity and aircraft operations in a safe and efficient manner by the provision of proper facilities and services. V Maximize the use of the airside and landside development area. V Plan and develop the Airport to be environmentally compatible with its environs and minimize environmental impacts on both airport property and property adjacent to the Airport. V Encourage the protection of existing public and private investments in land and facilities and advocate the resolution of existing and potential land use conflicts, both on and off airport property. V Sustain operational capability of the Airport during construction phases.
4.3 AIRFIELD DEVELOPMENT CONSIDERATIONS, ALTERNATIVES, AND RECOMMENDATIONS
Airside Considerations The forecast operations and previously stated goals relative to aviation development and economic enhancement were considered in the formulation of generalized alternatives that are outlined and discussed in the following sections. Due to all airport functions relating to and revolving around the basic runway layout, runway development alternatives must first be carefully examined and evaluated. Specific considerations include runway length and taxiway design needed to support forecast operations and operation during construction through the planning period. The alternative analysis has been prepared to provide airport staff and the Study Committee with a comprehensive method to analyze the goals and critical factors related to the identification of a preferred long- term development concept for the Airport. Following a review of airside development alternatives, a preferred airside alternative recommendation will be chosen.
Please note that specific features are not necessarily exclusive to an individual alternative. Each alternative concept discussed below is a collection of features, many of which can be moved from alternative to alternative.
Table 4-1 provides a summary of the major considerations associated with each airside alternative.
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Table 4-1: Airside Alternative Consideration
Continuous Non- Environment Operation Standard Hot Spot Future TDG V Land/Easement Alternative Impact During Taxiway Mitigation Operations Acquisition Potential Construction Design Airside Yes No Yes Yes No Low Alternative 1 Airside Yes Yes Yes Yes No Medium Alternative 2 Airside Yes No Yes Yes Yes High Alternative 3 Source: Mead and Hunt
Airside Alternative 1 The primary purpose of Airside Alternative 1 is to maintain operations during reconstruction of the primary and secondary runway, retain the length of the primary runway, and mitigate design standard deficiencies. Detailed below and illustrated in Figure 4-1 are the proposed airfield changes that will fulfil the Airside Alternative 1 purpose. Instrumentation and visibility minimum alternatives will be explored in a separate section later in the chapter. V Runway 13/31 and Runway 2/20 will be reconstructed. The primary runway will maintain its existing length, 9,034 feet, and width, 150 feet. Runway shoulders and blast pads will be constructed. V The service road and perimeter fence north of Runway 20 will be relocated further north. V The secondary runway’s existing partial parallel taxiway system will be reconfigured to provide a consistent 50-foot width and 400-foot separation between the runway and taxiway centerline. V All Taxiway B connectors will be removed and four new Taxiway B connectors, south of Runway 13/31, will be constructed to provide access from the secondary runway. A taxiway connector east of Runway 2/20 and south of Runway 13/31 will be constructed. Taxiway B will be extended south to the newly constructed Runway 2 and extended north to current-day Taxiway G. V Taxiways A10-A6, A3, A1, J, and E will be removed. Taxiways A10, A8, and A1 will be reconstructed to standard in their current location. Taxiway A3 will be replaced by a new 90-degree taxiway east of its current position. The Taxiway B extension north to Runway 2 will replace Taxiway A6 and provide a right- angled taxiway connector between Runway 13/31 and Taxiway A. V Taxiways A10 (future A5), A1, F (future B1 [east]), future B2 (east), and C (future D) will be constructed to TDG V standards. V Taxiway D, between Taxiway A and the Commercial apron, will be removed and reconstructed west of its current location as future Taxiway E. Taxiway M will be removed and reconstructed according to standards as Taxiway C. Both will be constructed to TDG V standards. V Taxiway shoulders will be constructed. V Hold bays will be constructed adjacent to Runway 13 and Runway 2. V A new taxiway nomenclature will be established.
