Cincinnati/Northern Kentucky International Airport 2035 Master Plan Update
Table of Contents
2.1. Airport Locale ...... 1 2.2. Airport History, ...... 2 2.3. Airfield and Airspace...... 3 2.3.1. Introduction ...... 3 2.3.2. Airfield ...... 4 2.3.2.1. Existing Airport Reference Code ...... 6 2.3.2.2. Runways ...... 6 2.3.2.3. Runway Wind Coverage ...... 8 2.3.2.4. Runway Utilization ...... 8 2.3.2.5. Hot Spots ...... 11 2.3.2.6. Taxiways ...... 11 2.3.2.7. Apron Areas ...... 12 2.3.2.8. Service Roads ...... 13 2.3.2.9. Deicing Facilities and Storm Water Fluid Containment ...... 14 2.3.3. Airspace and Navigational Aids ...... 15 2.3.3.1. Airspace ...... 15 2.3.3.2. Navigational Aids ...... 16 2.3.3.3. Visual Aids ...... 21 2.3.3.4. Other ...... 21 2.3.3.5. Instrument Approaches ...... 21 2.4. Passenger Terminal Complex ...... 22 2.4.1. Passenger Terminals and Concourses ...... 23 2.4.1.1. Terminal 1 ...... 23 2.4.1.2. Terminal 2 ...... 24 2.4.1.3. Terminal 3 ...... 24 2.4.1.4. Pedestrian & Rail (AGTS) Tunnel ...... 27 2.4.1.5. Concourse A ...... 28 2.4.1.6. Concourse B ...... 30 2.4.1.7. Concourse C ...... 32 2.5. Airport Roadways and Ground Access ...... 32 2.5.1. Access ...... 33 2.5.2. On-Airport Roadways ...... 36 2.5.2.1. Traffic Operational Considerations ...... 44 2.5.2.2. Terminal Curb Roadways...... 47 2.5.2.3. Curb Operational Analysis ...... 48 2.5.2.4. Curb Operational Considerations ...... 52 2.5.2.5. Areas of Further Analysis ...... 54 2.5.2.6. Roadway Traffic Volumes ...... 55 2.6. Parking and Rental Car Facilities...... 65 2.6.1. Parking Garages ...... 65 2.6.1.1. Parking Garage Entrance Data ...... 66
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2.6.1.2. Remote Parking ...... 69 2.6.1.3. Rental Car Facilities ...... 69 2.7. Support/Ancillary Facilities...... 69 2.7.1. Cargo/Freight Facilities ...... 69 2.7.1.1. Old DHL Buildings (North)...... 70 2.7.1.2. South DHL Facility ...... 70 2.7.1.3. KCAB Cargo Building (#4) ...... 70 2.7.1.4. Delta Air Cargo Building (#27) ...... 73 2.7.1.5. Corporex Building (#44) ...... 73 2.7.1.6. Pannco Air Freight (#42) ...... 73 2.7.1.7. Emery Building (#43) ...... 73 2.7.1.8. U.S. Postal Service Building (#88) ...... 73 2.7.1.9. Old Post Office (#41) ...... 73 2.7.2. ARFF Facilities ...... 73 2.7.2.1. ARFF Index ...... 74 2.7.2.2. Response Time ...... 74 2.7.2.3. North ARFF Station (#9) ...... 75 2.7.2.4. South ARFF Station (#55) ...... 75 2.7.2.5. ARFF Training Facility/ARFF Trainer Airplane/EOC (Burn Pit) (#69) ...... 75 2.7.3. Airport Police Facilities ...... 75 2.7.4. Fuel Facilities ...... 76 2.7.4.1. Fuel Farm (#31) ...... 76 2.7.4.2. ASI Support Building (#29)...... 76 2.7.5. Airport/Airfield Maintenance...... 76 2.7.5.1. North Airport Maintenance Area ...... 76 2.7.5.2. South Airfield Maintenance Area ...... 76 2.7.6. Electrical Vaults ...... 77 2.7.7. Other Airline Facilities...... 77 2.7.7.1. Delta Hangar (#22) ...... 77 2.7.7.2. Old Comair Facilities ...... 77 2.7.8. General Aviation Facilities ...... 78 2.7.8.1. Delta Private Jets (FBO) (#82) ...... 78 2.7.8.2. Corporate Hangar (Comair Tech Ops) (#83) ...... 78 2.7.8.3. Ameriflight Building (#84) ...... 78 2.7.8.4. Pemco Hangar (#79) ...... 78 2.7.8.5. ATCT and TRACON Facility (#56) ...... 78 2.7.9. Stormwater Treatment ...... 78 2.7.10. Other Facilities ...... 79 2.7.10.1. Flight Safety Building (#81) ...... 79 2.7.10.2. Double Tree Hotel (#18) ...... 79 2.7.10.3. Gate Gourmet Building (#24) ...... 79 2.7.10.4. ASIG Building (#87) ...... 79 2.7.10.5. Cincinnati Bell Telephone Building (#80) ...... 79 2.7.10.6. KCAB Outdoor Events Building (#86) ...... 79 2.7.10.7. KCAB GT Bus Maintenance Building (#29) ...... 80 2.7.10.8. General Electric Facility (#52)...... 80 2.8. Existing Utilities ...... 80
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2.8.1.1. Water Utilities ...... 80 2.8.1.2. Sanitary Sewer ...... 82 2.8.1.3. Storm Sewer ...... 84 2.8.1.4. Electric ...... 84 2.8.1.5. Gas ...... 84 2.8.1.6. Communications ...... 84 2.9. Regional Access ...... 84 2.9.1. Existing Regional Roadway Network/Level of Service ...... 84 2.9.2. Future Regional Roadway Network Level of Service ...... 86 2.9.3. Transportation Plans ...... 88 2.9.3.1. OKI 2030 Regional Transportation Plan ...... 88 2.9.3.2. Boone County Transportation Plan 2030 ...... 88 2.9.3.3. Kentucky Long-Range Statewide Transportation Plan ...... 88 2.9.3.4. OKI Regional Freight Plan ...... 89 2.9.4. Bus Transit ...... 92 2.9.4.1. Planned Projects ...... 92 2.9.5. Rail Transit ...... 93 2.9.6. Freight Transportation ...... 94 2.9.6.1. Planned Freight Transportation Projects ...... 94 2.10. Land Use ...... 94 2.10.1. Introduction ...... 94 2.10.2. Area of Potential Effect ...... 95 2.10.2.1. Future Land Use within the APE ...... 95 2.10.3. Land with Development Potential ...... 97 2.10.3.1. North Airfield (A) ...... 97 2.10.3.2. South Airfield (B) ...... 99 2.10.3.3. South Support Area (C) ...... 99 2.10.3.4. Southwest Development Area (D) ...... 99 2.10.3.5. East Collateral Development Area (E) ...... 99 2.10.3.6. West Support Area (F) ...... 99 2.10.3.7. Northwest Support Area (G) ...... 99 2.10.3.8. North Terminal Support Area (H) ...... 100 2.11. Environmental Setting ...... 100 2.11.1. Summary ...... 100 2.11.2. Categories of Potential Environmental Concern ...... 101 2.11.2.1. Air Quality ...... 101 2.11.2.2. Biotic Resources ...... 101 2.11.2.3. Compatible Land Use ...... 102 2.11.2.4. Construction Impacts ...... 104 2.11.2.5. Section 4(f) Resources ...... 104 2.11.2.6. Federally-listed Endangered and Threatened Species ...... 104 2.11.2.7. Floodplains ...... 105 2.11.2.8. Historical and Archaeological Resources ...... 105 2.11.2.9. Light Emissions and Visual Effects- ...... 105 2.11.2.10. Noise ...... 108 2.11.2.11. Water Quality ...... 108
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2.11.2.12. Wetlands ...... 110 2.11.2.13. Sources ...... 110 2.12. Sustainability ...... 111 2.12.1. FAA guidance ...... 112 2.12.2. Sustainability at CVG...... 112 2.12.2.1. Materials Management ...... 112 2.12.2.2. Energy Conservation ...... 113 2.12.2.3. Water Protection and Conservation ...... 113 2.12.2.4. Biodiversity ...... 113 2.12.2.5. Emissions, Effluents and Waste ...... 114 2.12.2.6. Products and Services ...... 114 2.12.2.7. Environmental Compliance ...... 114 2.12.2.8. Fleet Transportation ...... 115 2.12.2.9. Stakeholder Awareness and Community Outreach ...... 115
List of Figures
Figure 2 - 1: Airport Location Map ...... 1 Figure 2 - 2: CVG Airfield Layout ...... 5 Figure 2 - 3: Runway Utilization - Departures ...... 10 Figure 2 - 4: Runway Utilization – Arrivals ...... 11 Figure 2 - 5: Runway 18L-36R NAVAIDS ...... 17 Figure 2 - 6: Runway 18C-36C NAVAIDS ...... 18 Figure 2 - 7: Runway 18R-36L NAVAIDS ...... 19 Figure 2 - 8: RUNWAY 9-27 NAVAIDS ...... 20 Figure 2 - 9: Terminal Area ...... 23 Figure 2 - 10: Existing Roadway Network ...... 32 Figure 2 - 11: Regional Road Map ...... 34 Figure 2 - 12: Key Airport Campus Destinations ...... 35 Figure 2 - 13: Lane Configuration and Traffic Controls - Terminals ...... 37 Figure 2 - 14: Lane Configuration and Traffic Controls – Approach Roadways ...... 38 Figure 2 - 15: Average Daily Traffic - Terminals ...... 40 Figure 2 - 16: Average Daily Traffic – Approach Roadways ...... 41 Figure 2 - 17: Peak Hour Volumes - Terminals...... 42 Figure 2 - 18: Peak Hour Volumes – Approach Roadways ...... 43 Figure 2 - 19: Traffic Operational Issues - Terminals ...... 45
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Figure 2 - 20: Traffic Operational Issues – Approach Roadways ...... 46 Figure 2 - 21:Traffic Volume Collection Locations – Terminal Roadways ...... 55 Figure 2 - 22: Traffic Volume Collections Locations – Terminal Approach Roadways ...... 56 Figure 2 - 23: Terminal Area, North and East Airfield Facilities ...... 71 Figure 2 - 24: South and West Airfield Facilities ...... 72 Figure 2 - 25: Airport Water Distribution System ...... 81 Figure 2 - 26: Airport Sanitary Sewer System ...... 83 Figure 2 - 27: Existing (2005) Road Network Level of Service ...... 86 Figure 2 - 28: Future (2030) Road Network Level of Service ...... 87 Figure 2 - 29: Short-Term Transportation Improvement Plan Projects ...... 90 Figure 2 - 30: Long-Term Transportation Projects ...... 91 Figure 2 - 31: OKI Proposed New Bus Routes and Transit Hubs ...... 93 Figure 2 - 32: Area of Potential Effects for CVG ...... 96 Figure 2 - 33: Land Use Summary ...... 98 Figure 2 - 34: Boone County 2030 Future Land Use Map ...... 103 Figure 2 - 35: FEMA 100-Year Floodplain Locations ...... 106 Figure 2- 36: Cemeteries and NRHP Sites ...... 107 Figure 2 - 37: Future (2011) Noise Exposure Map\Noise Compatibility Program ...... 109 Figure 2- 38: National Wetland Inventory of the CVG Vicinity ...... 111 Figure 2 - 39: CVG Website Environmental Page ...... 116
List of Tables
Table 2 - 1: Runway Data ...... 7 Table 2 - 2: CVG Wind Coverage ...... 8 Table 2 - 3: CVG Traffic Flows (24 hrs.) ...... 9 Table 2 - 4: Runway Utilization by Operating Configuration ...... 10 Table 2 - 5: Parallel Taxiways ...... 12 Table 2 - 6: Functional Areas Of Terminal 3 ...... 25 Table 2 - 7: Pedestrian and Train Tunnel Functional Areas ...... 28 Table 2 - 8: Concourse A Functional Areas ...... 29 Table 2 - 9: Concourse B Functional Areas ...... 31 Table 2 - 15: Roadway Characteristics ...... 39
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Table 2 - 11: Terminal 3 Curb Roadway Characteristics ...... 48 Table 2 - 12: Departures Curb Analysis Model Results ...... 49 Table 2 - 13: Arrivals Curb (Outer) Analysis Model Results ...... 50 Table 2 - 14: Arrivals Curb (Outer) Analysis Model Results ...... 51 Table 2 - 15: Curb Roadway Performance Definitions ...... 52 Table 2 - 16: CVG ARFF Vehicles and Station Assignments...... 74 Table 2 - 17: Existing Travel Time From Regional Points to CVG (minutes) ...... 85 Table 2 - 18: Existing Travel Time from CVG to Regional Destinations (minutes) ...... 85 Table 2 - 19: LOS Methodology ...... 85 Table 2 - 20: Future (2030) Travel Times From Regional Points to CVG...... 86 Table 2 - 21: Future (2030) Travel Times From CVG to Regional Destinations ...... 87 Table 2 - 22: OKI TIP Projects ...... 89 Table 2 - 23: Long-Term Transportation Plan Projects ...... 91
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Chapter 2 – Airport Inventory
2.1. AIRPORT LOCALE The Cincinnati/Northern Kentucky International Airport (CVG) is located approximately 8 ½ miles southwest of the central business district of Cincinnati, Ohio in unincorporated Boone County, Kentucky. The Airport’s approximately 7,000 acres of land is located near the City of Hebron, Kentucky within the Ohio River Valley, in the upland South region of the United States. The Airport is situated south of I-275, just west of the I-75/I-275 interchange. The Ohio River runs about a mile north of the Airport. Figure 2 -1 shows the Airport location within the region.
Figure 2 - 1: Airport Location Map
Source: Jacobs Engineering Group Inc, December 2011
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The City of Cincinnati has a population of 296,943 within its city limits and a population of 2,130,151 within its metropolitan area known as the Cincinnati-Middletown Metropolitan Statistical Area (MSA)1, of which the Airport is a part. The designated MSA includes 15 counties that have a total area of 4,465 square miles located in three states (Ohio, Kentucky and Indiana).
2.2. AIRPORT HISTORY2, 3 Prior to an airport being established in Boone County, the Cincinnati area was served by Lunken Airport on Cincinnati’s eastern edge. In 1937 a major flood along the Ohio River severely damaged Lunken Airport, which served the City of Cincinnati. The 1937 flood gave rise to the nickname, "Sunken Lunken," casting doubts on the Airport’s ability to serve the area’s growing needs. Nearly two years after the flood, because of both the potential for future flooding and the Airport site’s limited potential for growth, the federal government recommended construction of a hilltop airport in Cincinnati. However, due to the cost associated with the new airport, the Civil Aeronautics Administration indicated that the federal government would consider a Northern Kentucky airport site to serve Greater Cincinnati.
On February 11, 1942, President Franklin Roosevelt approved preliminary funds for site development on Feb. 11, 1942. Soon after, the Kentucky Legislature passed a law to permit Kenton County to “expend funds in an adjoining county.” At the time, that removed Boone County from any obligations on the Airport.
The newly established airport in Boone County began as a training field for military pilots during World War II. As the war drew to an end, the military relinquished control to the Airport Board in neighboring Kenton County.
On Jan. 10, 1947, an American Airlines DC-3 on its way from Cleveland touched down at the new Greater Cincinnati Airport during the dedication of a new three-story, brick terminal building to serve commercial passengers. Shortly after, a Delta Airlines DC-4 and a TWA flight arrived and the new airport was officially open for business.
The jet age officially arrived in 1960 as Delta Air Lines was the first to introduce commercial jet service at CVG with the arrival of a Convair 880. By 1964, the Airport had expanded its sole terminal to 148,000 square feet. A decade later, as passenger demand grew, the need for additional infrastructure became apparent. The Airport added two new terminals in 1974, known as Terminal 2 and Terminal 3, the latter of which was replaced by the current Terminal 3 in 1993.
Following airline deregulation in 1979, CVG became a major Delta Air Lines hub, growing from 35 nonstop destinations to more than 120. By 1987 Delta had expanded its number of gates to 22. This $45 million addition gave the Airport 40 total gates.
1 U.S. Census Bureau, Population Estimates for the 25 Largest Metropolitan Statistical Areas in 2010, 2010. 2 Rawe, Richard L., Creating a World Class Airport - Cincinnati/Northern Kentucky International 1947- 1997, 1997. 3 Cincinnati/Northern Kentucky International Airport, Detailed History – From Humble Beginnings…to an International Hub, http://www.cvgairport.com/about/history2.html (July 2011).
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DHL opened its package-sorting hub in 1984. Following a series of expansions, DHL opened a new $220 million hub on the south side of the airfield in 2003. KCAB supported the expansion with infrastructure, access and apron improvements in addition to extending Runway 9-27 to 12,000 feet. The 150-acre project allowed DHL to handle up to two million pounds of cargo nightly, with enough ramp space to park more than 60 aircraft.
To handle the growth of Delta and DHL operations, CVG dedicated a new north-south runway in January 1991. In 1994, a $500 million expansion added the new Terminal 3, a new road system, and an underground train between Terminal 3 and Concourses A and B. The addition of Concourses B and C in 1994 increased the number of airline gates to more than 100.