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31ST AVENUE SW AVENUE 31ST
Figure 4-1 Airside Alternative 1 Development Concept
TW A10 C.S.A.H. NO. 16 C.S.A.H. NO. 16
LC DRIVE SW LEGEND
TW A9 AIRFIELD PAVEMENT TO BE REMOVED
TRUNK HIGHWAY 63 SOUTH LC DRIVE SW DRIVE LC TAXIWAY A C.S.A.H. NO. 16 FUTURE AIRFIELD PAVEMENT
TW A8 FUTURE RUNWAY PROTECTION ZONE
TW K
BRATAAS DRIVE SW EXISTING RUNWAY PROTECTION ZONE
TW J AIRPORT PROPERTY LINE TW A7
TW G
TW H
HELGERSON DRIVE SW AIR COMMERCE DRIVE SW DRIVE COMMERCE AIR
TW F
TW A6
TW E
TAXIWAY A TRUNK HIGHWAY 63 SOUTH
TW D
TW A3
TW C
TW B1
80TH STREET SW TW M 80TH STREET SE TAXIWAY B
TW A1
TW B2
TW B3
85TH STREET SE
TAXIWAY B
TW B4
31ST AVENUE SW
TRUNK HIGHWAY 63 SOUTH 0 N 2000 4000
TRUNK HIGHWAY 30 SW 90TH STREET SE
INTERSTATE 90 Airfield Alternative 2 The primary purpose of Airfield Alternative 2 is to maintain use if the airfield during construction of the runways and imminent future maintenance by temporarily converting Taxiway B to a runway. Figure 4-2 illustrates the proposed airfield changes that will fulfil the Airfield Alternative 2 purpose. All proposed airfield geometry changes in Airfield Alternative 1 are replicated in Airfield Alternative 2 but also includes the following: V A temporary runway on Taxiway B, west of Runway 2. V An increased separation of Taxiway B to the west. V Construction of Taxiway B2 (East) as seen in Figure 4-1.
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DS
DS
DS DS
31ST AVENUE SW AVENUE 31ST THRESHOLD SITING SURFACE SLOPE 20:1 DS
DS DEPARTURE SURFACE Figure 4-2 Airside Alternative 2 SLOPE 40:1 DS Development Concept
DS
DS
TW A10 C.S.A.H. NO. 16 C.S.A.H. NO. 16
DS DS LC DRIVE SW LEGEND
DS
DS TW A9 AIRFIELD PAVEMENT TO BE REMOVED
TRUNK HIGHWAY 63 SOUTH LC DRIVE SW DRIVE LC DS TAXIWAY A C.S.A.H. NO. 16 FUTURE AIRFIELD PAVEMENT
DS
TW A8 DS FUTURE RUNWAY PROTECTION ZONE
TW K
BRATAAS DRIVE SW EXISTING RUNWAY PROTECTION ZONE
TW J DS DS AIRPORT PROPERTY LINE TW A7
TW G DS TW H
DS
HELGERSON DRIVE SW AIR COMMERCE DRIVE SW DRIVE COMMERCE AIR
TW F DS · To be utilized during runway-runway DSTW A6
TW E FUTURE TEMPORARY intersection construction (approx. 3 RUNWAY 02/20 week duration) (150' x 6,550') · Provides 6,550-foot runway length TAXIWAY A TRUNK HIGHWAY 63 SOUTH TW D · GPS approach minimums of 1-mile are
TW A3 TW C anticipated · Requires temporary closure of 31st
TW B1 Avenue SW
80TH STREET SW TW M 80TH STREET SE TAXIWAY B · Requires significant grading to achieve RSA standards 500' · Requires approx. 1 mile of perimeter TW A1 TW B2 fence relocation · Provides adequate taxiway width for ultimate design aircraft (B767) · Lowest cost alternative
TW B3 DECLARED DISTANCES 85TH STREET SE TORA TODA ASDA LDA 6,550 6,550 6,950 6,550 TAXIWAY B RW 02 RW 20 6,550 6,950 6,950 6,550
TW B4
31ST AVENUE SW
TRUNK HIGHWAY 63 SOUTH 0 N 2000 4000
TRUNK HIGHWAY 30 SW 90TH STREET SE
INTERSTATE 90 Airfield Alternative 3 The primary purpose of Airside Alternative 3 is to maintain use if the airfield during construction of the runways and imminent future maintenance by extending Runway 2. Figure 4-3 illustrates the proposed airfield changes that will fulfil the Airside Alternative 3 purpose. All proposed airfield geometry changes in Airside Alternative 1 are replicated in Airfield Alternative 3 but also includes the following: V A 1,650-foot runway extension to the south end of Runway 2. V An extension of Taxiway B to the south. V Construction of Taxiway B2 (East) as seen in Figure 4-1. V Construction of hold bays.
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31ST AVENUE SW AVENUE 31ST
Figure 4-3 Airside Alternative 3 Development Concept
TW A10 C.S.A.H. NO. 16 C.S.A.H. NO. 16
LC DRIVE SW LEGEND
TW A9 AIRFIELD PAVEMENT TO BE REMOVED
TRUNK HIGHWAY 63 SOUTH LC DRIVE SW DRIVE LC TAXIWAY A C.S.A.H. NO. 16 FUTURE AIRFIELD PAVEMENT
TW A8 FUTURE RUNWAY PROTECTION ZONE
TW K
BRATAAS DRIVE SW FUTURE PROPERTY ACQUISITION
TW J FUTURE ROADWAY RELOCATION
TW A7
TW G EXISTING RUNWAY PROTECTION ZONE TW H
HELGERSON DRIVE SW AIRPORT PROPERTY LINE AIR COMMERCE DRIVE SW DRIVE COMMERCE AIR
TW F
TW A6
TW E · To be utilized during runway-runway intersection construction (approx. 3
TAXIWAY A TRUNK HIGHWAY 63 SOUTH week duration) TW D
TW A3 · Requires 1,650-foot runway extension TW C to provide 6,500-foot runway length during intersection reconstruction TW B1
80TH STREET SW TW M 80TH STREET SE · Cat I approach minimums attainable TAXIWAY B · Requires permanent relocation/rerouting of Hwy 30
TW A1 · Requires 32.5 acres of land acquisition TW B2 · Makes line-of sight from ATCT to Runway 2 end worse · Highest cost alternative
TW B3
85TH STREET SE
TAXIWAY B
TW B4
31ST AVENUE SW
1,650' RUNWAY EXTENSION TRUNK HIGHWAY 63 SOUTH 0 N 2000 4000
TRUNK HIGHWAY 30 SW 90TH STREET SE ROAD RELOCATION PRECISION APPROACH RUNWAY PROTECTION ZONE PROPERTY ACQUISITION (32.5 ACRES)
INTERSTATE 90 Instrument Approach Considerations Currently, Runway 2/20 is served by RNAV and VOR non-precision approaches that are inoperable in visibility conditions lower than 1-statute mile. Runway 13/31 is served by ILS and RNAV precision and non-precision approaches that are operable in visibility conditions as low as ½-statute mile. In this section, three instrument approach alternatives are presented in aim of bridging the visibility minimum gap with the considerations of supporting the aircraft fleet at RST during inclement weather and the reconstruction and closure of the primary runway, Runway 13/31. Table 4-2 provides a summary of the major considerations associated with each instrument approach alternative.
Table 4-2: Approach Alternatives ILS GLS LPV
Visibility Minimums ¼ sm ½ sm ½ sm
Decision Altitude 200 200 250
Installation Cost High High None
Ground Equipment Yes Yes No
User Readiness High Low High
Source: FAA Terminal Procedures Publication, Mead & Hunt, Inc.