The year 2005 brought several changes to the Airport, including the completion and opening of a third north-south runway (18R-36L), which was several years in the making and placed CVG among the most efficient airports in the world. Later that year Delta Air Lines began to downsize its hub and DHL Express relocated its operations to Wilmington, Ohio, after acquiring Airborne.
After peaking in 2005, airline traffic has continued to decline due to economic pressures, high fuel costs, and airline consolidations. In late 2011, CVG averaged 185 daily commercial departures serving 53 markets, comparable to activity in the early 1990s. However, DHL Express moved back to their facility at CVG in 2009 as a strong international cargo carrier with a growing market and activity.
The FAA’s ranking of US airports by enplanements for calendar year 2010 showed CVG ranked 48th, just behind San Antonio International Airport and just ahead of Dallas Love Field. Neighboring Indianapolis International ranked 50th.
With the decrease in activity, not all of CVG’s facilities are needed for passenger and tenant activity. At the time of this master plan, Terminal 1 and Concourse C had no airline activity and the Airport Board was renovating Concourse A to consolidate the Terminal 2 airlines in that location, leaving Terminal 2 vacant.
2.3. AIRFIELD AND AIRSPACE
2.3.1. INTRODUCTION This section provides an overview of the baseline conditions of the Cincinnati/Northern Kentucky International Airport’s (CVG) airfield facilities, airspace and navigational aids. The airfield facilities are the largest portion of airport property; therefore, an understanding of the existing facilities is needed to make crucial decisions related to future airfield facility requirements, which could have significant impacts to on- and off-airport land uses.
The airfield facilities include the system of runways, taxiways and apron areas that provide connections between the airspace environment and the air carrier terminal area, cargo facilities and general aviation facilities.
The four runways at CVG have dimensions and characteristics based on the design standards required to serve specific critical design aircraft. Dimensions of the runways are as follows:
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Runway 9-27 12,000’ x 150’ Runway 18L-36R 10,000’ x 150’ Runway 18C-36C 11,000’ x 150’ Runway 18R-36L 8,000’ x 150’
Each of the four runways is served by at least one parallel taxiway. This taxiway system provides access to/from the apron areas that provide parking positions throughout the airfield for air carrier, general aviation, and cargo aircraft. In addition, the apron areas provide designated deicing areas for aircraft during times of inclement weather.
An extensive system of navigational aids is a necessary component of the aeronautical environment that supports an airport’s flight operations and enhance safety, particularly during periods of inclement weather and darkness. The navigational aids also provide guidance through the national airspace system and the local, regional and national system of airports. CVG’s airspace, air traffic control procedures, and navigation aids are critical to support operations at CVG.
2.3.2. AIRFIELD The following sections describe all applicable airfield assets at the Airport, as illustrated in Figure 2 - 2.
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Figure 2 - 2: CVG Airfield Layout
Source: Jacobs Engineering Group Inc., December 2011
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2.3.2.1. Existing Airport Reference Code The airport reference code (ARC) for CVG is D-V. CVG airfield facilities meet, and in some cases exceed, FAA standards to accommodate all of the aircraft that operate at the Airport in 2011, up to and including the critical design aircraft, the B-747-400.
2.3.2.2. Runways Dimensions and characteristics of a runway are dependent on the aircraft that use the Airport on a regular basis and the design standards associated with a runway needed to accommodate those aircraft. The orientation of the runways depends on the direction of the prevailing wind patterns, the size and shape of the area available for development and the land-use or airspace restriction in the vicinity of the Airport.
The CVG airfield has three north/south runways: 18L-36R, 18C-36C, and 18R-36L, all of which can accommodate air carrier, cargo and general aviation aircraft. In addition, Runway 9-27 serves as the crosswind (east/west) runway and is also capable of serving all aircraft types that utilize CVG. Runways 18C-36C and 9-27 are the only intersecting runways on the airfield. Table 2-1. outlines the characteristics associated with each runway. Recent runway pavement maintenance projects are summarized here.
• Runway 9-27 – This was one of the original runways at the Airport. A majority of the runway was rehabilitated in 2007. However, the first 2,000 feet of the approach end of Runway 9 was an extension constructed in 2003; the portion beyond 2,000 feet and prior to 4,200 feet (from the approach end of Runway 9) was last rehabilitated in 1994. In addition, those portions associated with the intersection of Runway 18C-36C were rehabilitated in 2011, while the area that intersects with Taxiways “D” and “E” was rehabilitated in 1994. Also, the first 750 feet of the approach end of Runway 27 was completely reconstructed in 2000. • Runway 18L-36R – The runway was opened in 1991, and the entire runway is planned for a complete rehabilitation in 2012/2013. • Runway 18C-36C – This was one of the original runways at the Airport. The runway was last rehabilitated in 2011. • Runway 18R-36L – The runway was opened in 2005.
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Table 2 - 1: Runway Data
RUNWAY 9 RUNWAY 27 RUNWAY 18L RUNWAY 36R RUNWAY 18C RUNWAY 36C RUNWAY 18R RUNWAY 36L Runway Length 12,000' 12,000' 10,000' 10,000' 11,000' 11,000' 8,000' 8,000' Runway Width 150' 150' 150' 150' 150' 150' 150' 150' Pavement Type Asphalt/Concrete Asphalt/Concrete Concrete Concrete Asphalt/Concrete Asphalt/Concrete Concrete Concrete Runway End Elevation 883.05 874.82 886.32 896.07 874.58 840.73 864.71 872.63 FAR Part 77 Approach Category PIR PIR PIR PIR PIR PIR PIR PIR Pavement Design Strength
Single Wheel Gear 75,000 lbs. 75,000 lbs. 75,000 lbs. 75,000 lbs. 75,000 lbs. 75,000 lbs. 75,000 lbs. 75,000 lbs. Dual Wheel Gear 210,000 lbs. 210,000 lbs. 210,000 lbs. 210,000 lbs. 210,000 lbs. 210,000 lbs. 210,000 lbs. 210,000 lbs. Dual Tandem Gear 400,000 lbs. 400,000 lbs. 400,000 lbs. 400,000 lbs. 400,000 lbs. 400,000 lbs. 400,000 lbs. 400,000 lbs. Double Dual Tandem Gear 850,000 lbs. 850,000 lbs. 850,000 lbs. 850,000 lbs. 850,000 lbs. 850,000 lbs. 850,000 lbs. 850,000 lbs.
Effective Runway Gradient 0.2% 0.2% 0.1% 0.1% 0.3% 0.3% 0.1% 0.1% Runway Lighting HIRL HIRL HIRL HIRL HIRL HIRL HIRL HIRL Centerline Lights Yes Yes Yes Yes Yes Yes Yes Yes Touchdown Zone Lighting No No Yes Yes Yes Yes Yes Yes Runway Marking Precision Precision Precision Precision Precision Precision Precision Precision Approach Lighting MALSR MALSR MALSR ALSF2 MALSR ALSF2 ALSF2 ALSF2 Visual Approach Aids PAPI (P4L) VASI (V4L) PAPI (P4L) PAPI (P4R) VASI (V4R) PAPI (P4L) - - LOC, GS, VOR, LOC, GS, VOR, LOC, GS, VOR, LOC, GS, VOR, LOC, GS, VOR, LOC, GS, VOR, LOC, GS, VOR, LOC, GS, VOR, GPS, RNAV, GPS, RNAV, RVR, RNAV, RVR, RNAV, RNAV, RVR, RNAV, RVR, RNAV, RVR, RNAV, RVR, Instrument Approach Aids DME DME GPS, IM, DME GPS, IM, MM, GPS, DME GPS, IM, MM, GPS, IM, DME GPS, IM, DME DME DME Instrument Approach Procedures ILS (CAT I) ILS (CAT I) ILS (CAT I) ILS (CAT I, II, III) ILS (CAT I) ILS (CAT I, II, III) ILS (CAT I, II) ILS (CAT I, II) RNAV (RNP) RNAV (RNP) RNAV (RNP) RNAV (RNP) RNAV (RNP) RNAV (RNP) RNAV (RNP) RNAV (RNP) RNAV (GPS) RNAV (GPS) RNAV (GPS) RNAV (GPS) RNAV (GPS) RNAV (GPS) RNAV (GPS) RNAV (GPS) Approach Visibility Minimums <1/2 mile <1/2 mile <1/2 mile < 1/2 mile <1/2 mile < 1/2 mile < 1/2 mile < 1/2 mile (RVR 1,800’) (RVR 2,400’) (RVR 1,800’) (RVR 0’) (RVR 1,800’) (RVR 0’) (RVR 1,200’) (RVR 1,200’) Obstruction Clearance Slope 50:1 50:1 50:1 50:1 50:1 50:1 50:1 50:1 Approach Slope 50:1 50:1 50:1 50:1 50:1 50:1 50:1 50:1 Airport Reference Code (ARC) D-V D-V D-V D-V D-V D-V D-V D-V Critical Design Aircraft B-747-400 B-747-400 B-747-400 B-747-400 B-747-400 B-747-400 B-747-400 B-747-400 Wingspan (ft.) 213' 213' 213' 213' 213' 213' 213' 213' Tail Height (ft.) 64' 64' 64' 64' 64' 64' 64' 64' Approach Speed (kts.) 154 154 154 154 154 154 154 154 Weight (MTOW - lbs.) 870,000 870,000 870,000 870,000 870,000 870,000 870,000 870,000 Runway Safety Area Width 500' 500' 500' 500' 500' 500' 500' 500' Runway Safety Area Length Beyond End 1,000' 1,000' 1,000' 1,000' 1,000' 1,000' 1,000' 1,000' Runway Object Free Area Width 800' 800' 800' 800' 800' 800' 800' 800' Runway Object Free Area Length Beyond End 1,000' 1,000' 1,000' 1,000' 1,000' 1,000' 1,000' 1,000' Takeoff Run Available (TORA) 12,000 12,000 10,000' 10,000' 11,000' 11,000' 8,000' 8,000' Takeoff Distance Available (TODA) 12,000 12,000 10,000' 10,000' 11,000' 11,000' 8,000' 8,000' Accelerate-Stop Distance Available (ASDA) 11,880 12,000 10,000' 10,000' 11,000' 11,000' 8,000' 8,000' Landing Distance Available (LDA) 11,880 12,000 10,000' 10,000' 11,000' 11,000' 8,000' 8,000'
Source: Jacobs Engineering Group Inc., December 2011
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2.3.2.3. Runway Wind Coverage Runways that are not oriented to take advantage of prevailing winds will restrict the capacity of the Airport. Generally, the smaller the aircraft, the more it is affected by the crosswind component. This section is intended to determine whether additional crosswind runways are needed to achieve the FAA guidelines of 95 percent wind coverage.
To determine whether the CVG airfield configuration provides adequate wind coverage for the aircraft that use the Airport on a regular basis, applicable wind data for years 2000 through 2009 was retrieved from the National Climatic Data Center (NCDC). The data is provided in terms of instrument flight rules (IFR, ceiling less than 1,000 feet and/or visibility less than 3 statute miles) visual flight rules (VFR, ceiling greater than/equal to 1,000 feet and visibility greater than/equal to 3 statute miles) and combined all weather conditions.
The FAA has standards that specify, based on the Airport’s D-V classification, a 20-knot crosswind component be used for the analysis. However, CVG will continue to serve aircraft smaller that D-V, so wind data was also compiled for 10.5-, 13-, and 15-knot crosswind components.
Based on the analysis of the NCDC’s wind data and using the FAA’s Airport Design software, Version 4.2D, it was determined that the Airport’s runways provide adequate wind coverage for all crosswind components analyzed as a part of this Master Plan. Table 2 - 2. shows that under all conditions analyzed, the runways achieve FAA’s 95 percent wind coverage guideline.
Table 2 - 2: CVG Wind Coverage
Crosswind Component
Conditions 10.5 kts. 13 kts. 16 kts. 20 kts.
All Weather 99.12% 99.83% 99.98% 100.00%
IFR 98.90% 99.82% 99.99% 100.00%
VFR 99.14% 99.83% 99.98% 100.00%
Source: National Climatic Data Center, 2012.
2.3.2.4. Runway Utilization It is important to understand how the airfield at CVG operates to establish a basis for demand/capacity analysis and to weigh future development options.
In-person and phone interviews were conducted with CVG FAA Air Traffic Control Tower (ATCT) personnel to gain an understanding of runway utilization and how the airfield/airspace operations are handled on a daily basis. The Airport’s airfield/airspace environment typically operates in one of six configurations, depending on several factors, including:
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A. Wind B. Weather C. Time of day D. Amount of air traffic
These six configurations are outlined in Table 2 - 3, along with the percentage of time over the course of a year these configurations are utilized. The table indicates that CVG’s primary flow is a south and west configuration, utilizing Runways 18L, 18C, 18R and 27.
Table 2 - 3: CVG Traffic Flows (24 hrs.)
Runway Percentage Traffic Flows Configuration of Use South and West R18/R27 55% North and West R36/R27 25% South R18 5% North R36 5% West R27 7% East R9 3%
Source: CVG Air Traffic Control Tower, 2012. During time the Airport is operating under each runway configuration, the runways are utilized differently, depending on weather, type of operations and noise abatement procedures. Table 2 - 4 outlines the runway utilization data collected from the CVG tower, organized by each operating configuration discussed above. The data is also presented graphically in Figure 2 - 3 and Table 2 - 4. It includes both daytime and nighttime activity.
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Table 2 - 4: Runway Utilization by Operating Configuration
South and West North and West South RWY Departures Arrivals RWY Departures Arrivals RWY Departures Arrivals 18L 45.0% 48.0% 36R 50.0% 49.5% 18L 50.0% 50.0% 18C 10.0% 48.0% 36C 0.0% 0.0% 18C 50.0% 50.0% 18R 0.0% 2.0% 36L 0.0% 1.0% 18R 0.0% 0.0% 27 45.0% 2.0% 27 50.0% 49.5% North West East RWY Departures Arrivals RWY Departures Arrivals RWY Departures Arrivals 36R 50.0% 50.0% 27 100.0% 100.0% 9 0%* 100.0% 36C 50.0% 50.0% 36L 0.0% 0.0%
Source: CVG Air Traffic Control Tower, 2012.
Figure 2 - 3: Runway Utilization - Departures
% 60
50
40 RWY 9-27 RWY 18R -36L 30 RWY 18C - 36C
20 RWY 18L - 36R
10
0 South and North and South North West East West West AIRFIELD CONFIGURATION
Source: CVG Air Traffic Control Tower, 2012.
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Figure 2 - 4: Runway Utilization – Arrivals
% 60
50
40 RWY 9-27 RWY 18R -36L 30 RWY 18C - 36C
20 RWY 18L - 36R
10
0 South and North and South North West East West West AIRFIELD CONFIGURATION
Source: CVG Air Traffic Control Tower, 2012.
2.3.2.5. Hot Spots A hot spot is defined as a location on an airport movement area with a history of potential risk of collision or runway incursion, and where heightened attention by pilots and drivers is necessary.
CVG has only one FAA-identified hot spot on the airfield. The area is designated as “Hot Spot 1” and shown graphically in Figure 2 - 2. The FAA notes that within the Hot Spot 1, pilots should, “Be alert to multiple taxiway crossing points surrounding the intersection of Runway 18C-36C and Runway 09-27.”
2.3.2.6. Taxiways The primary function of a taxiway system is to provide access between runway and the aircraft apron areas. The CVG airfield is served by an intricate system of taxiways, most of which are 75 feet wide (Group V) and are designed to provide efficient access to all areas of the Airport. Portions of the taxiway system are greater than 75 feet wide. Table 2-5 shows the runways and aircraft parking aprons associated with each taxiway.
Each runway is served by at least one parallel taxiway. High-speed exits are provided for aircraft landing on Runways 9, 18L, 18R, 36L and 36R.
In addition to the above-mentioned taxiways, several on-apron taxilanes provide circulation and guidance in and around the apron areas.
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Table 2 - 5: Parallel Taxiways
RWY Centerline to TWY Parallel Taxiway Centerline # of Taxiway Width Distance Exits Runway 9/27 Full Taxiway "K" 75' 400' 12 Partial Taxiway "M" 75' 400' 7
Runway 18L/36R Full Taxiway "T" 75' 600' 8 Full Taxiway "S" 75' 900' 8 Runway 18C/36C Full Taxiway "D" 75' 400' 14 Partial Taxiway "C" 75' 600' 7
Runway 18R/36L Full Taxiway "B" 75' 500' 6
Source: Jacobs Engineering Group Inc., December 2011
2.3.2.7. Apron Areas Figure 2 - 2 depicts the location of the active apron areas at CVG. These apron areas are located throughout the airfield and are described in detail here.
A. Air Carrier Apron – The air carrier apron is located midfield north of Runway 9-27 and between Runways 18C-36C and 18L-36R. The apron area is approximately 846,605 square yards. The air carrier apron area consists of those paved aircraft parking areas and on-apron taxilanes required for circulation serving former Terminal 2, Concourse A, Concourse B, and Concourse C. The areas surrounding Concourse C also serve as special event aircraft parking areas. The air carrier apron area surrounding former Terminal 2 now serves as a Remain-Over-Night (RON) parking area for air carrier aircraft. The most recent pavement maintenance projects associated with the air carrier apron area are: • Terminal 2 Apron– The apron was rehabilitated in 2000. • Concourse A Apron- The eastern portion of the apron was constructed in the mid- 1980s, while most of the western portion was reconstructed in the late 1980s. In 1993, part of the western portion was again reconstructed to install and accommodate the new Automated Guideway Transit System (AGTS) tunnel. • Concourse B Apron– The apron was constructed in 1993. • Concourse C Apron– The apron was constructed in 1993. B. Delta Maintenance Apron – The Delta Air Lines maintenance apron is located on the northwest side of the airfield directly west of the approach end of Runway 18L and east of Terminal 3. The apron currently accommodates Delta aircraft undergoing
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maintenance at CVG. The 61,722-square-yard concrete apron was constructed in 1988 and is accessed directly from the air carrier apron. C. Old DHL Apron – The Old DHL Apron served as DHL aircraft’s base of operations prior to DHL’s relocation to the south airfield area. The 89,166-square-yards concrete apron is now predominately abandoned. Two deicing areas are located on the northernmost portion of the apron. The north portion of the apron was constructed and last rehabilitated in 1984. An expansion to the south was constructed in sections—the southernmost portion was constructed in 1993; the remaining portion was constructed in 1996. D. FedEx Apron – The 76,324-square-yard apron surrounding Terminal 1 currently serves as the FedEx aircraft parking area. The apron was last rehabilitated in 2000. E. Joint Use Cargo Apron – The joint use cargo apron area serves as a processing area for air carrier belly cargo and is located between the FedEx Apron and the Old DHL Apron. The Joint Use Cargo Apron area is approximately 122,850 square yards. A majority of the apron was last reconstructed or overlayed between the 1980s and early 1990s. The western most portion of the apron was constructed in 1995 as a part of the old DHL Apron expansion to the south. F. DHL/Common Use Apron – The DHL aircraft apron, which is a common-use apron, is located in the south airfield area of the Airport south of Runway 9-27 and west of Runway 18L/36R. The apron currently serves all of the DHL aircraft operations at CVG. Constructed in 2000, the approximately 417,452 square yards of concrete apron consists of a series of on-apron taxilanes and parking areas for efficient aircraft circulation. The apron is accessed directly via Taxiway “N” from the north or “S” from the east. G. General Aviation Apron Areas – Several general aviation aircraft apron areas are located in the south airfield area, including the FBO Apron (25,989 square yards), former Comair headquarters apron (15,838 square yards), former Comair maintenance apron (30,212 square yards), and the Pemco apron (7,891 square yards). The FBO and former Comair apron areas are accessed directly by Taxiway “M”, while the Pemco apron is accessed directly by Taxiway “N”. The most recent pavement maintenance projects associated with the general aviation apron area are summarized here: • FBO Apron– Constructed in 1999. • Former Comair Headquarters Apron– Constructed in phases in 1981, 1983 and 1984. • Former Comair Maintenance Apron– Constructed in 1968. • Pemco Apron– Constructed in 1999.
2.3.2.8. Service Roads The Airfield Service Road is a paved road that surrounds a majority of the airfield. The road provides airport personnel with a secure access route to the airfield and associated airfield facilities without having to mix with aircraft operations.
The Airfield Service Road provides a continuous loop around the eastern portion of the airfield from just northwest of Terminal 3 to Wendell H. Ford Drive near the DHL facilities. Airport personnel can then access the airfield via several public roads that provide secure gate access
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around the facilities located in the south airfield area. The Airfield Service Road then provides another continuous loop around the western and northwestern portion of the airfield from Taxiway “M”, just west of the former Comair corporate headquarters apron to the north end of Taxiway “E”.
Several smaller service roads provide secure access to navigational aids from the main Airfield Service Road, and are primarily used by FAA personnel.
2.3.2.9. Deicing Facilities and Storm Water Fluid Containment Deicing pads are used as a staging point at which aircraft are sprayed with deicing fluids prior to departure. At CVG, the storm water de-icing system consists of multiple de-icing pads, storage tanks and spent aircraft de-icing fluid treatment facilities. Active de-ice pads at CVG total 23 – 10 pads in the commercial terminal area and 13 pads on the DHL/Common Use Apron. Delta Air Lines use Pads 7, 8 and 10 predominantly, along with Pad 2 when departing Runway 9/27. Pads 7, 8 and 10 are limited to de-icing only one aircraft at a time. The glycol refill station is located near Pad 7. All other airlines use de-icing Pads 13 East & 13 West located south of Concourse C.
The Delta Air Lines Deicing Control Building is 3,200 square feet and is located just east of the Delta maintenance hangar. This facility serves as the deicing fluid refill area for Delta’s deicing trucks.
Spent Aircraft De-icing Fluid (SADF) is collected and stored onsite in the following facilities:
• One (1) 2 million gallon glycol tank north of Runway End 18C • Two (2) 3 million gallon glycol tanks between Taxiway N and South Airfield Road • Two (2) 125,000 gallon glycol tanks northwest of the ATCT
The Airport treats all SADF with two different facilities – Strom Water Treatment Facility (SWTF) and Glycol Processing and Recycling Facility (GPRF). The SWTF is located west of Runway End 36C and is used to treat low-concentrate SADF fluid and storm water runoff utilizing a biological process in which living microorganisms consume the glycol in the SADF fluid prior to release into the Southwest detention facility. The SWTF storage capacity is 15 million gallons and capable of processing 5.8 million gallons annually but the limiting factor is 30,000 lbs Biochemical Oxygen Demand (BOD) in the processed fluid. The annual flow rate for the SWTF can be increased 6.8 million gallons but is still limited to 30,000 lbs BOD.
Outfall to southwest detention facility – is a 2 dam structure connected to Gunpowder Creek. Prior to any water entering Gunpowder Creek it is tested at compliance point 004A to ensure EPA water quality standards are met. Additionally, CVG must keep a reserve of SADF to feed the bio-mass during non-icing conditions.
Glycol Processing and Recycling Facility (GPRF) processes high-concentrate SADF, utilizing evaporation (hence this facility is also often referred to as "the evaporator") to further concentrate the fluid to a level at which it can be economically recycled by third-party vendors or used as an alternate food source for the SWTP. The GPRF is used as a secondary SADF processing facility.
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2.3.3. AIRSPACE AND NAVIGATIONAL AIDS This section provides a detailed explanation of the airspace, air traffic control procedures, and navigation aids that affect operations at CVG.
2.3.3.1. Airspace The national airspace system is made up of various airspace classifications that are regulated by the FAA. Airspace classification is necessary to ensure the safety of all aircraft utilizing the facilities. The primary function of airspace classification is to separate air traffic.
The airspace within which CVG lies is known as Class B airspace. Class B airspace is reserved for the nation’s busiest airports and is established to separate all arriving and departing aircraft. CVG’s Class B airspace is a central core that extends from the surface to 10,000 feet above mean sea level. This core extends for a five nautical mile radius from the airfield, after which the airspace is constructed of several “shelves” that have a floor between 2,000 and 5,000 feet and are designed to accommodate traffic flows unique to CVG.
Cincinnati Municipal Airport – Lunken Field is approximately 12 nautical miles northeast of CVG and lies within its own three-nautical-mile-radius Class D airspace beneath several of the CVG Class B “shelves” during the CVG’s Air Traffic Control Tower (ATCT) hours of operations. While the ATCT is not operating, the airspace reverts to Class E airspace and its operations are then monitored by Cincinnati approach, departure, and clearance delivery.
CVG has an ATCT in the south airfield area that accommodates direct communications with inbound and outbound aircraft, as well as those aircraft operating on the ground at the Airport. Direct communications with Cincinnati ground, tower, approach, and/or departure are required to operate within Class B airspace under Visual Flight Rules and Instrument Flight Rules even if an aircraft is simply transitioning through the airspace.
There are several Victor airways in the vicinity of the Airport. A Victor airway serves as a sort of “highway in the sky” between NAVAIDs that aircraft frequently use to navigate while en route, especially for aircraft flying under IFR procedures. While these airways provide en route navigation, instrument approaches and departures provide IFR traffic with navigational procedures between the Airport and the airways themselves.
Additionally, several areas of “special use” airspace exist west and east of the Airport. Approximately 35 nautical miles to the west and east are several Military Operations Areas (MOA). An MOA allows for separation between military activities and IFR operations. Civilian IFR traffic is automatically provided Air Traffic Control (ATC) separation from military activities. VFR traffic, though not prohibited from entering, is encouraged to contact the controlling facility to check on the MOA’s status because it is not provided separation assistance unless the VFR flight requests so. These MOAs are controlled by Indianapolis Center.
Also, approximately 35 nautical miles to the west are two areas designated as “restricted airspace.” Restricted airspace is off limits to civilian flights when the airspace is “active.” However, when the airspace is inactive, it is legal to fly through under both IFR and VFR operations.
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2.3.3.2. Navigational Aids Navigational Aids (NAVAIDs) assist the pilot with en route navigation and approaches into and out of airports. These aids include both ground-based electronic systems and a space-based radio system. CVG is equipped with the following types of navigational aids and depicted in Figure 2 - 5 through Figure 2 - 8. A. ILS – The Instrument Landing System is made up of several components. These include ground-based localizer, glide slope, and Distance Measuring Equipment (DME) transmitters. Every runway end at CVG is equipped with all three, with the exception of Runway 27, which does not provide pilots with DME capabilities. In addition, marker beacons that provide range information with respect to the runway during approach are known as outer, middle, and inner markers. The ILS approach to Runway 27 is equipped with an outer marker. Runway ends 36C and 36 R are equipped with middle markers. Runway ends 36L, 36C, 36R, and 18R are equipped with inner markers. B. ASOS – The Airport is equipped with an Automated Surface Observing System (ASOS), located south of Runway 9-27 and west of Runway 18C-36C, which provides continuous weather observations to the Airport’s Automated Terminal Information Service (ATIS) for use by air traffic personnel and pilots. The ASOS information also transmits weather observations via a designated phone line. C. ASR – CVG’s Airport Surveillance Radar (ASR), specifically, model ASR-9, provides air traffic personnel with radar essential to detecting and displaying the position of aircraft within the terminal area. The ASR-9 is located in the south airfield area, west of Runway 18R-36L. The FAA has plans to replace ASR-9 models with an updated ASR-11 model, however the timing of replacement is not scheduled. D. VOR– A low altitude VORTAC facility is located 2.6 nautical miles southwest of the airfield and is a ground-based facility that transmits signals used for navigational purposes within approximately 40 nautical miles of its location up to approximately 18,000 feet MSL.
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Figure 2 - 5: Runway 18L-36R NAVAIDS
Source: Jacobs Engineering Group Inc, December 2011
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Figure 2 - 6: Runway 18C-36C NAVAIDS
Source: Jacobs Engineering Group Inc., December 2011
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Figure 2 - 7: Runway 18R-36L NAVAIDS
Source: Jacobs Engineering Group Inc., December 2011
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Figure 2 - 8: Runway 9-27 NAVAIDS
Source: Jacobs Engineering Group Inc., December 2011
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2.3.3.3. Visual Aids Visual aids are a necessary component to facilitate an airport’s flight operations and enhance safety, particularly during periods of inclement weather and darkness, by providing visual guidance to pilots in the air and on the ground.
A. Airport Beacon - The Airport is equipped with an alternating green and white rotating beacon that is located north of the airfield near the terminal area. The beacon identifies CVG at night and during Instrument Meteorological Conditions. B. Approach Light Systems – Approach lights provide the basic means to transition from instrument flight to visual flight for landing. The light systems at CVG include MALSR and ALSF-2. All of these systems provide various configurations of approach lights used for runways with ILS approaches. Table 2 - 1 lists the systems installed on each runway. C. Runway Lights – Runway lights outline the landing area by clearly defining its boundaries. All CVG runways are equipped with a High Intensity Runway Light (HIRL) system and centerline lights. However, Runway 9-27 is the only runway that does not have Touchdown Zone lighting. D. PAPI/VASI – A Precision Approach Path Indicator (PAPI) and Visual Approach Slope Indicator (VASI) provide visual descent guidance information during approach to the runway. Table 2 - 1provides data on which runway ends are equipped with which system. E. Wind Cone – Wind cones provide visual indications of both wind direction and speed. Wind cones are located throughout the CVG airfield, including near the approach end of each runway.
2.3.3.4. Other A. LLWAS – CVG is equipped with a Low Level Wind Shear Alert System (LLWAS) through the Doppler Weather Radar System. The LLWAS is a ground-based system that measures wind speed and direction at remotes sensor stations throughout the airfield. The remote sensor stations transmit data to a master station, which generates warnings to air traffic personnel when wind shear or microburst conditions are detected.
2.3.3.5. Instrument Approaches During periods of inclement weather and low visibility, aircraft must utilize instrument approach procedures under IFR rules to access an airport. IFR procedures into airport environs typically include one or a combination of instrument procedures. Instrument procedures associated with an airport can include standard terminal arrivals, departure procedures, or instrument approach procedures.
The instrument approach procedures are classified as non-precision and precision approaches. Non-precision and precision instrument approaches are both controlled approaches and are monitored by the local air traffic jurisdiction. Non-precision approaches differ from precision approaches in that they provide only horizontal guidance information, while precision instrument approaches provide both horizontal and vertical guidance information. With the addition of
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vertical guidance information, precision approaches enable aircraft operations in lower visibility and cloud heights.
CVG is equipped with the following types of instrument approaches:
A. ILS CAT I – An Instrument Landing System (ILS) is a precision approach navigational aid that provides highly accurate course, glide slope, and distance guidance to a given runway. All runway ends at CVG are served by at least a CAT I ILS. This category of ILS requires a 1,800-foot Runway Visual Range (RVR) and is provided to all runway ends, except for Runway 27, which lacks the required Centerline/Touchdown Zone lighting combination. B. ILS CAT II – A CAT II ILS approach procedure allows aircraft to descend to 100 feet above the touchdown zone elevation before making a decision on whether to continue to land or go around. CAT II approaches require an RVR of only 1,200 feet. Runway ends 18R, 36L, 36C, and 36R are equipped with ILS CAT II approaches. C. ILS CAT III - CAT III ILS approaches are subdivided into three groups, all of which allow descents to touchdown as there are no specified decision heights. CAT IIIa approaches require a 700-foot RVR; CAT IIIb approaches require a 600-foot RVR; and CAT IIIc approaches are authorized without an RVR minimum. Both Runway 36C and 36R are equipped with an ILS CAT IIIa and CAT IIIb approach. D. RNAV (Area Navigation) - RNAV is method of navigation that permits aircraft operation on any desired course within the coverage of ground or space based (GPS) navigation aids. Aircraft fly to imaginary points in space defined by a GPS waypoint. At that point, they either turn or descend. Point by point, the aircraft can fly to a runway end. All runway ends at CVG are equipped with RNAV instrument approaches.
2.4. PASSENGER TERMINAL COMPLEX This section describes the passenger terminal facilities and parking facilities at CVG, and reflects the conditions after consolidation of airline activity in Concourses A and B in May 2012. These are also the assumed conditions in 2015, the base year from which CVG will launch future passenger terminal planning activities.
The passenger terminal buildings and concourses at CVG were each originally designed to accommodate commercial airline services at CVG, housing ticketing, baggage claim and related activities for departing and arriving passengers, operations areas for airline employees and supporting concession spaces. The terminal buildings at CVG are designated as Terminals 1, 2 and 3, running west to east in the order they are reached by vehicular traffic. Three standalone gate concourses are located in the apron area south of the terminals. Concourses A and B are connected by tunnel (with train and moving walkways) to Terminal 3, while Concourse C must be reached by surface vehicles crossing the apron. Each terminal has an associated parking garage, Garages 1, 2, and 3. All are multi-storied and are connected via ground level roadway and upper level bridges. In addition, there are two remote parking lots served by shuttles: one for passengers and one for employees. Figure 2 - 9 depicts the terminals, concourses and associated garages.
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Figure 2 - 9: Terminal Area
Source: Jacobs Engineering Group Inc., December 2011
2.4.1. PASSENGER TERMINALS AND CONCOURSES
2.4.1.1. Terminal 1 Terminal 1, portions of which opened in 1947, is currently not used for passenger airline operations. The terminal houses multiple KCAB administrative offices and functions on the first and second floors. A Kentucky Job Services Office is housed on the first floor, and HMS Host uses space in the terminal for concessions storage. FedEx maintains offices and cargo functions in a portion of the concourse. A skybridge connects Terminal 1 to Terminal 2. Including the west wing and concourse, Terminal 1 encompasses an area of 218,883 square feet.
There are no plans reactivate Terminal 1 for airline use. Terminal 1 would require significant repairs to remain in service as office space, and its functionality is not suitable to modern airport operations. Recent studies have evaluated both demolition costs and the cost to maintain or mothball the facility until demolition. Additional studies are underway to evaluate staff relocation options. Terminal 1 and its associated facilities are planned to be demolished in the early years
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of the master planning period, by 2016. Terminal 1 houses three murals, which would need to be addressed prior to demolition.