Instrument Approach Alternative 1 Alternative 1 is to install a CAT-I ILS to the 2 end of the Runway. This is the industry standard for a precision approach with ¾ to ½ mile minimums. Construction of an ILS would require approach lighting to be installed and would not be fundable with federal dollars. T
V Improved visibility minimums V High installation costs V Non-fundable by FAA V Familiar to most users
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Figure 4-4 Runway 2 Approach Alternative 1 - ILS
LEGEND
FUTURE DEVELOPMENT AREA EXISTING VASI TO BE RELOCATED FUTURE GLIDE SLOPE CRITICAL AREA
FUTURE RUNWAY/TAXIWAY GLIDE SLOPE ANTENNA FUTURE PROPERTY ACQUISITION
FUTURE ROADWAY RELOCATION
EXISTING PARCEL BOUNDARIES
Improved visibility minimums 1,650' RUNWAY/TAXIWAY EXTENSION · · High installation costs
GLIDE SLOPE ANTENNA · Non-fundable by FAA
· Familiar to most users
PROPERTY ACQUISITION (32.5 ACRES) MALSR
PROPERTY PRECISION ACQUISITION PRECISION (1.7 ACRES) APPROACH RPZ 1000' x 1750' x 2500' APPROACH RPZ
1000' x 1750' x 2500' 0 N 1000 2000 31ST AVENUE S.W. (GRAVEL ROAD) (GRAVEL S.W. AVENUE 31ST 95TH STREET S.W. (GRAVEL ROAD) ROAD) (GRAVEL S.W. AVENUE 31ST ROAD RELOCATION Instrument Approach Alternative 2 The second alternative is installing a GBAS Landing System (GLS) to the 2 end of the Runway. This system communicates updated Global Navigation Satellite System information to aircraft enabling a precision approach on-par with a typical ILS. This approach is part of the NextGEN system that is being implemented by FAA and is the only GPS-based precision approach currently available.
V Improved visibility minimums V High installation costs V NextGEN V Unfamiliar to most users
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Figure 4-5 Runway 2 Approach Alternative 2 - GLS - GAST-C
LEGEND
EXISTING VASI FUTURE RUNWAY/TAXIWAY TO BE RELOCATED FUTURE DEVELOPMENT AREAS FUTURE PROPERTY ACQUISITION
RR ANTENNA
GBAS SHELTER GBAS SHELTER FUTURE ROADWAY RELOCATION
EXISTING PARCEL BOUNDARIES RR ANTENNA (TYP) RR ANTENNA (TYP)
Improved visibility minimums 1,650' RUNWAY/ · TAXIWAY EXTENSION · High installation costs
· NextGEN
· Unfamiliar to most users
MALSF
PROPERTY ACQUISITION (32.5ACRES) MALSF
PROPERTY ACQUISITION PRECISION PRECISION (1.7 ACRES) APPROACH RPZ APPROACH RPZ
1000' x 1750' x 2500' 1000' X 1750' X 2500' 0 N 1000 2000 31ST AVENUE S.W. (GRAVEL ROAD) ROAD) (GRAVEL S.W. AVENUE 31ST
ROAD RELOCATION Approach Alternative 3
V Existing visibility minimums V No installation costs V Non-precision approach V Familiar to many users
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Figure 4-6 Runway 2 Approach Alternative 3 - LPV
LEGEND
FUTURE DEVELOPMENT AREAS FUTURE RUNWAY/TAXIWAY EXISTING VASI TO BE RELOCATED FUTURE PROPERTY ACQUISITION EXISTING PARCEL BOUNDARIES
· Existing visibility minimums 1,650' RUNWAY/ TAXIWAY EXTENSION · No installation costs
Non-precision approach MALS ·
· Familiar to many users
MALS
NON-PRECISION PROPERTY APPROACH RPZ ACQUISITION 500' X 1010' X 1700' (1.5 ACRES)
0 N 1000 2000
31ST AVENUE S.W. (GRAVEL ROAD) (GRAVEL S.W. AVENUE 31ST ROAD) (GRAVEL S.W. AVENUE 31ST
NON-PRECISION APPROACH RPZ 500' X 1010' X 1700' 4.4 LANDSIDE DEVELOPMENT CONSIDERATIONS, ALTERNATIVES, AND RECOMMENDATIONS
Terminal Considerations Many changes have occurred since the RST terminal was built. Changes in technology, passenger and baggage screening. The building was designed to service much smaller aircraft than are in use today. In response to changing operational needs the terminal has grown over time, resulting in a somewhat inefficient plan.
Domestic commercial service: Changes are occurring nationally in the commercial airline industry that impact terminals: a shortage in pilots, reducing the number of flights and routes available, and a shift to new, more fuel- efficient aircraft that are larger than the ones used today. The new aircraft have more seats, a wider wingspan, are greater in length and higher off the ground, (referred to as the aircraft door sill height). For example, the sill height of A320s and 757s is approximately twice that of regional jets.
While these aircraft may not be used at all gates, new gates should be designed to accommodate them. The greater aircraft length requires greater distance between the building and taxiway. A wider wingspan pushes the gates farther apart and the increase in sill height affects how passengers are loaded into the aircraft. The increase number of seats impacts the amount of gate and the overall number of passengers using the terminal during the peak hour.
International service : The existing CBP was designed to accommodate international general aviation and high- profile charter flights using aircraft as large as 747s. The CBP is designed to process up to 150 international passengers except for the baggage claim carousel. A regular seasonal charter or scheduled commercial international flight using an aircraft of 150 seats or more would require a larger baggage carousel.
Supporting ambulatory passengers: Ambulatory passengers have mobility challenges and tire easily. Providing all passenger facilities on a single floor would be ideal to support these passengers however aircraft door sill heights above grade are increasing. All passengers need to be brought up to the elevation of the aircraft sills, which is approximately 5 feet for regional jets and nearly at the height of the second level for A320s and 747s. A single, central node of vertical circulation is more efficient than several peripheral locations.
Airport development goals identify operational needs: The needs listed above can work together, independent of each other or oppose each other. Facility goals translate needs into amounts of space to study the influences on the terminal form and consider alternate arrangements.
Airport Development Goals for the Terminal Considerations lead to identifiable goals. V Support airline operations: Gates, gate seating, baggage carousels and inbound baggage room. V Support medical travelers: Provide landside companion care restrooms, one-level layout or suitable vertical circulation V Change the curbside sequence: Projects having major impact should consider reestablishing a standard curbside sequence – international, ticketing, baggage claim. V Car rental and concessions: update
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V Airport Administration and offices: update V Near-term projects are to be considered in the context of long-term growth
Table 4-3: Terminal Facility Improvement Goals and Triggering Events Terminal Facility Triggering Event(s) Area Near-Term Goals (SF) / Long-Term Gate and 1. RONs exceed number of available gates Bridge Gate 5 is Boarding Bridge 2. Flights at peak hour exceed number of available +1,500 SF/ Under way gates gate 3. Insufficient wingtip clearance for parker aircraft (podium + 4. Existing gates or bridges do not sufficiently stair) support the commercial fleet 5. International activity encroaches on adjacent domestic facilities Gate Seating 1. The number of peak-hour departing passengers 20 SF/PHDP exceeds the total amount of available gate seating 2,400 2. The demand for gate seating in a discrete exceeds SF/Gate capacity for that area International 1. The amount of international arriving bags 4,000 Baggage Carousel consistently exceeds the existing capacity 2. Domestic baggage claim activity displaces international baggage claim activity Domestic 1. The amount of domestic arriving bags consistently 4,000 Baggage Carousel exceeds the existing capacity 2. International baggage claim activity displaces domestic baggage claim activity Passenger Services 1. Multiple stall restroom module – provide with 1,200 and Restrooms expanded baggage claim (900 SF) 2. Companion care restroom (code requirement) and medical traveler lounge (300 SF) Near-Term 3. Car rental, concessions Passenger 1. Circulation space to support gate seating 3,600+2,000 Circulation expansion 6,000+3,000 2. Circulation space to support baggage claim expansion 3,000/flr 3. Vertical transition between floors Mechanical and 1. As required to support expanded facilities Support Source: Mead & Hunt, Inc
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Concepts were developed that would provide: V Concourse growth V Baggage claim growth V Vertical circulation (elevators, stairs) V Checkpoint growth V Growth to supporting passenger services, concessions, circulation and mechanical spaces.