2.4.1.2. Terminal 2 Terminal 2 with its ticketing head house, linear gate concourse and separate baggage claim structure opened in 1974 and encompasses an area of 125,831 square feet. The baggage claim building is located across the terminal roadway from the terminal, and is connected to Terminal 2 via a sky bridge for passenger use and a baggage tunnel for conveying passenger bags. A sky bridge also connects Terminal 2 with Terminal 3. Until the airline consolidation on May 14, 2012, Terminal 2 housed American, United/Continental, US Airways and Air Canada, as well as several concessions vendors. Terminal 2 was vacated by airline and other tenants when all airline activity was consolidated in the Terminal 3/Concourse A/Concourse B complex
Terminal 2 would require significant repairs to remain in service, and its functionality is not suitable to modern airport operations. Recent studies have evaluated both demolition costs and the cost to maintain or mothball the facility until demolition. Terminal 2 and its associated facilities are planned to be demolished in the early years of the master planning period, by 2016. The four murals in the main terminal and the two in the bag claim building would need to be addressed prior to demolition.
2.4.1.3. Terminal 3 Terminal 3 is the eastern-most terminal building at CVG, housing airline functions, baggage claim, security and related non-public functions. Opened in 1994, the terminal is linked to Concourses A and B via underground pedestrian tunnel and train. Terminal 3 also served Concourse C prior to its closure, though there is no direct physical link between the buildings and passengers were bussed between facilities.
Terminal 3 encloses more than 378,000 SF on five levels and primarily serves origin and destination passengers as only a small number of transfer passengers use the terminal when changing airlines. Table 2 - 6 outlines the Terminal 3 functional areas.
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Table 2 - 6: Functional Areas Of Terminal 3
Description SF % of Total Airline Functions Ticket Counter Area 4,919 1.30% Ticket Counter Length 362 Ticket Counter Queuing 10,575 2.79% Airline Ticket Office 8,700 2.30% Curbside Baggage Check 1,485 0.39% Baggage Claim Area 26,124 6.90% Baggage Claim Frontage 798 Baggage Service Office 3,413 0.90% Outbound Baggage 43,904 11.60% Inbound Baggage 4,762 1.26% Airline Operations 2,296 0.61% Subtotal Airline Functions 106,178 28.05% Concessions Concessions (Food / Beverage) 2,084 0.55% Concessions (News / Gifts / Sundry) 2,992 0.79% Concessions (Other) 3,554 0.94% Ground Transportation 5,147 1.36% Information 1,202 0.32% Subtotal Concessions 14,979 3.96% Secure Public Area Security Checkpoint 11,508 3.04% Checkpoint Queuing 13,380 3.53% Circulation 16,211 4.28% TSA Offices / Break 2,035 0.54% Airport Administration 8,479 2.24% Other 1,405 0.37% Subtotal Secure Public Area 53,018 14.01% Non -Secure Public Area Circulation - Ticketing 9,990 2.64% Circulation - Baggage Claim 19,516 5.16% Circulation - General 75,414 19.92% Restrooms 3,760 0.99% Other 1,794 0.47% Subtotal Non-Secure Public Area 110,474 29.19% Non -Public Area Loading Dock 2,609 0.69% Storage 1,887 0.50% Maintenance 1,499 0.40% Mech. / Elec. / Bldg. Systems 69,805 18.44% TSA Bag Screen Room 1,038 0.27% Non-Public Restrooms 1,687 0.45% Circulation - Non-Public 15,336 4.05% Subtotal Non-Public Area 93,861 24.80%
Total Terminal 3 Area 378,510
Source: Jacobs Engineering Group Inc., from KCAB Floor Plans, December 2011
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A. Ticketing Hall- Ticketing is located on the second level of the building and provides 365 Lineal Feet of ticket counter for airline use. The ticket counters in the east ticketing hall are currently used by Delta, Air France and Apple Vacations (operated by Frontier), Sunwing, and other charter operators. The west hall accommodates 38 ticketing positions in 19 podiums. American, United/Continental, US Airways and Air Canada used 22 positions (11 podiums) when their operations were relocated from Terminal 2 in May 2012. The remainder of positions are for future growth by existing or new carriers. Airline-specific check-in kiosks are provided for passengers in the east and west ticketing hall with curbside check-in facilities just outside. In addition, a smoking lounge and a pedestrian bridge providing direct access to Terminal 2 are provided on the western end of Terminal 3. B. Concessions- South of the ticketing hall on the same level is a concession area through which departing passengers proceed to reach security screening. The area currently accommodates concession services including coffee/deli, newsstand/gift shop, a U.S. postal service mailbox and ATM. In addition, public restrooms are provided in this area. C. Security Screening- The security screening area is located south of the ticket counters and concession area on the second level of Terminal 3. The Security Building was a 2009 addition to Terminal 3. The security checkpoint currently accommodates ten screening lanes, but the area has the ability to be expanded to 20 lanes. Based on throughput rates provided by KCAB, the ten lane checkpoint has the capacity to screen up to 1,500 passengers per hour under current TSA protocols, and the checkpoint expanded to 20 lanes should therefore have the capacity to screen 3,000 passengers per hour under current TSA protocols. KCAB is currently working with TSA to study alternative configurations to enhance throughput capacity. After passing through security screening, departing passengers use the escalators or elevators on the extreme south end of the terminal to move down two levels to the pedestrian/train tunnel to reach the gates/concourses.
D. Bag Claim Lobby- The bag claim lobby is divided into east and west by the central escalator bank. Each area has one large and one small slope plate claim device. Airline baggage service offices are located around the perimeter of the lobbies. Public restrooms are located adjacent to the escalators in the east lobby. Several other KCAB, tenant and airline offices are located off of the bag claim lobbies. Four double-door vestibules and a large revolving door provide access to the curbfront. Passengers can use the north escalator bank to go down to the tunnel to the Terminal 3 Garage. E. Baggage System- The existing inbound baggage system consists of two large and two small slope plate claim devices located in the claim halls located on the first (ground) level of Terminal 3, directly under the ticketing hall. The claim units are fed remotely by load conveyors located in the terminal basement. Bags are transferred from arriving aircraft via tug and carts to the load conveyors. The four baggage claim devices have a total of 800 LF of frontage for passengers. The inbound system was originally designed to select between claim devices from a single load belt with the use of sorting devices, but this capability has since been disabled. Inbound oversize baggage is transported from the inbound baggage room to the claims hall via a dedicated conveyor subsystem.
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Within the inbound baggage room, the Terminal 3 basement also houses an outbound baggage makeup configured with two TSA-owned EDS units positioned to intercept baggage between the output of the ticket counter conveyor and the make-up device. These have been used to screen oversized bags.
Outbound baggage is transported from the terminal by high speed conveyor through the tunnel to Concourse B. Bags are transferred to slower belts which input bags into the TSA’s inline screening matrix. Once screened and cleared, bags are mechanically sorted and transported by conveyor to Concourse B gates or the Concourse A makeup unit, where they are picked up by tug and taken to the aircraft.
F. Ground Transportation- The ground level (arrivals) roadway has two curbfronts, the three inner lanes are generally used for commercial vehicles and the four outer for private vehicles. A dedicated curbfront for commercial vehicles is located on the east end of the terminal on the ground level. Access to/from the conditioned corridor that runs the length of the curbfront is located on the east end of the baggage claim hall. An adjacent holding area is designated for employee shuttle pickup/dropoff. The upper level (departures) roadway is a single roadway with five lanes serving all transportation modes. G. Central Plant- One of two central plants serving the terminal complex is located on the east end of Terminal 3. Cooling towers are located outside the east wall of the building, with the main chiller and boiler rooms in the east end of the basement. The main electrical room is located east of and adjacent to the chiller and boiler rooms. Additional mechanical equipment is located in a mezzanine level of the bag claim lobby.
2.4.1.4. Pedestrian & Rail (AGTS) Tunnel A basement level tunnel links Terminal 3 with Concourses A and B. When Concourse C was in operation, the tunnel also allowed passengers to reach Concourse C via Concourse A or Concourse B, where they transferred to a bus that transported them to Concourse C. The tunnel is a secured area from the south end of the terminal through the gate concourse lobbies, allowing easy access for passengers moving between the concourses and the terminal.
The only public access from the terminal to the secure portions of the tunnel is via escalators and elevators from the security screening area on the second level of the terminal. (Passengers coming from the concourses can re-enter Terminal 3 through the lower level and old screening area, which is now meeter-greeter seating.)
Once in the secure area of the tunnel, passengers move in both directions using a central pedestrian pathway, adjacent moving sidewalks or one of two Automated Guideway Transit System (AGTS) trains with designated stops for Terminal 3, Concourse A and Concourse B. The tunnel is approximately 237,000 square feet total and serves as a secure circulation space with segregated pathways for passengers, outbound baggage and utilities. The pedestrian/AGTS level of the tunnel is approximately 75 feet wide in all; with a central pedestrian circulation area of about 32 feet flanked with trainways each side. There is an AGTS workspace under the Concourse B end of the tunnel adjacent to each trainway. Electrical, control and inspection areas are also located in this area. Functional areas of the pedestrian and rail tunnel are shown in Table 2 - 7.
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Table 2 - 7: Pedestrian and Train Tunnel Functional Areas
Description SF % of Total Concessions Concessions (Other) 61 0.05% Subtotal Concessions 61 0.05% Secure Public Area Circulation 54,970 45.06% Airport Administration 1,421 1.16% Subtotal Secure Public Area 56,391 46.22% Non -Public Area Storage 1,332 1.09% Maintenance 13,498 11.06% Mech. / Elec. / Bldg. Systems 7,814 6.41% Non-Public Restrooms 448 0.37% Circulation - Non-Public 1,671 1.37% Miscellaneous 40,778 33.43% Subtotal Non-Public Area 65,541 53.73%
Total Train and Pedestrian Tunnel Area 121,993
Source: Jacobs Engineering Group Inc., from KCAB Floor Plans, December 2011
The north end of the tunnel, under the terminal itself, provides under-roadway access to/from the T3 parking garage and access to the ground level baggage claim and second level ticketing hall. Arriving passengers coming from the gate concourses may proceed north, exit the secure area and move up one level to baggage claim or continue ahead to the parking garage lobby.
2.4.1.5. Concourse A Concourse A is located closest to Terminal 3 of the three concourses served by the Terminal. This concourse was out of service for several years but is being renovated and reactivated to accommodate the Terminal 2 airlines. Concourse A was originally designed for 22 gates. As of May 2012, 16 gates will be reactivated, including one charter gate. Of the 16 gates, the existing T2 carriers will use eight gates. The remaining seven gates will be available for future growth by existing or new carriers. One gate will be dedicated as a common use charter gate.
If fully operational, Concourse A provides more than 350,000 SF supporting secure passenger functions, airline operational space and non-public areas. Table 2-9 presents the functional areas of Concourse A.
A. Concessions- The concession areas within Concourse A total approximately 18,000 square feet. The concession areas are not centralized, but rather spread throughout the length of the concourse boarding level and also serve to separate the holdroom areas. The concessions include dining, shopping, and news/gift options.
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Table 2 - 8: Concourse A Functional Areas
Description SF % of Total Airline Functions Outbound Baggage 24,713 7.06% Airline Operations 101,837 29.09% Departures Lounges (Holdrooms) 51,025 14.58% 22, of which 16 will be Jet Gates used under consolidation Subtotal Airline Functions 177,575 50.73% Concessions Concessions (Food / Beverage) 11,664 3.33% Concessions (News / Gifts / Sundry) 4,410 1.26% Concessions (Storage) 1,120 0.32% Concessions (Other) 580 Information 89 0.03% Subtotal Concessions 17,863 5.10% Secure Public Area Circulation 70,221 20.06% Restrooms 6,603 1.89% Airline Club Rooms 10,889 3.11% Other 3,391 0.97% Subtotal Secure Public Area 91,104 26.03% Non -Public Area Loading Dock 327 0.09% Storage 1,110 0.32% Maintenance 1,873 0.54% Mech. / Elec. / Bldg. Systems 21,601 6.17% Non-Public Restrooms 5,224 1.49% Circulation - Non-Public 25,290 7.22% Miscellaneous 8,090 2.31% Subtotal Non-Public Area 63,515 18.14%
Total Concourse A Area 350,057
Source: Jacobs Engineering Group Inc., from KCAB Floor Plans, December 2011 B. Gates- When fully operational, Concourse A provides 22 mainline jet gates and associated holdroom areas. Of these, 16 gates were refurbished as part of the consolidation. Following the move of Terminal 2 airlines to Terminal 3, eight gates will be active, split among Air Canada, American Airlines, United/Continental Airlines, and US Airways, as of May 2012. The aircraft parking areas associated with each gate are designed for Airplane Design Group II, III and IV aircraft and also provide room for ground service equipment (GSE) circulation. In ground jet fuel hydrants are positioned to serve each aircraft parking location. C. Ramp Level- The Concourse A ramp level, located one level below the secure public boarding level, consists of airline office space, meeting rooms, conference rooms, pilot briefing rooms, and mechanical space. A portion of the space on the west end was used for passenger loading and unloading for ground transport to Concourse C.
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2.4.1.6. Concourse B Concourse B encloses roughly 894,000 SF serving secure passenger functions, airline operational space and non-public areas, as shown in Table 2 - 9.
A. Concessions- The concession areas within Concourse B total approximately 66,000 square feet. The concession areas are not centralized, but rather spread throughout the length of the concourse boarding level and also serve to separate the holdroom areas. The concessions include dining, shopping, and news/gift options. B. Gates- Concourse B is has a total of 28 mainline jet gates designed to accommodate a mixture of Group III, IV, and V aircraft. C. Baggage System- Outbound baggage is delivered to Concourse B via mainline conveyors from the ticketing hall and into a tilt tray sortation system primarily used by Delta Air Lines. The system includes an integrated inline screening system designed to meet TSA standards. Post screening, bags for Delta and other Concourse B flights are sorted to individual runout belts at specific gates. Bags destined for flights operating out of Concourse A and sorted and transported by conveyor to a single makeup unit in that concourse. Domestic inbound bags are carted directly from arriving aircraft to the Terminal 3 basement for transfer to the claim units. Domestic transfer bags are carted from arriving aircraft to departing gates. D. FIS Facilities- FIS functions are located in segregated space on the ramp level of Concourse B. Loading bridges serving gates B1 through B10 can serve both domestic and international flights. They are located so as to allow secure, escalator/elevator access to a ramp level FIS corridor and the queuing hall for primary INS screening. After completing initial INS review, arriving passengers proceed to a large bag claim hall to retrieve checked luggage from one of three claim units. Following baggage screening, bags are rechecked with airline staff for transfer either to connecting flights or to the Terminal 3 claim units. Passengers must complete security rescreening before taking escalators/elevators up to the boarding level if connecting on Concourse B flights, or escalators/elevator down to the tunnel for Concourse A flights or if CVG is the final destination.
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Table 2 - 9: Concourse B Functional Areas
Description SF % of Total Airline Functions Outbound Baggage 166,138 18.58% Inbound Baggage 26,887 3.01% Airline Operations 80,170 8.97% Departures Lounges (Holdrooms) 83,236 9.31% Jet Gates 28 bridges Subtotal Airline Functions 356,431 39.87% Concessions Concessions (Food / Beverage) 31,047 3.47% Concessions (News / Gifts / Sundry) 26,872 3.01% Concessions (Storage) 6,040 0.68% Ground Transportation 1,582 0.18% Information 779 0.09% Subtotal Concessions 66,320 7.42%
Customs and Border Protection/FIS 112,021 12.53%
Secure Public Area Security Checkpoint 4,681 0.52% Checkpoint Queuing 2,068 0.23% Circulation 125,261 14.01% Restrooms 10,817 1.21% Airport Administration 6,057 0.68% Airline Club Rooms 16,148 1.81% Other 1,281 0.14% Subtotal Secure Public Area 166,313 18.60% Non -Public Area Storage 5,556 0.62% Maintenance 3,265 0.37% Mech. / Elec. / Bldg. Systems 119,067 13.32% Non-Public Restrooms 8,895 0.99% Circulation - Non-Public 52,037 5.82% Miscellaneous 4,082 0.46% Subtotal Non-Public Area 192,902 21.58%
Total Concourse B Area 893,987
Source: Jacobs Engineering Group Inc., from KCAB Floor Plans, December 2011
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2.4.1.7. Concourse C Concourse C is a standalone facility capable of providing up to 49 gates for regional aircraft (Aircraft Design Group II), though based on current demand, it is not in use. Passenger access to and from the terminal and other concourses is possible only via surface shuttle buses. The concourse was constructed in 1993, expanded to the south in 1999, and to the north in 2001. It has two stories and a basement, encompassing 243,993 square feet, including the ground level canopy structures used for boarding aircraft.
Although the concourse is leased through 2025, given both the reduced current demand for gates and the limited accessibility to landside and other airside facilities, Concourse C is not planned to be reactivated for use in this Master Plan.
2.5. AIRPORT ROADWAYS AND GROUND ACCESS Cincinnati/Northern Kentucky International Airport is readily accessible from the regional roadway system (see Figure 2 - 10). The immediate area of CVG is served by network of arterials, collectors and local streets that provide access to the terminal area and other on- airport businesses. Figure 2-39 depicts the major roadway network in the immediate vicinity of CVG. Principal access to CVG is from I-275 situated to the north and east of the Airport. I-275 is a four-lane, divided, limited-access freeway on the interstate system. West and north, I-275 provides access to Indiana and Ohio. Approximately three miles east of the Airport, I-275 connects to I-75/ I-71. These two major highways provide connectivity to the regional core, and much of Kentucky and Ohio.