Terminal Alternative 1A- East Linear Growth
Features: V Increases capacity of baggage claim in its current location with 2 new large carousels V Shared international/domestic carousel + dedicated domestic carousel V Non-traditional sequence of baggage claim before ticketing continues in both building and at curbside V Concourse growth occurs along apron in a linear configuration V Ground level gates remain in use
Baggage Claim Triggers:
Same as Alt 1B: Need larger carousels: (more than 80 bags/flight) V Larger aircraft (more bags/flight) V Leisure passenger flight (more bags/PAX)
Need more than two carousels: V 1 international + 1 or more domestic overlapping arrivals V More than 2 regularly scheduled overlapping domestic arrivals
Different than 1B: V International and domestic baggage claim are to continue being collocated and sharing carousels
Concourse Triggers: V Need additional gate seating at gates 4 and 5 V Need additional gates beyond 5 (from concurrent scheduled flights or additional RONs)
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CELL LOT Figure 4-7 Terminal Development Area Alternative 1 A
LONG-TERM LEGEND PARKING FUTURE DEVELOPMENT AREAS FUTURE BUILDINGS
HELGERSON DRIVE SW FUTURE APRON PAVEMENT FUTURE ROADWAY/AUTO PARKING EMPLOYEE PARKING FUTURE CANOPY PARKING
TW F LONG-TERM EXISTING AIRFIELD PAVEMENT PARKING EXISTING BUILDING AIRPORT PROPERTY LINE EXISTING FENCE
· Increases capacity of baggage claim in its WASH current location with 2 new large carousels TW E FACILITY · Shared international/domestic carousel + dedicated domestic carousel · Non-traditional sequence of baggage claim before ticketing continues in building · Concourse growth occurs along apron in a linear configuration · Ground level gates remain in use · Traditional sequence of ticketing before baggage claim is reestablished at curbside
ECONOMY PARKING/ RENTAL CAR STORAGE TAXIWAY A
READY/RETURN TW D PARKING
0 N 400 800
TW A3
TW C Terminal Alternative 1B- East Angled Growth
Features: V Domestic baggage claim is relocated to the east side of the terminal V Dedicated international baggage claim, inbound baggage room and international lounge are provided in existing location on the west side V Increases capacity of both domestic and international baggage claim, adding an international lounge V Lengthens curbside V Changes sequence along curbside and inside building: international, ticketing, baggage claim V Both ground level gates are closed V 3 new gates are added on the east side, second level V Concessions move to 2nd floor V Checkpoint expands V Vertical circulation is added, bringing passengers to 2nd floor in a central location V 2nd floor concourse expands to the east, angled away from the apron and increasing apron depth
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CELL LOT LONG-TERM PARKING Figure 4-8 Terminal Development Area Alternative 1 B
LEGEND
LONG-TERM FUTURE DEVELOPMENT AREAS PARKING FUTURE BUILDINGS
HELGERSON DRIVE SW FUTURE APRON PAVEMENT FUTURE ROADWAY/AUTO PARKING EMPLOYEE PARKING FUTURE CANOPY PARKING
TW F EXISTING AIRFIELD PAVEMENT EXISTING BUILDING BUILDING TO BE REMOVED AIRPORT PROPERTY LINE EXISTING FENCE · Domesticbaggage claim relocated is tothe east TW E sideofthe terminal · Dedicatedinternational baggage claim, inbound baggageroom and international lounge are providedexistingin location on the west side · Increasescapacity ofboth domestic and internationalbaggage claim, adding an WASH internationallounge FACILITY · Lengthenscurbside · Changessequence along curbside and inside building:international, ticketing, baggage claim · Bothground levelgates are closed · 3new gates are added on the east side,second ECONOMY level PARKING/ · Concessionsmove to2nd floor ULTIMATE RENTAL CAR · Checkpointexpands GATES TO BE STORAGE TAXIWAY A · Verticalcirculation added, is bringing passengers RELOCATED to2nd flooracentralin location · 2ndfloorconcourse expands tothe east,angled awayfrom the apron and increasing apron depth TW D
0 N 400 800
FUTURE TW A3 APRON
TW C Terminal Alternative 2
Features: V Makes the terminal deeper form apron to curbside, providing more space and more generous space for lobby, circulation, vertical circulation and checkpoint. V Requires new curbside roadway V Major reconfiguration of parking V International and domestic baggage claim expand in the current location V Ground level gates remain in use V East concourse expansion steps back from apron, providing additional apron depth V West expansion adds a gate, international or domestic. A domestic gate would affect the existing international gate.