Figure 2 - 10: Existing Roadway Network
Source: ESRI, 2011
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2.5.1. ACCESS KY 212 (Terminal Drive) runs from KY 20 (Petersburg Road) to the terminals, connecting I-275 and KY 236 (Donaldson Highway) to the terminal campus in the north central portion of the Airport. All passenger-oriented destinations (terminal, parking, rental car, etc.) are located in this campus, as shown on Figure 2 - 11. Service access is primarily from Donaldson Highway, which also has an interchange with I-71/I-75. The general separation of passenger and service access is a positive attribute of the landside transportation system.
Terminal Drive is a four-lane, divided rural arterial. Inbound traffic is highest from the ramps from I-275, with the westbound loop ramp carrying the bulk of traffic headed to the terminal area. Only a small portion of the inbound traffic comes from Donaldson Highway, which; in the vicinity of its interchange with Terminal Drive is a four-lane, divided rural arterial. Otherwise, Donaldson Highway is a two-lane rural arterial.
Passenger traffic leaving the terminal area uses Terminal Drive, with a small portion exiting to Donaldson Highway, and the majority using the eastbound on-ramp to I-275.
Various shuttles (remote parking, off-airport parking, hotel, and employee) bring passengers and employees to/from the terminal campus. The off-airport origins of these trips are located chiefly on Petersburg Road and Donaldson Highway. Thus, virtually all of this traffic uses Terminal Drive for access and egress.
Service vehicles (e.g., air freight and parcel delivery trucks, airport and airline service vehicles, etc.) more typically are not oriented to on-airport destinations on the terminal campus. Rather, their trips begin or end at DHL, the South Service Area, the West Service Area, the North Service Area, or the East Service Area. Given the nature of these trips by large and slow moving trucks, it is a good practice to provide as much independent access from the chief passenger portal as possible. Terminal Drive serves as the convenient connection between all service areas and I-275, but the service traffic uses the ramps to/from Donaldson Highway to access the service areas, rather than continuing south on Terminal Drive.
The South Service Area (including DHL, Comair headquarters, etc.) is also well served by access to Donaldson Highway and its connection the regional network via an interchange of Donaldson Highway and I-75/I-71, two miles east of the intersection of Donaldson Highway and South Airfield Drive.
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Figure 2 - 11: Regional Road Map
Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 12: Key Airport Campus Destinations
Source: HNTB, Curtis Transportation Consulting, December 2011
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2.5.2. ON-AIRPORT ROADWAYS The on-airport roadway network’s principal feature is Terminal Drive, which creates a one-way, counter-clockwise loop through the terminal campus. The traffic along Terminal Drive generally experiences uninterrupted flow, i.e., there are no traffic control devices to stop the traffic except at the terminal curb fronts, where the pedestrian crosswalks are STOP controlled. Movements onto Terminal Drive are controlled by STOP or YIELD control.
Terminal Drive separates into a series of parallel roadways to serve the three terminals in a pattern which evolved over time as CVG expanded. The roadway is most segregated into separate paths in the vicinity of T3, where there are four roadways:
• One carrying traffic leaving T1 and T2 which passes south of T3 • The departures level roadway • The inner arrivals level roadway • The outer arrivals level roadway. The changing cross section of Terminal Drive and the frequent intersections, merges, and diverges along this roadway give rise to various traffic operation issues as described below.
The lane configurations of Terminal Drive and of the other airport roadways are shown in Figure 2 - 13 and Figure 2 - 14. Figure 2 - 15, Figure 2 - 16, Figure 2 - 17, and Figure 2 - 18 present the daily and peak hour volumes experienced along the airport roadways. The data reflect 2011 conditions for average day of the peak month (ADPM), and for the AM (departures) peak and the PM (arrivals peak) for the ADPM, respectively. The data in these two figures are smoothed and balanced from field data collected in July 2010 and early August 2011. Graphs of traffic volumes collected at each location are presented later in this Chapter.
Approximately 7,500 vehicles enter and exit the Airport each day on Terminal Drive. Another approximately 3,000 vehicles (mostly employees and service vehicles, plus ValuParkers) access the adjacent, airport-related land uses served by Donaldson Highway. Entering and exiting the Terminal Area on Terminal Drive, the arrivals and departures peak hour volumes are both approximately 10 percent of the daily total. The peaking is more intense at the entrance to the parking garages (16 percent in the AM peak hour), at the parking exit (12 percent in the PM peak hour), and along the terminal curbs (15 percent in the AM peak hour at T3 departures, 14 percent in the PM peak hour at T3 arrivals). Table 2 - 10 provides information including average daily volumes, traffic control, and level of service.
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Figure 2 - 13: Lane Configuration and Traffic Controls - Terminals
Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 14: Lane Configuration and Traffic Controls – Approach Roadways
Source: HNTB, Curtis Transportation Consulting, December 2011
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Table 2 - 10: Roadway Characteristics
Roadway From To Cross Section ADT V/C LOS Traffic Control Remarks Signal control at Route 212/Route 20 NB weaving issue due to proximity of I-275 WB Route 212 Petersburg Road (Route 20) I-275 WB ramps 3 lane divided 15,000 0.67 C intersection off ramp Signal control at Route 212/I-275 EB Not enough storage for Route 212 SB left turn to Route 212 I-275 WB ramps I-275 EB ramps 4 lane divided 18,000 0.60 C ramps intersection I-275 EB Route 212 I-275 EB Ramps Donaldson highway north side ramps 4 lane divided 21,000 0.70 C Yield control for on-ramps Route 212 Donaldson highway north side ramps Donaldson highway south side ramps 4 lane divided 13,500 0.45 B Yield control for on-ramps Route 212 Donaldson highway south side ramps Terminal recirculation roadway 2 lane one-way 7,500 0.50 B Stop control at recirculation roadway Weaving issue for Rental car shuttles having to Terminal Drive Terminal recirculation roadway Loomis Road 2 lane one-way 10,500 0.70 C Stop control at Loomis Road weave with airport traffic to reach Loomis road Terminal Drive Loomis Road Parking Entrance 3 lane one-way 10,500 0.47 C Terminal Drive Parking Entrance Terminal 1&2 Entrance 2 lane one-way 8,000 0.53 C Terminal 3 Roadway Terminal 3 Entrance Terminal 3 Arrivals Curb 2 lane one-way 2,000 0.13 A Terminal 3 Roadway Terminal 3 Entrance Terminal 3 Departures Curb 2 lane one-way 2,500 0.17 A Terminal 3 Roadway Terminal 3 Arrivals Curb Terminal Drive 1 lane one-way 2,000 0.27 A Terminal 3 Roadway Terminal 3 Departures Curb Terminal Drive 1 lane one-way 2,500 0.33 A Terminal 1&2 Roadway Terminal 1&2 Entrance Terminal 2 2 lane one-way 3,500 0.23 A Terminal 1&2 Roadway Terminal 2 Terminal Drive 1 lane one-way 3,500 0.47 B Inadequate sight distance for the Terminal 3 Terminal Drive Lincoln Road Terminal 3 Parking Entrance 2 lane one-way 8,000 0.53 B Stop control at Lincoln Road departures traffic merging on the left side Terminal Drive Terminal 3 Parking Entrance Terminal 3 Parking Exit 2 lane one-way 7,500 0.50 B Abrupt lane drop on the right side Weaving issue for recalculating traffic having to Terminal Drive Terminal 3 Parking Exit Terminal recirculation roadway 4 lane one-way 10,500 0.35 A cross two lanes to reach the recirculation exit close proximity of the off-ramp to Donaldson Terminal Drive Terminal recirculation roadway Donaldson highway south side ramp 3 lane one-way 7,500 0.33 A highway Recirculation Terminal Drive outbound Terminal Drive inbound 1 lane one-way 3,000 0.40 B Stop control at recirculation roadway Donaldson Highway Loomis Road Route 212 4 lane divided 3,500 0.12 A stop control at the ramps many accidents crashes reported reported at this bylocation KCAB staff Donaldson Highway Route 212 Lincoln Road 4 lane divided 7,000 0.23 A stop control at the ramps many accidents crashes reported reported at this bylocation KCAB staff Loomis Road Donaldson Road Terminal Drive 2 lane undivided 3,500 0.23 A Capacity and LOS based on ACRP Report 40 - Table 4.1 (assuming 30 mph free flow speed with a K factor of 0.09) Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 15: Average Daily Traffic - Terminals
Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 16: Average Daily Traffic – Approach Roadways
Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 17: Peak Hour Volumes - Terminals
Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 18: Peak Hour Volumes – Approach Roadways
Source: HNTB, Curtis Transportation Consulting, December 2011
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The patterns of traffic revealed by the data are reflective of the ebb and flow of the Airport’s air service over the course of the day, and of the characteristics of the Airport’s users in the peak month. These traffic data reflect:
• The location of CVG in the western portion of the Eastern Time Zone • The role that CVG plays as a minor hub for the dominant carrier, and a support role for the other airlines (OALs) • A summer season at CVG that is still business traveler dominant, although leisure travel is a higher component than at other seasons of the year • More resident-based trips than visitor (non-resident) trips • Departures dominant in the morning peak • Arrivals dominant in the evening peak • The afternoon/evening peak being stronger in the aggregate (both originations and terminations) than at any other time of day. In summary, the traffic reflects conditions which one would expect for this airport.
2.5.2.1. Traffic Operational Considerations Traffic volumes are relatively light at CVG compared with the roadway capacities. As a result, for the peak hours of the ADPM, there are no traffic operational problems which are indicative of a low level of service. There are, however, a number of traffic operational issues that need to be studied for potential improvements. These issues were of greater concern when traffic volumes were higher, and will become level of service issues when traffic volumes increase. Each is described below and shown in Figure 2 - 19 and Figure 2 - 20.
1. Return to terminal ramp: This ramp intersects Terminal Drive at nearly 90 degrees, and is STOP controlled. Rental car shuttle buses are heavy users of this ramp. They must turn left to the far lane in order to then make a very quick right into Loomis Road. On-coming traffic is relatively high speed, and the shuttles are slow moving. There is also a southbound lane drop4 right at the intersection. At low volumes, these factors create a large amount of weaving traffic. 2. Lane drops: Leaving the T3 departures curb are two lanes (the left-most lanes of the four- lane curb cross-section). On the ramp down to grade, which has a significant horizontal curve to the left, the right lane drops, merging into the left lane. The geometry of this lane drop creates sight issues for the driver in the right lane, and lowers the capacity of the roadway segment. There is a similar issue for the arrivals roadway as it leaves T3, but it is all at grade, so there is no vertical component to the geometric issues.
4 A lane drop is a situation when a travel lane (usually outermost lane) gradually merges with the adjacent lane thereby reducing the number of travel lanes on the highway.
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Figure 2 - 19: Traffic Operational Issues - Terminals
Source: HNTB, Curtis Transportation Consulting, December 2011
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Figure 2 - 20: Traffic Operational Issues – Approach Roadways
Source: HNTB, Curtis Transportation Consulting, December 2011
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3. Lane continuity and weaving on outbound Terminal Drive: starting roughly at the northeast corner of the T3 parking garage, Terminal Drive’s separate roadways merge. In 700 feet, six lanes merge to three. While this is a low-speed environment, this is a very busy area, including one right-in, right-out intersection with Lincoln Road at the Police Station. The three lanes are short segments – within 200 feet, there is a left diverge to the parking entrance for the T3 garage, and the right lane is dropped within 700 feet. The two remaining lanes stay at that cross section for only 200 feet, where a right lane and taper begins, as well as a left auxiliary lane (serving the traffic exiting the parking garages and the hotel as they merge into Terminal Drive, and the return- to-terminal traffic diverging from Terminal Drive). This creates a weaving movement, and the weaving section is only 300 feet long. Only 250 feet downstream from the end of the auxiliary lane, the right lane is “exit only” to Donaldson Highway. All told, in half a mile, there are seven changes in cross section. All of this takes place along a roadway segment where signing is vital to drivers leaving the Airport, or re-circulating back to the terminals, hotel, and garages. 4. Weaving and left-turn issues, KY 212 from I-275 to Petersburg Road: The northbound two lanes of KY 212 between the westbound-to-northbound off-ramp and the traffic signal at KY 20 are signed and marked for a single left turn lane and a single right turn lane. The morning peak hour volume is heavily oriented to left turns, as 800 out of 850 vehicles turn left. Many of these are large trucks. The result is a queue at the signal in the left lane, one which extends past the end of the off-ramp. Traffic coming off the ramp has to force its way into the queue, which frequently results in the blockage of the other northbound lane. While much of this traffic is not airport traffic, enough of it is related to the off-airport parking lots, affecting airport customers and the shuttle buses serving those lots. 5. Westbound-to-southbound off-ramp from I-275: This loop ramp was created to enable the heaviest movements into the Airport to exit the freeway without having to pass through a traffic controlled intersection. The ramp has a capacity of 1,400 vehicles per hour, and at its current level of usage (650/hour in the AM peak), it works well. The issue related to this ramp is back on the I-275 mainline lanes. During peak times, and under the former heavier airport traffic conditions, the issue described above could back the queue for the other westbound off-ramp onto the right lane of I-275. This would affect the airport traffic which needed to be in the right lane to move right onto the loop ramp immediately downstream. This issue is rare under today’s air service conditions.
2.5.2.2. Terminal Curb Roadways The curb roadways at Terminal 3 consist of a single upper roadway serving departures (ticketing and check-in), and two lower roadways serving arrivals (bag claim). These roadways diverge from the roadways serving Terminals 1 and 2 to the west of Terminal 1, and remain independent of those other roadways with the exception of the connection downstream of Terminal 2. This connection permits commercial vehicles leaving the T2 arrivals curb to gate through and serve the T3 arrivals curb, for improved roadway efficiency and reduced vehicle miles of travel.
Table 2 - 11 presents the characteristics of the curb roadways at Terminal 3. Of note is the presence and influence of the pedestrian crossings between the T3 garage and the terminal on both levels. The crosswalks are raised for safety and pedestrian convenience. The terminal curb sidewalk bumps out in semi-circular fashion to meet these crosswalks, thereby defining the end point of the western portion of each curb, and the beginning of the eastern portion of the
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curb. All crosswalks are stopped controlled, and during busier times, manual traffic control helps them operate more efficiently. Given that vehicles are not permitted to stop on/in these crosswalks, they end up having two influences on the operation of the curb roadways:
• They reduce the terminal frontage along which vehicles can stop to serve passengers, reducing the effective curb length and capacity. • They provide interruptions to the vehicular flow, thereby reducing the capacity of the curbs. Table 2 - 11: Terminal 3 Curb Roadway Characteristics
Effective 2010 ADPM Peak Hour Service Volumes Curb Lanes V/C Length (ft) Total 8 4 3 Departures W 4 130 83 POVs 98 0.23 hotels vans taxis 106 84 9 17 Departures E 4 205 216 0.35 POVs parking taxis other* 40 13 Arrivals Inner W 3 250 -- -- 53 0.12 taxis parking 26 8 5 1 Arrivals Inner E 3 210 40 0.21 parking limos hotels van 71** Arrivals Outer W 4 300 ------71 0.10 POVs 47** 9 2 Arrivals Outer E 4 260 -- 58 0.11 POVs hotels buses Source: HNTB, Curtis Transportation Consulting, December, 2011 * See Appendix for detailed volumes by vehicle class for each curb roadway. ** Does not include 72 POVs that did not stop but circled back looking for passengers. Note: POV = privately owned vehicles (car, pickup, etc.); Parking = Parking shuttles (ValuPark and off-airport services); Hotels = hotel shuttle; Van = shared-ride van
2.5.2.3. Curb Operational Analysis The operational performance for each curb was determined using the data in Table 2 - 10. Field observations and counts were conducted in July 2011 and August 2011 (prior to consolidation of airlines in Terminal 3), and from that base the data in Table 2 - 11 were derived. Spreadsheet analyses for the curbfronts are shown in Table 2 - 12, Table 2 - 13, and Table 2 - 14. Depending on the current flight schedule, the departures curb peaks in the morning between 6:00 and 8:00 AM. The arrivals curb peak similarly reflects the current flight schedule, with peaking around 7:00 to 8:00 PM.
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Table 2 - 12: Departures Curb Analysis Model Results
DEPARTURES LEVEL - EXISTING CONDITIONS, AM PEAK HOUR, JUNE 2010 Vehicles Curb Dwell Time Vehicle # Lanes # Lanes Ut ilizat ion Curb Service Thru Balanced Target at Curb Class. % (min) Length Veh Ft -min A FMV Total Service Fact o r lengt h Capacity Capacity Capacity V/C DEPA RTURES CURB - WEST <0.70 POVs 83 72.8% 1.67 25 3,465 Taxis 3 2.6% 1.75 25 131 Limos 0 0.0% 1.80 25 0 Parking shuttles 0 0.0% 1.00 35 0 Hotel shuttles 8 7.0% 1.00 35 280 Shared ride van 4 3.5% 1.00 25 100
Data Non-stopping vehicles 16 14.0% 0 Total service volume 98 100.0% 3,977 40.6 Estimated v/c Service volume only 98 40.6 4 3 0.67 130 386 570 Service plus thru volume 330 40.6 4 2 0.50 130 192 1450 420 0.23 Analysis
DEPA RTURES CURB - EA ST <0.70 POVs 106 45.7% 1.67 25 4,426 Taxis 9 3.9% 1.75 25 394 Limos 9 3.9% 1.80 25 405 Parking shuttles 84 36.2% 1.00 35 2,940 Hotel shuttles 6 2.6% 1.00 35 210 Other 2 0.9% 1.00 25 50
Data Non-stopping vehicles 16 6.9% 0 Total service volume 216 100.0% 8,424 39.0 Estimated v/c Service volume only 216 39.0 4 3 0.67 205 634 570 Service plus thru volume 330 39.0 4 2 0.50 205 315 1450 617 0.35
Analysis Source: HNTB, Curtis Transportation Consulting, December 2011
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Table 2 - 13: Arrivals Curb (Outer) Analysis Model Results
ARRIVALS LEVEL - EXISTING CONDITIONS, PM PEAK HOUR, JUNE 2010 Vehicles Curb Dwell Time Vehicle # Lanes # Lanes Ut ilizat ion Curb Service Thru Balanced Design at Curb Class. % (min) Length Veh Ft -min A FMV Total Service Fact o r lengt h Capacity Capacity Capacity V/C ARRIVALS CURB - INNER, WEST <0.70 POVs 0 0.0% 2.00 25 0 Taxis 40 71.4% 1.00 25 1,000 Limos 0 0.0% 3.00 25 0 Parking shuttles 13 23.2% 3.50 35 1,593 Hotel shuttles 0 0.0% 3.50 35 0 Shared ride van 0 0.0% 2.00 25 0
Data Non-stopping vehicles 3 5.4% 0.00 0 Total service volume 53 100.0% 2,593 48.9 Estimated Service Volume Only v/c 53 48.9 3 2 0.67 250 411 570 53 48.9 3 1 0.50 250 153 1450 447 0.12 Service plus Thru Volumes 96 48.9 3 2 0.67 250 411 570 96 48.9 3 1 0.50 250 153 1450 447 0.21 Analysis
Vehicles Curb Dwell Time Vehicle # Lanes # Lanes Ut ilizat ion Curb Service Thru Balanced Design at Curb Class. % (min) Length Veh Ft -min A FMV Total Service Fact o r lengt h Capacity Capacity Capacity V/C ARRIVALS CURB - INNER, EAST <0.70 POVs 0 0.0% 2.00 25 0 Taxis 0 0.0% 1.00 25 0 Limos 8 18.6% 3.00 25 600 Parking shuttles 26 60.5% 3.50 35 3,185 Hotel shuttles 5 11.6% 3.50 35 613 Shared ride van 1 2.3% 2.00 25 50
Data Non-stopping vehicles 3 7.0% 0.00 0 Total service volume 40 100.0% 4,448 111.2 Estimated Service Volume Only v/c 40 111.2 3 2 0.67 210 152 570 40 111.2 3 1 0.50 210 57 1450 193 0.21 Service plus Thru Volumes 96 111.2 3 2 0.67 210 152 570 96 111.2 3 1 0.50 210 57 1450 193 0.50
Analysis Source: HNTB, Curtis Transportation Consulting, December 2011
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Table 2 - 14: Arrivals Curb (Outer) Analysis Model Results
ARRIVALS LEVEL - EXISTING CONDITIONS, PM PEAK HOUR, JUNE 2010 Vehicles Curb Dwell Time Vehicle # Lanes # Lanes Ut ilizat ion Curb Service Thru Balanced Design at Curb Class. % (min) Length Veh Ft -min A FMV Total Service Fact o r lengt h Capacity Capacity Capacity V/C ARRIVALS CURB - OUTER WEST <0.70 POVs 71 49.7% 2.00 25 3,550 Taxis 0 0.0% 1.00 25 0 Limos 0 0.0% 3.00 25 0 Parking shuttles 0 0.0% 3.50 35 0 Hotel shuttles 0 0.0% 3.50 35 0 Shared ride van 0 0.0% 2.00 25 0
Data Non-stopping vehicles 72 50.3% 0.00 0 Total service volume 71 100.0% 3,550 50.0 Estimated Service Volume Only v/c 71 50.0 4 3 0.67 300 724 570 71 50.0 4 2 0.50 300 360 1450 679 0.10 Service plus Thru Volumes 201 50.0 4 3 0.67 300 724 570 201 50.0 4 2 0.50 300 360 1450 679 0.30 Analysis
Vehicles Curb Dwell Time Vehicle # Lanes # Lanes Ut ilizat ion Curb Service Thru Balanced Design at Curb Class. % (min) Length Veh Ft -min A FMV Total Service Fact o r lengt h Capacity Capacity Capacity V/C ARRIVALS CURB - OUTER EAST <0.70 POVs 47 36.2% 2.00 25 2,350 Taxis 0 0.0% 1.00 25 0 Limos 0 0.0% 3.00 25 0 Parking shuttles 0 0.0% 3.50 35 0 Hotel shuttles 9 6.9% 3.50 35 1,103 Transit Bus 2 1.5% 1.00 50 100
Data Non-stopping vehicles 72 55.4% 0.00 0 Total service volume 58 100.0% 3,553 61.3 Estimated Service Volume Only v/c 58 61.3 4 3 0.67 260 512 570 58 61.3 4 2 0.50 260 255 1450 525 0.11 Service plus Thru Volumes 201 61.3 4 3 0.67 260 512 570 201 61.3 4 2 0.50 260 255 1450 525 0.38
Analysis Source: HNTB, Curtis Transportation Consulting, December 2011
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To the data in the tables were added information on vehicle length and dwell time specific to each mode. The length of the curb and the number of lanes also influence operational performance, as does the presence of at-grade pedestrian crossings, the level of curb operational management (using traffic control personnel when needed), and the presence of the valet parking operation on the west end of the departures curb. All of these factors were used in a spreadsheet model developed and validated at many of the top 30 airports in the United States.
The model assesses curb roadway operational performance by comparing traffic volumes to estimated curb roadway system capacity. Curb roadway system capacity is determined by balancing the curb roadway system’s vehicular through-capacity with its passenger loading/unloading service capacity. This comparison resulted in an “equilibrium capacity” estimate for each curb. This approach to curb analysis recognizes that as curbs increase in length, the extra frontage for vehicle loading/unloading that they present requires additional lanes to bring those higher volumes to/from the curb. The equilibrium calculation reflects the way each lane of a multilane curb roadway is utilized, with lanes adjacent to the curb serving solely for passenger service (pick up or drop off), and lanes further from the curb having an increased role in moving traffic and a decreased role in providing for stopped vehicles which are serving passengers. The model results are shown in detail in the Appendix.
When evaluating a curb roadway’s capacity, the volume/capacity (V/C) ratio gives an indication of how well the curb can handle traffic demand. By comparing demand to each curb’s derived equilibrium capacity (see below), the V/C ratios in Table 2 - 12 through Table 2 - 14 were developed for each curb roadway. Table 2 - 15 translates the V/C ratios to the level of congestion they represent, and the resulting quality of operational performance. By these definitions, all portions of all curb roadways currently operate with very good performance.
Table 2 - 15: Curb Roadway Performance Definitions
V/C Ratio Level of Congestion Performance V/C < 0.5 Very little to none Very good 0.5 ≤ V/C < 0.7 Low Adequate 0.7 ≤ V/C < 1.0 Moderate Inadequate V/C ≥ 1.0 High Failure
2.5.2.4. Curb Operational Considerations The current (August 2011) level of O/D passenger activity at Terminal 3 coupled with the mode of access/egress choices made by Terminal 3 passengers leads to good operational conditions on the Terminal 3 curbs during peak hours. With the KCAB planning the move of the remaining airlines to Terminal 3 in May 2012, the following comments identify considerations for ensuring the continuation of quality curb operations:
• The departures peak hour is in the early morning, when the principal activity at the valet operation on the west end of the departures curb is a drop-off function. During field observations, the valet operation utilized less than 50 feet of the departures curb for their operation, with one or two cars present in Lanes 1 and 25, which then were moved to valet storage. There was no noticeable adverse impact of this operation on
5 Lane 1 is the lane adjacent the curb, Lane 2 the next one to the left, etc.
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the curb. When the non-hubbing airlines (the “other airlines” or OALs) move to T3, the west end of the curb will be for their use. The higher activity level, the proximity of the OAL curb traffic on the west end, and the need for curb check-in for these airlines may create some impacts from the valet operation. Further analysis of those future conditions will be provided in subsequent Master Plan Update reports. • The pedestrian crossings have a strong influence on the curb operations. As noted earlier, the crosswalks remove some modest degree of space from the effective curb length (approximately 30 – 40 feet), though at current levels of activity, that does not create a concern. The larger impact is on the movement of traffic to/from positions along the curb where they will serve their passengers. With the crosswalks under STOP control, pedestrians have the right of way. As pedestrian volumes build in the peaks (nearly 300 pedestrians/hour), the crosswalk enters a condition where there is usually one or more pedestrians in the crosswalk, preventing traffic from crossing the crosswalk in one or more lanes. The officers step into the roadway to manually control the crossing, replacing the STOP control and pedestrian right-of-way with their ability to balance the operation between pedestrians and traffic while providing a higher level of safety for pedestrians. Their presence will be even more vital when activity increases upon the relocation of the OALs from Terminal 2. • The traffic control officers perform several functions other than managing the crosswalks. They watch for vehicles dwelling for long periods in violation of the “active loading/unloading only” provisions which are both a security and an operational requirement. Typically they guide such vehicles to the cell phone lot located upstream of Terminal 1 on Terminal Drive, so that the drivers do not wastefully drive ‘round and around the Terminal Drive loop until their arriving party is present on the curb (see below). Their role will become even more critical when traffic volumes increase with the move of the T2 traffic to T3. • The arrivals curb experiences a very high level of recirculating traffic, i.e., drivers who come to pick up an arriving passenger who has yet to be present on the curb. Observations in August 2011 indicate that the number of private vehicles stopping on the arrivals curb was essentially equal to the number recirculating. A number of vehicles made five or more passes before they finally stopped to meet an arriving party. This high degree of recirculation was surprising, given the near-deal placement of the cell phone lot, which is meant to deter such activity. The cell phone lot may require better signing and a higher degree of public awareness to reduce recirculating traffic volume. While not reflected specifically in the V/C ratios reported in Table 2 - 12 through Table 2 - 14, this additional ”through” traffic on the arrivals curb eliminates the equilibrium of the operation of a curb roadway, and thereby reduces its overall capacity. Given the very low volumes and high capacities of the Terminal 3 curbs, the presence of the recirculation traffic is not yet a concern, but could become one when traffic shifts to Terminal 3 in May 2012. • On the departures curb, drivers choose to discharge passengers where they judge it to be most convenient. There is no signage guidance for who should stop where. Passengers intending to utilize curb check-in stop on the eastern portion of the curb where check-in currently exists for Delta. When the OALs migrate to T3, there will also be curb check-in on the west side. That will influence the drivers who choose to discharge on the west today, as the dwell times on the west side tended to be shorter than those on the east.
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• On the arrivals curb, the structural columns are signed for the vehicle classification which is assigned to pick up their passengers in each location. By and large, the commercial vehicles picked up where they are assigned. POVs, assigned to the western portion of the outer arrivals curb, also picked up to a significant degree on the eastern portion of the outer curb (40 percent stopped on the east, 60 percent on the west). There was no adverse impact of this; indeed, it helped keep the operations more efficient by relieving traffic volumes on the western outer curb. There has been some concern expressed about the volume of parking shuttles and how they operate on the arrivals curb. The larger parking operators (ValuPark, both FastParks) tended to keep a vehicle sitting on the curb until the next shuttle arrived ready to replace it. This provides a high level of passenger convenience, as they can immediately board a climate-controlled vehicle and sit, rather than waiting at the curb. At current volumes, this did not have any adverse impacts on curb operations, and it is not expected to have impacts when the OALs come to T3, since on the arrivals level, the parking operators are not likely to increase the frequency of their service, given the great available seat capacity of their shuttles on current headways. Most shuttles, capable of holding 20 – 30 passengers, departed the terminal with a load of fewer than four passengers. An adverse condition resulting from the long dwell times is environmental. The diesel engines are left running, producing both noise and air quality impacts.
2.5.2.5. Areas of Further Analysis The following issues will require consideration during the development and evaluation of alternatives in this Master Plan Update:
• The return-to-terminal ramp: its geometry, location, and operation • The dropping of the right lanes upon exiting from the Terminal 3 curbs • Lane continuity and weaving on Terminal Drive on the north side of the Terminal 3 garage • The weaving and left turn on northbound KY 212 just south of Petersburg Road • The interaction between the off-ramps from westbound I-275 to KY 212 • The allocation of the T3 arrivals curb roadway to different modes • The impacts of the valet parking operation on the T3 departures curb • The impacts to the T3 curb roadways due to the pedestrian crossings at-grade • The east-west balance of the T3 departures curb utilization, including how curb check- in and curb allocations are interrelated • The impact of heavy recirculating traffic on the T3 arrivals curb (vehicles which should be waiting in the cell phone lot instead of driving around) • The influence of bump-and-run operation of parking shuttle buses on the T3 arrivals curb capacity and level of service.
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2.5.2.6. Roadway Traffic Volumes Data was collected during July and August 2011 at the locations shown in Figure 2 - 21 and Figure 2 - 22. Data was not collected at locations that are crossed out since they were available from previous studies.
Figure 2 - 21:Traffic Volume Collection Locations – Terminal Roadways
1 2
3
9
12 11 4
7 8
10 5 6
Source: HNTB, Curtis Transportation Consultants, December 2011
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Figure 2 - 22: Traffic Volume Collections Locations – Terminal Approach Roadways
16
13
14
15
17 18
19 20
Source: HNTB, Curtis Transportation Consulting, December 2011 Traffic counts throughout the day for each location are shown on the following figures.
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1. Terminal Inbound Roadway 900
800
700
600
500 Mon Tues
400 Wed
Vehicles per hour Thurs
300 Fri Sat
200 Sun
100
0
Time of Day
2. Terminal Outbound Roadway 900
800
700
600
500 Mon Tues
400 Wed
Vehicles per hour Thurs
300 Fri Sat
200 Sun
100
0
Time of Day
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3. Recirculation Roadway 300
250
200
Mon
150 Tues Wed
Vehicles per hour Thurs
100 Fri Sat Sun
50
0
Time of Day
4. Parking and Hotel Entry 500
450
400
350
300 Mon
250 Tues Wed
Vehicles per hour 200 Thurs Fri 150 Sat Sun 100
50
0
Time of Day
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5. Terminal 2 Arrivals 300
250
200
Mon
150 Tues Wed
Vehicles per hour Thurs
100 Fri Sat Sun
50
0
Time of Day
6. Terminal 2 Departures 100
90
80
70
60 Mon
50 Tues Wed
Vehicles per hour 40 Thurs Fri 30 Sat Sun 20
10
0
Time of Day
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7. Terminal 3 Departures 350
300
250
200 Mon Tues Wed 150
Vehicles per hour Thurs Fri 100 Sat Sun
50
0
Time of Day
8. Terminal 3 Arrivals 350
300
250
200 Mon Tues Wed 150
Vehicles per hour Thurs Fri 100 Sat Sun
50
0
Time of Day
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10. Parking and Hotel Entry 160
140
120
100
Mon
80 Tues Wed
Vehicles per hour Thurs 60 Fri Sat 40 Sun
20
0
Time of Day
11. Lincoln Road Exit 80
70
60
50
Mon
40 Tues Wed
Vehicles per hour Thurs 30 Fri Sat 20 Sun
10
0
Time of Day
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12. Terminal Outbound 800
700
600
500
Mon
400 Tues Wed
Vehicles per hour Thurs 300 Fri Sat 200 Sun
100
0
Time of Day
13. I-275 WB Exit to CVG 800
700
600
500
Mon
400 Tues Wed
Vehicles per hour Thurs 300 Fri Sat 200 Sun
100
0
Time of Day
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15. CVG to I-275 EB 1200
1000
800
Mon
600 Tues Wed
Vehicles per hour Thurs
400 Fri Sat Sun
200
0
Time of Day
17. Airport Access Road SB 1000
900
800
700
600 Mon
500 Tues Wed
Vehicles per hour 400 Thurs Fri 300 Sat Sun 200
100
0
Time of Day
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18. Airport Access Road NB 1200
1000
800
Mon
600 Tues Wed
Vehicles per hour Thurs
400 Fri Sat Sun
200
0
Time of Day
19. Donaldson to Terminal 100
90
80
70
60 Mon
50 Tues Wed
Vehicles per hour 40 Thurs Fri 30 Sat Sun 20
10
0
Time of Day
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20. Terminal to Donaldson Highway 140
120
100
80 Mon Tues Wed 60
Vehicles per hour Thurs Fri 40 Sat Sun
20
0
Time of Day
2.6. PARKING AND RENTAL CAR FACILITIES
2.6.1. PARKING GARAGES Three multi-level public parking garages serve the terminal complex. Garages 1, 2 and 3 are each located to the north across the access roadway from corresponding Terminals 1, 2 and 3, and connecting ramps allow vehicular movement between the garages. Vehicular access to the AutoPort, as the Airport markets the complex, is via one of three entrance plazas: west end of Garage 1, northeast corner of Garage 2, and northwest corner of Garage 3. All vehicles exit through the parking toll plaza structure located between Garage 2 and Garage 3. All parking is considered short term, with long term, lower cost “value parking” provided at a remote lot.