Triggers: V Congestion at curbside or in terminal associated with international flights V CBP needs additional space on apron V Need to relocate international gate west of its existing location V Need a second international gate
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CELL LOT Figure 4-9 Terminal Development Area LONG-TERM Alternative 2 PARKING LEGEND
FUTURE DEVELOPMENT AREAS LONG-TERM PARKING FUTURE BUILDINGS HELGERSON DRIVE SW FUTURE APRON PAVEMENT FUTURE ROADWAY/AUTO PARKING EMPLOYEE FUTURE CANOPY PARKING PARKING TW F EXISTING AIRFIELD PAVEMENT EXISTING BUILDING BUILDING TO BE REMOVED AIRPORT PROPERTY LINE EXISTING FENCE · Makes the terminal deeper form apron to WASH TW E curbside, providing more space and more FACILITY generous space for lobby, circulation, vertical circulation and checkpoint. · Requires new curbside roadway · Major reconfiguration of parking · International and domestic baggage claim expand in the current location · Ground level gates remain in use · East concourse expansion steps back from apron, providing additional apron depth · West expansion adds a gate, international ECONOMY or domestic. A domestic gate would PARKING/ affect the existing international gate RENTAL CAR STORAGE TAXIWAY A READY/RETURN PARKING TW D
0 N 300 600
TW A3
TW C Supplemental Facility Considerations Supplemental facilities include ARFF, SRE, Operations, and Maintenance. Many of these functions are performed by the same employees but differing facilities are needed to support each role. ARFF and SRE facilities are specifically funded in accordance with eligibility standards by FAA.
Supplemental Facility Alternative 1 Alternative 1 expands the SRE building and apron to the northeast, as shown in Figure 4-7 on page 19. This alternative increases the existing width of the SRE building while extending its length further northeast along its current axis. Currently, SRE vehicles must back directly into the facility while avoiding equipment located on each side of the pull in bay. Alternative 1 provides an additional 25,600 SF of vehicle storage space and includes an additional 92,000 SF of pavement to support SRE activities around the building. This alternative allows for large tow-behind equipment to be stored in a pull-through design.
Supplemental Facility Alternative 2 Alternative 2 expands the SRE building and apron to the northeast, as shown in Figure 4-9 on page 23. This alternative retains the existing width of the SRE building while extending its length for 230 feet northeast along a rotated axis. The building was rotated to parallel the building restriction line and to keep from impeding the airport access road. Currently, SRE vehicles must back directly into the facility while avoiding equipment located on each side of the pull in bay. Alternative 2 provides for a pull-through bay facility with an additional 33,000 SF of vehicle storage space and an additional 94,900 SF of pavement to support SRE activities surrounding the building.
Cargo Area Considerations The cargo area at RST currently houses a large sort facility for FedEx that allows trucks to move freely with cargo being loaded/unloaded to aircraft. Future development in this area is anticipated to be expansion to the existing facility, a new facility for another cargo operator, or an undefined industrial or mechanical application requiring airfield access.
Cargo Area Alternative 1 Alternative one consists of linear development to the southeast. This design is relatively simple to construct and offers very flexible expansion opportunities. This development could be carried out in small or large phases and has the potential to add one additional facility or multiple smaller buildings. The limit of expansion to the southeast is the right-of-way for Highway 63.