Garage 1 is the smallest and oldest of the parking structures constructed in 1979, providing 731 spaces on 2 levels. It is connected to Terminal 1 by a ground level covered walkway. Due to its remote location relative to Terminal 3, its age and condition, and for the need to construct higher density parking on this footprint to meet long-term demand, this garage is likely to be demolished within the near term.
Garage 2, constructed in 1979, provides 1616 spaces on 3 levels and is positioned such that it can serve both Terminals 2 and 3. It has two access ramps to the upper levels and two bridges connecting to Garages 1 and 3. Pedestrian access from Garage 2 to Terminal 2 is by means of a surface level connection to the Baggage Claim building and skybridge from the Baggage claim building to Terminal 2. Access to Terminal 3 is either through Terminal 2 or by sidewalk along the roadway.
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The western portion of Garage 3 was constructed in 1995 with four elevated decks (five levels) one access ramp and two bridges connecting to Garage 2. The central portion of Garage 3 was constructed in 1988 with four elevated decks (five levels), two access ramps for vertical circulation, two bridges that connect to Garage 3 and one bridge ramp to the ground level at the northwest corner of the garage. The eastern portion of Garage 3 was constructed in 2000 with five levels with one access ramp for vertical circulation and two bridges connecting to Garage 3 central. The design of the east section allowed for the addition of two additional parking levels in the future. In all, Garage 3 provides 5,200 spaces. Pedestrian access to Terminal 3 is via roadway crosswalks on the terminal’s departure and arrival levels or by underground tunnel, with escalators, stairs and elevators for vertical circulation.
2.6.1.1. Parking Garage Entrance Data Data were provided by KCAB for parking garage entrances, exits and the Terminal 3 garage recirculation entrance for the period of July and August 2010 as depicted in the following figures. Since this data was collected, the Terminal 1 Garage has been designated for use exclusively by employees and is closed to the public. Therefore, entrance volumes may differ from those collected.
T1 and T2 Garage Entrance 350
300
250
200 Mon Tues Wed 150
Vehicles per hour Thurs Fri 100 Sat Sun
50
0
Time of Day
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T1 & T2 Exit 80
70
60
50
Mon
40 Tues Wed
Vehicles per hour Thurs 30 Fri Sat 20 Sun
10
0
Time of Day
T3 Garage Entrance 350
300
250
200 Mon Tues Wed 150
Vehicles per hour Thurs Fri 100 Sat Sun
50
0
Time of Day
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T3 Garage Exit 450
400
350
300
250 Mon Tues
200 Wed
Vehicles per hour Thurs
150 Fri Sat
100 Sun
50
0
Time of Day
T3 Recirculation Entrance 80
70
60
50
Mon
40 Tues Wed
Vehicles per hour Thurs 30 Fri Sat 20 Sun
10
0
Time of Day
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2.6.1.2. Remote Parking Three types of remote parking are provided on and off-airport.
1. Public Parking- Airport-owned public long-term parking is provided in a 6,200 space surface lot located north of the terminal area and west of Hwy 212 and the airport entrance. The lot is accessed via Donaldson Road, with access control at the entrance and exit. The Airport markets this as ValuPark and provides continuous shuttle service from the parking lot to the terminals. Pick up and drop off is at the vehicle. 2. Employee Parking- Employee parking is provided in a 4,400 space surface lot located between Donaldson Road and I-275, east of Hwy 212. Access is via Donaldson Road, with access control equipment at the entrance and exit. The Airport provides employee shuttle service from this lot to the terminals, West Service Area and Delta support area northeast of Terminal 3. Employees may also elect to pay monthly or daily to park in the garages adjacent to the terminals, given that space is available. 3. Off-Airport Parking- There are several privately operated off-airport parking lots located along Petersburg Road, north of the Airport, near the intersection of KY 212 (Terminal Drive) and total approximately 6,000 spaces. These operators provide shuttle service for passengers to the airport terminal, and so compete with the on- airport public parking for customers.
2.6.1.3. Rental Car Facilities Rental car companies at CVG operate from individual facilities, most of which are located in the West Service Area, west of the terminals. Facilities include vehicle ready/return, storage, customer service offices, and service/maintenance facilities. Additional vehicle storage space is leased across Loomis Road in a surface lot and in the long-term parking lot. Companies with on-airport facilities include: Alamo/National, Avis, Budget, Dollar/Thrifty, and Hertz. Enterprise and Advantage have facilities off of the Airport.
2.7. SUPPORT/ANCILLARY FACILITIES Support facilities are located in several areas around the airfield, including the terminal, north airfield, and south airfield. The location, size and function of these facilities can be affected by decisions related to terminal and airfield alternatives. Therefore, it is important to understand support and ancillary facilities’ current size and function prior to developing facility requirements and the development alternatives for all CVG facilities.
The locations of the support/ancillary facilities are shown by building number in Figure 2 - 23 and Figure 2 - 24 for the north and south portions of the Airport, respectively. Facilities without building numbers had been demolished or construction was not yet completed at the time of this report and are described here for reference purposes.
2.7.1. CARGO/FREIGHT FACILITIES The cargo/freight facilities at CVG are located at various locations around the Airport.
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2.7.1.1. Old DHL Buildings (North) The former DHL facility located on the west side of the terminal area was made up of four buildings, which were demolished in 2011. The site now encompasses approximately 5.6 acres of unused property.
2.7.1.2. South DHL Facility The DHL cargo hub is located in the south airfield area west of Runway End 36R. This site is approximately 150 acres and has four buildings, an aircraft parking apron, and deicing facilities.
The DHL buildings listed below are identified in Figure 2-36, and are part of the original facility developed in 2009.
• Main Sort Building (#92) – 339,355-square-foot concrete building owned and maintained by DHL. • Truck/Administration Building (#93) – 129,232 ft-square-foot concrete/block building owned and maintained by DHL. • GSE/Line Maintenance Building (#95) – 59,400 ft-square-foot building owned and maintained by DHL. • Aircraft Parking Apron - 417,452 square yards of concrete apron, including de-icing pads, and capable of accommodating up to 60 aircraft • Automobile Parking with approximately 1,300 spaces The facility also includes a loading platform and tank dikes that are all owned and maintained by DHL, located at the southern edge of the site.
The recently completed 50-acre expansion to the south includes the following facilities:
• Large Non-Conveyable Freight Sort Building – 179,231 SF • Pilot’s Quarters – 17,000 SF • Aircraft Parking – 105,166 SY to accommodate nine wide-body aircraft • GSE & Tug Parking – 63,137 square yard of pavement • Paved Employee Parking with approximately 350 spaces • Unpaved (stone) Employee Parking with approximately 150 spaces
2.7.1.3. KCAB Cargo Building (#4) The KCAB Cargo Building is owned and maintained by the Airport and serves as a common-use cargo building that is currently partially occupied by FedEx and AMES (aircraft maintenance and overhaul). The 27,166-square-foot brick building, constructed in 1958 with a 1973 addition, provides direct apron access west of Terminal 1 with landside truck docks. A January 2012 condition assessment recommended replacement of HVAC and the electrical distribution system, and repair of many other building elements.
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Figure 2 - 23: Terminal Area, North and East Airfield Facilities
Source: KCAB Records, December 2011
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Figure 2 - 24: South and West Airfield Facilities
Source: KCAB Records, December 2011
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2.7.1.4. Delta Air Cargo Building (#27) The Delta Air Cargo Building is located northeast of the passenger terminal area, just west of the Runway 18L runway protection zone. The building supports Delta Air Lines cargo operations and is 103,000 square feet. It was constructed in 1989. Delta’s lease runs through the end of 2015.
2.7.1.5. Corporex Building (#44) The single-story Corporex Building is located in the west service area. The 45,600-square-foot facility is a tenant-maintained warehouse occupied by Gleeson Trucking and Key Properties and is not used directly for air cargo operations. It was constructed in 1974, with an addition in 1985. A January 2012 building assessment recommended replacement of tenant HVAC systems, exhaust systems, and controls, electrical service and distribution and exterior lighting as well as repairs to other building elements.
2.7.1.6. Pannco Air Freight (#42) The 9,000-square-foot PANNCO Air Freight facility is located in the west service area. The PANNCO facility handles freight forwarding for United and American Airlines via Worldwide Flight Services. The building was constructed in 1982. A January 2012 condition assessment recommended replacement of the HVAC system, unit heaters, exhaust systems, electrical distribution and lighting, and repairs to other building elements.
2.7.1.7. Emery Building (#43) The Emery Building is located north of the passenger terminal area within the Airport’s west service area. The single-story building is 14,830 square feet and is owned and maintained by the Airport. Grove Transportation Services is the current tenant and handles all truck-to-truck cargo. The facility has four truck docks. It was constructed in 1973. A January 2012 building assessment recommended replacement of windows, roofing, doors, HVAC system, unit heaters, power, interior lighting and security system and repair of other building elements.
2.7.1.8. U.S. Postal Service Building (#88) The U.S. Postal Service Building is a 57,129-square-foot facility located northwest of the passenger terminal area, just east of the Runway 18C threshold. The U.S. Postal Service has owned and maintained the building since its relocation there from its old facility at CVG. Recent consolidations in Postal Service operations resulted in relocation of the sort facility to a regional center leaving only the storefront customer service area in use.
2.7.1.9. Old Post Office (#41) The former U.S. Postal Service facility, commonly referred to as “the old post office” is located in the Airport’s west service area, just east of the Old DHL Main Cargo building. The 24,670- square-foot brick building, constructed in 1971, is now owned and maintained by the Airport and is occupied by a freight forwarder. A January 2012 facility assessment recommended replacement of all major mechanical and electrical systems.
2.7.2. ARFF FACILITIES There are two Aircraft Rescue Fire Fighting (ARFF) stations and one ARFF training facility at CVG. This section outlines the ARFF facilities, vehicles and assets at CVG that fulfill the Airport’s ARFF Index discussed below.
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2.7.2.1. ARFF Index The FAA’s Part 139 Airport Certification List designates CVG as an Index C airport. (The index changed from D to C during the writing of this report.
Federal Aviation Regulations Part 139 Subpart D outlines the required equipment and agents to satisfy Index C requirements. Either of the following sets of equipment is required:
Three Vehicles OR Two Vehicles
One vehicle carrying: One vehicle carrying
• 500 pounds of sodium-based dry chemical, • At least 500 pounds of sodium Halon 1211, or clean agent; or based dry chemical, halon 1211, or clean agent and 1,500 gallons • 450 pounds of potassium-based dry chemical of water and the commensurate and water with a commensurate quantity of quantity of AFFF for foam aqueous film forming foam agent (AFFF) to production total 100 gallons for simultaneous dry chemical and AFFF application Two vehicles carrying: One vehicle carrying:
• An amount of water and the commensurate • An amount of water and the quantity of AFFF so the total quantity of water commensurate quantity of AFFF for foam production carried by all three so the total quantity of water for vehicles is at least 3,000 gallons. foam productions carried by both vehicles is at least 3,000 gallons
CVG currently meets the Index C requirements. The ARFF vehicles currently owned and maintained by the Airport are listed in Table 2 - 16.
Table 2 - 16: CVG ARFF Vehicles and Station Assignments
Make/Model Year Oshkosh 3,000-Gallon Snozzle – South Station 2001 Oshkosh 3,000-Gallon Crash – South Station 2001 Oshkosh 3,000-Gallon Crash – North Station 2007 Rosenbauer 3,000-Gallon Crash – North Station 2005 Rosenbauer 3,000-Gallon Crash – South Station 2005 Rosenbauer QRV – North Station 2006 Ferrara QRV – South Station 2005
Source: KCAB Records, 2013
2.7.2.2. Response Time FAR Part 139 requires the following response time for ARFF vehicles:
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“Within three minutes from the time of the alarm, at least one required ARFF vehicle must reach the midpoint of the farthest runway serving air carrier aircraft from its assigned post or reach any other specified point of comparable distance on the movement area that is available to air carriers, and begin application of extinguishing agent.”
An analysis of response times for ARFF vehicles under the current airfield configuration was conducted as part of the CVG 2025 Master Plan. The results indicate that CVG meets the response criteria noted above. The airfield configuration has not undergone significant changes since the analysis; therefore, it is assumed that this analysis is still valid.
2.7.2.3. North ARFF Station (#9) The North ARFF Station is located directly south of the U.S. Postal Service facility near the Runway 18C end and provides direct access to the airfield via the Old DHL Apron. The 25,391- square-foot brick building was built in 2004 and has six drive-through vehicle bays. Because of its proximity to the terminal buildings, the ARFF personnel at this station also provide Emergency Medical Services and structural unit responses to the terminal area.
2.7.2.4. South ARFF Station (#55) The South ARFF Station is located on the south airfield area between Runways 36C and 36R, directly south of Runway 9-27. The station provides direct access to the airfield via Taxiway “M”. The station is 22,461 square feet and has ten (10) vehicle bays.
2.7.2.5. ARFF Training Facility/ARFF Trainer Airplane/EOC (Burn Pit) (#69) The ARFF Training Facility is located in the south airfield area directly north of Taxiway “N”. The training facility was built in 2003 and is owned and maintained by the Airport. It contains a “hot fire pit” for fossil fuel fires and a natural gas mockup for staged fires at wheel wells, fuselage, internal flashovers, wing, engine and tail fires. The Airport’s EOC is located on the 2nd level of the ARFF training facility.
2.7.3. AIRPORT POLICE FACILITIES The CVG Airport Police Department provides safety and security for the Airport grounds. The Police Department has several on-airport facilities to support its mission. These include:
A. Airport Police Department (#20) – An 18,698-square-foot facility located northeast of Terminal 3 and directly west of the Delta Maintenance Hangar. This facility also houses police holding cells. B. Police Gun Range (#70) – A gun range and storage facility for the Airport police located west of Runway 36C and south of Runway 9-27. C. Police Storage (Bomb Shelter) (#78) – A police storage facility and bomb shelter located north of Terminal 3. The facility requires a 350-foot radius clear area around it. D. FATS Trailers (#90, #91) – The CVG Police Department has two Fire Arms Training Simulator (FATS) trailers located south of Runway 9-27 adjacent to the Police Gun Range. FATS Trailer #1 is 1,251 square feet, and FATS Trailer #2 is 751 square feet.
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2.7.4. FUEL FACILITIES The on-airport fueling infrastructure provides a centralized location for fuel storage from which necessary fuel supplies are dispersed to various locations on the Airport.
2.7.4.1. Fuel Farm (#31) The existing aircraft fuel farm is made up of three large above-ground tanks that total 5 million gallons, pumping facilities storm water containment area, and a controls building. The tanks are located northeast of the passenger terminal area and north of the Delta Maintenance Hangar. The fuel farm is called the Delta Fuel Storage Tanks and the lease is held by Delta Airlines through the end of 2020; however, this fuel facility serves other air carriers at the Airport.
Concourses A and B have hydrant fueling via underground feeder lines, while all other operations are fueled by truck.
2.7.4.2. ASI Support Building (#29) The ASI (Aircraft Service International) Support Building is approximately 6,000 square feet and is located northeast of the passenger terminal area and just southwest of the Delta Fuel Storage Tanks.
2.7.5. AIRPORT/AIRFIELD MAINTENANCE
2.7.5.1. North Airport Maintenance Area The Airport maintenance area in the north airfield is located north of the approach end of Runway 18C and is made up of several facilities used by maintenance personnel.
A. Facility Maintenance (#67) – Constructed in 2004 and is 22,765 square feet. B. Mulch Building (#101) – Constructed in 2005 and is 2,400 square feet. C. Grounds Department (#102) – Constructed in 2005 and is 17,117 square feet. D. Salt Storage (#105) – Constructed in 2005 and is 2,400 square feet.
2.7.5.2. South Airfield Maintenance Area The airfield maintenance facilities at CVG are located in the south airfield area, east of Runway 18C-36C and south of Runway 9-27. This area includes:
A. Airfield Maintenance Main Building (#66) – Expanded to 64,466 square feet in 2005. B. Airfield Maintenance Sand Storage Building (#75) – Constructed in 1995 and is 8,400 square feet. C. Airfield Equipment Storage (Broom Building) (#76) – Constructed in 1997 and is 14,400 square feet. D. Airfield Maintenance Snow Equipment Building (#103) – Constructed in 2005 and is 14,400 square feet. E. Airfield Maintenance General Storage Building (#104) – Constructed in 2005 and is 19,500 square feet.
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2.7.6. ELECTRICAL VAULTS CVG has five electrical vaults located around the airfield. The vaults and their locations are listed here:
A. Airfield Electrical Vault (South) (#62) – 2,590 square feet and is located in the south airfield area. B. Electrical Vault (West) (#39) – In the terminal area west of Loomis Road at the intersection of Barkley Drive. C. Electrical Vault (North) (#19) – In the terminal area directly east of the Doubletree Hotel. D. Airport Electrical Vault (East) (#21) – 7,288 square feet and is located in the terminal area west of Lincoln Road. E. Southwest Airfield Electrical Vault (#98) – 3,380 square feet and is located south of Runway 9-27 and west of Runway 18C-36C.