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Figure 4-12Cargo Development Area Alternative 1
LEGEND
FUTURE DEVELOPMENT AREAS FUTURE BUILDINGS FUTURE APRON PAVEMENT FUTURE ROADWAY/AUTO PARKING EXISTING AIRFIELD PAVEMENT EXISTING BUILDING AIRPORT PROPERTY LINE EXISTING FENCE
78'
TW M
680'
380' 0 N 300 600
TW A1 Cargo Area Alternative 2 Alternative two consists of limited development to the southeast before turning to the northeast. This design is more complicated to construct but still offers phase able expansion opportunities. This development could be initiated with one small phase prior to a large investment being made to turn to the north. This alternative allows for multiple large facilities and has many more square feet of development potential. The limit of expansion is the right-of-way for Highway 63 to the east and Airport Drive to the north.
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Figure 4-13Cargo Development Area Alternative 2
LEGEND
FUTURE DEVELOPMENT AREAS FUTURE BUILDINGS FUTURE APRON PAVEMENT FUTURE ROADWAY/AUTO PARKING EXISTING AIRFIELD PAVEMENT EXISTING BUILDING AIRPORT PROPERTY LINE EXISTING FENCE 920'
83'
350'
TW M
0 N 300 600
TW A1 General Aviation Considerations The general aviation area at RST is currently mixed-use which means that varying types of aircraft are commingled in same areas. This can cause issues for future development due to the need for increased pavement and safety area widths in many locations. The Airport desires to begin the process of segregating these uses, such as corporate flight departments, flight training, executive hangars, T-hangars, to minimize future infrastructure needs as well as decrease risks inherent with mixed-use areas.
General Aviation Alternative 1 Alternative 1 separates aircraft sizes and types during future development. Key issues when considering detailed future development locations are topography, ownership and lease interests, and proximity to other support or integrated facilities.
General Aviation Alternative 2 Alternative 2 separates aircraft sizes and types during future development. Key issues when considering detailed future development locations are topography, ownership and lease interests, and proximity to other support or integrated facilities.
General Aviation Alternative 3 Alternative 3 separates aircraft sizes and types during future development. Key issues when considering detailed future development locations are topography, ownership and lease interests, and proximity to other support or integrated facilities.
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C.S.A.H. NO. 16 Apron/taxilane expansion Future T-hangars , small box hangars & executive hangars Figure 4-14General Aviation Development Future executive hangars Alternative 1 Future Corporate Hangar Redevelopment Area
Future G.A. support LEGEND Future Large Hangars facilities - new front door FUTURE DEVELOPMENT AREAS (200' x 140') (no taxiway access) FUTURE BUILDINGS Apron/taxilane FUTURE APRON PAVEMENT expansion FUTURE ROADWAY/AUTO PARKING EXISTING AIRFIELD PAVEMENT EXISTING BUILDING AIRPORT PROPERTY LINE EXISTING FENCE TAXIWAY A
TW A8
TW K
BRATAAS DRIVE SW
TW J
TW A7 0 N 400 800
TW G
TW H C.S.A.H. NO. 16 Apron/taxilane expansion
Future GA hangars Figure 4-15General Aviation Development Alternative 2
Future T-hangars
LEGEND
Future Large Hangars FUTURE DEVELOPMENT AREAS (200' x 140') FUTURE BUILDINGS FUTURE APRON PAVEMENT Future Executive & Corporate Hangar Development Area FUTURE ROADWAY/AUTO PARKING EXISTING AIRFIELD PAVEMENT EXISTING BUILDING AIRPORT PROPERTY LINE EXISTING FENCE TAXIWAY A
TW A8
TW K
BRATAAS DRIVE SW
TW J
TW A7 0 N 400 800
TW G
TW H C.S.A.H. NO. 16
Future executive & corporate hangars Figure 4-16General Aviation Development Alternative 3
LEGEND
Future Large Hangars FUTURE DEVELOPMENT AREAS (200' x 140') FUTURE BUILDINGS FUTURE APRON PAVEMENT FUTURE ROADWAY/AUTO PARKING Small GA EXISTING AIRFIELD PAVEMENT Development Area EXISTING BUILDING AIRPORT PROPERTY LINE EXISTING FENCE TAXIWAY A
TW A8
TW K
BRATAAS DRIVE SW
TW J
TW A7 0 N 400 800
TW G
TW H