2.7.7. OTHER AIRLINE FACILITIES
2.7.7.1. Delta Hangar (#22) The Delta Air Lines Hangar is located northeast of the passenger terminal area. The 131,550- square-foot hangar is owned and maintained by Delta Air Lines and includes some support facilities such as a tire shop. The facility also includes its own auto parking area, landscaping, and office space. It was opened in 1990.
2.7.7.2. Old Comair Facilities The Old Comair facilities are located south of Runway 9-27, between Runways 36C and 36R. These facilities include office space, hangars, training rooms, aircraft maintenance facilities, and storage areas.
A. 77 Comair Boulevard (#61) The office facility at 77 Comair Boulevard is 183,936 square feet on an approximately 16-acre site and has the space to house executive offices, workspaces and conference rooms. It was constructed in 2000.
B. Old Comair Technical & Training Center and Hangar (#58, #59, #60) The old Comair Technical and Training Center is located adjacent to Taxiway “M” in the south airfield area. The facility includes a maintenance hangar, offices and maintenance shops. The office is two stories tall and 30,000 square feet; the maintenance hangar is 45,640 square feet; and the maintenance shops total 7,200 square feet.
The old Comair Aviation Hangar is 75,767 square feet and has its own apron that provides direct access to the airfield via Taxiway “M”. Both of these facilities were constructed in 2000.
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2.7.8. GENERAL AVIATION FACILITIES
2.7.8.1. Delta Private Jets (FBO) (#82) The Delta Private Jets (FBO) facility is located in the south airfield area, just south of the Runway 27 threshold. The maintenance hangar and offices total 75,767 square feet. General aviation aircraft can access the FBO’s apron area directly from Taxiway “M”.
2.7.8.2. Corporate Hangar (Comair Tech Ops) (#83) The Corporate Hangar adjacent to the FBO is located in the south airfield area, just south of the Runway 27 threshold. This facility is connected to the Delta Private Jets FBO via a shared equipment room. The offices and hangars total 25,046 square feet. This hangar was built in 1981. In addition, a fuel farm is located immediately adjacent to the south side of this facility.
2.7.8.3. Ameriflight Building (#84) Ameriflight is a Part 135 air carrier that serves freight forwarding companies and other courier services. The company’s hangar is located in the south airfield area between the Old Comair facilities and the Delta Private Jets hangar. The Ameriflight Hangar is 19,925 square feet and has a designated taxilane and apron for direct access to Taxiway “M”. It was built in 2000.
2.7.8.4. Pemco Hangar (#79) Pemco is a national aircraft maintenance, repair and overhaul (MRO) firm. The Pemco Hangar is located south of Runway 9-27 and just east of the Runway 36C threshold. The hangar facility, including the office, hangar and parking is 125,530 square feet.
2.7.8.5. ATCT and TRACON Facility (#56) The FAA Air Traffic Control Tower (ATCT) and The Terminal Radar Approach Control (TRACON) facility are located in the south airfield area, between Runways 18L-36R and 18C- 36C. The ATCT was constructed in 1997 and the tower cab has an eye-level elevation of 1,127 feet mean sea level. The tower cab and offices total 23,840 square feet.
The Terminal Radar Approach Control (TRACON) building is located adjacent to and east of the ATCT. The building is two stories tall and totals 24,328 square feet. There is an adjacent secure parking lot that is dedicated for FAA personnel and authorized visitors.
2.7.9. STORMWATER TREATMENT CVG has an extensive stormwater treatment and processing system as described in Section 2.3.2.9. This section describes the facilities that serve this system.
To collect and treat the small portion of deicing fluid that escapes deicing pad containment, CVG diverts stormwater from Elijah and Gunpowder Creeks into a stormwater treatment plant located in the Storm Water Treatment Control Building (#68). The building is located in the southwest portion of the Airport west of Runway 18C-36C. The building is 4,750 square feet and is owned and maintained by the Airport.
Adjacent to the Stormwater Treatment Building is a 3,160-square-foot Sludge Management Building (#68) and a 771-square-foot South Glycol Tank Pumping Station (#68). The Sludge Management Building is used in aerobic sludge digestion in of deicing fluid pollutants.
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Additionally, there are two glycol-processing facilities that are used for the storage of spent airfield deicing fluid. The north glycol processing facility (#65) is on the northwest end of the Airport, just northwest of Runway l8C. It consists of a glycol plant building and one 2-million- gallon storage tank. The south glycol storage area is in the south airfield area and has two holding tanks located between Runway 18L-36R and l8C-36C at the corner of South Airfield Drive and Wendell Ford Boulevard. Each of these tanks has a capacity of 3 million gallons. Collectively, the three glycol storage tanks have a capacity of 8 million gallons.
2.7.10. OTHER FACILITIES This section describes the support/ancillary facilities that do not necessarily fall under the sections described above.
2.7.10.1. Flight Safety Building (#81) Flight Safety International provides flight crew training for general aviation, commercial and military pilots. The Flight Safety Simulation Building at CVG provides CRJ-200 and CRJ-700 training via four simulators in the building. The building is owned and maintained by Flight Safety and is located in the south airfield area at the intersection of South Airfield Road and New Price Pike.
2.7.10.2. Double Tree Hotel (#18) The Double Tree Hotel is a 95,749-square-foot facility located on Airport property directly north of Terminal 1. The facility is owned and maintained by Hilton Worldwide (through Columbia Properties) and provides airport shuttle service to/from the air carrier terminals. The current lease runs through October 19, 2026.
2.7.10.3. Gate Gourmet Building (#24) The Gate Gourmet Building is located directly north of the Delta Maintenance Hangar. The services provided by Gate Gourmet include the preparation of meals and snacks, the storage and handling of all meal and beverage supplies, and the transportation of these goods to and from the aircraft. Gate Gourmet has access to the airfield through Gate KR2 located east of the terminal area. The current lease runs through August 2016.
2.7.10.4. ASIG Building (#87) The Aircraft Service International Group (ASIG) provides ground handling, fueling and other ground support functions at CVG. The ASIG Building is located adjacent to the Delta Hangar apron and is owned and maintained by ASIG.
2.7.10.5. Cincinnati Bell Telephone Building (#80) The Cincinnati Bell Telephone Building is a brick/concrete building located in the south airfield area at the corner of Comair Boulevard and South Airfield Road. It houses the telephone switchgear and servers for the Airport.
2.7.10.6. KCAB Outdoor Events Building (#86) The KCAB Outdoor Events Building is a concrete block building located in the southwest portion of the Airport that encompasses approximately 1,276 square feet.
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2.7.10.7. KCAB GT Bus Maintenance Building (#29) The Bus Maintenance Building is a 5,000-square-foot maintenance facility located northeast of the passenger terminal area, just north of the Delta Hangar.
2.7.10.8. General Electric Facility (#52) The General Electric Engine Services Distribution Facility is located east of Donaldson Highway, directly west of Concourse B. It is a large warehouse which was constructed in 1985, and is under lease through 2015.
2.8. EXISTING UTILITIES This section outlines the existing conditions for the major utility providers and the utility infrastructure in the vicinity of the Cincinnati/Northern Kentucky International Airport (Airport). The purpose is to understand what constraints, if any, would exist as a result of the recommended development plan resulting from this Master Plan, particularly relating to the ability to serve currently undeveloped areas of the Airport.
The following local utility providers were consulted to determine existing utility infrastructure and constraints:
- Duke Energy (Gas) - Duke Energy (Electric) - Owen Electric (Electric) - Boone County Water District - Northern Kentucky Water District - Sanitation District #1 (Storm) - Sanitation District #2 (Sanitary) - Cincinnati Bell
2.8.1.1. Water Utilities The Airport is currently served bulk water through a Master Agreement with the Northern Kentucky Water District (NKWD). The Master Meter is located near the intersection of South Airfield Road and Donaldson Road and is fed by a 24-inch ductile iron pipe along Donaldson Road and a 12-inch ductile iron pipe off of Mineola Pike. According to the NKWD, there is adequate capacity from their existing system to serve the future demands of the Airport.
Any new development could be serviced by an expansion of the current network of Airport- owned water mains, except for Area E–East Collateral Development Area. It is recommended that a hydraulic model of the existing system be completed to make sure that the existing internal system would have adequate pressures to maintain domestic and fire services.
Figure 2 - 25 depicts the water distribution system serving the Airport.
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Figure 2 - 25: Airport Water Distribution System
(NKWD)
Source: Brandsetter Carroll, Inc., December 2011
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2.8.1.2. Sanitary Sewer Sanitary sewer service for the main terminal facilities at the Airport is provided by a series of gravity mains in the northern portion of their property that feed to a central wet well and lift station just south of Area H. The lift station then feeds a 12-inch sanitary sewer force main to the east and then south along Donaldson Road to a Sanitation District #1 (SD1) manhole located on the east side of Donaldson Road, south of the current South Airfield Road.
Facilities in the central area of the airfield near the Air Traffic Control Tower are served by a similar network of gravity lines and a centralized “Tower” lift station. The force main associated with this lift station is 12 inches and goes under Runway 18L/36R at the roadway tunnel. It continues east on the current South Airfield Road and terminates at the same SD1 manhole on Donaldson Road.
At the current time, the force mains and the existing SD1 gravity sewer are not experiencing capacity issues associated with the nearly 1-milliion gallons per day (MGD) flow coming from the Airport.
Any new development in the northern area of the Airport could be serviced by an expansion of the current network of Airport-owned sewers and lift stations. However, the southern areas would require more extensive infrastructure to provide adequate service.
Figure 2 - 26 depicts the sanitary sewer system serving the Airport.
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Figure 2 - 26: Airport Sanitary Sewer System
Source: Brandsetter Carroll, Inc., December 2011
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2.8.1.3. Storm Sewer BCI met with representatives from SD1 to discuss storm sewer requirements for new development at the Airport. Any new development would be required to meet their recently published guidelines titled Northern Kentucky Regional Storm Water Management Program – Rules and Regulations, dated August 2011. In summary, their regulations require that all new developed areas detain stormwater so that there is no increase in the outflow of stormwater from the site. In addition, the new version of the guidelines includes provisions for water quality mechanisms to be installed with new developments.
Pages 37 thru 42 of the Rules and Regulations Guidelines outline the details associated with complying with these regulations. From a stormwater quality perspective, any new development projects must treat the first 0.8-inch of rainfall through some type of Best Management Practice (BMP).
2.8.1.4. Electric The Airport’s electrical services are currently provided by Duke Energy and Owen Electric.
2.8.1.5. Gas The Airport’s natural gas services are currently provided by Duke Energy.
2.8.1.6. Communications Communications and phone service for CVG are currently provided by Cincinnati Bell.
2.9. REGIONAL ACCESS This section outlines regional transportation plans for the purpose of understanding planned improvements near CVG that may affect current access issues. This is important to ensure coordination of improvements proposed by this Master Plan Update with those proposed for the region.
The region has a diverse transportation network. Local governments implement transportation capital improvement plans within their own jurisdictions, as do regional entitiess. However, there is a need to coordinate efforts among local governments to ensure the broader transportation infrastructure is consistent with State and local planned growth and economic development patterns. Federal funding provisions require local planning organizations to develop both a long range transportation plan and short-term transportation improvement program (TIP). In the region within which CVG is located, this is accomplished by the Ohio-Kentucky-Indiana Regional Council of Governments (OKI).
OKI encompasses eight counties in three states which include Butler, Clermont, Hamilton and Warren Counties in Ohio; Boone, Campbell and Kenton counties in Kentucky; and Dearborn County in Indiana. OKI administers transportation planning for all eight counties, through the “OKI Regional Transportation Plan” which includes roadways, rail, air, and water transportation. Boone County also has a transportation plan as does the State of Kentucky, through the Kentucky Transportation Cabinet.
2.9.1. EXISTING REGIONAL ROADWAY NETWORK/LEVEL OF SERVICE As a part of both the Ohio-Indiana-Kentucky Regional Council of Governments (OKI) Transportation Plan and Boone County Transportation Plan, existing traffic conditions were
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evaluated to provide an overall snapshot of the demand on the Boone County roadway system and its current ability to meet that demand.
Congestion is evaluated through a combination of OKI’s Regional Travel Demand Model and direct observations of the travel time during peak and off-peak periods. The regional road network is divided into thirds to allow for travel time data collection of the entire network every three years. The most recent data provides approximate surface travel times between CVG and prominent points across the region during the PM peak hour data are shown in Table 2 - 17 and Table 2 - 18.
Table 2 - 17: Existing Travel Time From Regional Points to CVG (minutes)
Northern From Downtown Kentucky Kings Anderson To Cincinnati Kenwood University Island Sharonville Township CVG Airport 17 29 17 43 35 23 Source: OKI 2030 Regional Transportation Plan Update
Table 2 - 18: Existing Travel Time from CVG to Regional Destinations (minutes)
Northern To Downtown Kentucky Kings Anderson From Cincinnati Kenwood University Island Sharonville Township CVG Airport 18 34 16 43 36 23 Source: OKI 2030 Regional Transportation Plan Update The Boone County Transportation Plan evaluated existing traffic conditions by analyzing twenty- four-hour traffic counts obtained from the Kentucky Transportation Cabinet’s traffic count program. This data was used to determine a level of service (LOS) for all roads in the County’s transportation network. LOS is a quality measure that indicates a traffic stream’s speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. Letters are used to designate each LOS from A to F, with LOS A representing the best operating conditions and LOS F the worst. The methods for determining LOS are outlined in Table 2 - 19, and vary for each type of roadway. Table 2 - 19: LOS Methodology
Facility Type LOS Determination Methodology Number of equivalent passenger cars Freeways and Multilane Highways per lane per mile
Arterial Roadways Average travel speed
Combination of average travel speed and percent time vehicles in a platoon Two Lane Highways or bunch spend following a slower vehicle, unable to pass
Source: Boone County Transportation Plan 2030 The results for roadways in the immediate vicinity of CVG are provided in Figure 2 - 27.
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Figure 2 - 27: Existing (2005) Road Network Level of Service
Source: Boone County Transportation Plan 2030
2.9.2. FUTURE REGIONAL ROADWAY NETWORK LEVEL OF SERVICE The OKI’s Regional Travel Demand Model incorporates several factors in order to determine forecasted traffic volumes with revised speeds based on specified speed/capacity relationships for year 2030. This model’s forecasted travel times to and from CVG during the PM peak hour are provided in Table 2 - 20 and Table 2 - 21.
Table 2 - 20: Future (2030) Travel Times From Regional Points to CVG
Northern From Downtown Kentucky Kings Anderson To Cincinnati Kenwood University Island Sharonville Township CVG Airport 20 32 19 47 39 25 Source: OKI 2030 Regional Transportation Plan Update
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Table 2 - 21: Future (2030) Travel Times From CVG to Regional Destinations
Northern To Downtown Kentucky Kings Anderson From Cincinnati Kenwood University Island Sharonville Township CVG Airport 18 36 18 53 37 27 Source: OKI 2030 Regional Transportation Plan Update Future (2030) LOS levels were also determined and outlined in the Boone County Transportation Plan. The results for roadways in the immediate vicinity of CVG are provided in Figure 2 - 28. While previously OKI aimed to maintain an LOS of C throughout the region, the financial requirements to maintain that LOS have grown significantly. Therefore, some provisions within the OKI Regional Transportation Plan allow for a benchmark LOS of D in some cases. Figure 2 - 28: Future (2030) Road Network Level of Service
Source: Boone County Transportation Plan 2030
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2.9.3. TRANSPORTATION PLANS
2.9.3.1. OKI 2030 Regional Transportation Plan The OKI 2030 Regional Transportation Plan is updated every four years in a collaborative process between OKI, local communities, and local and state agencies. The plan outlines proposed improvements to the region’s transportation system in order to maximize the utility of existing transportation facilities and services to reduce congestion and increase travel choices of system users. The most recent plan was updated in 2008, uses a base year of 2005 and a planning horizon of 2030. Among the issues addressed within the plan there are nine (9) planning factors required by federal legislation. These include:
• Support economic vitality • Increasing safety • Increasing accessibility and mobility • Protect the environment • Enhancing intermodal connectivity • Promote efficiency • Security • The connection between infrastructure and land use • Preserve the existing transportation system.
2.9.3.2. Boone County Transportation Plan 2030 The Boone County Transportation Plan 2030 is an update of the County’s 1996 plan and was collaboration between Boone County representatives, the Kentucky Transportation Cabinet, and OKI. OKI is involved to maintain consistency with the region-wide plan discussed previously.
The plan analyzes current conditions that relate to transportation within the County to include areas of congestion and environmental constraints. That then provides the baseline data that the study uses to develop a “snapshot” of typical daily traffic conditions in the County’s transportation network for the year 2030. This allows officials to identify future transportation system deficiencies.
The study then takes the information gathered from the above-mentioned efforts and develops both an Operational Improvement Plan (OIP) and a Recommended Long-Range Transportation Improvement Plan. The OIP outlines low-cost, easily implemented short-term solutions for areas identified as having congestion and/or safety problems. The long range element identifies projects that will accommodate the County’s forecasted travel demand.
2.9.3.3. Kentucky Long-Range Statewide Transportation Plan The Kentucky Long-Range Statewide Transportation Plan is a 25-year multimodal plan for Kentucky’s transportation system produced by the Kentucky Transportation Cabinet. The Plan is required to be updated periodically; the current update was produced in 2006. The 25-year Plan is a policy-only plan that identifies a vision and set of goals developed through outreach and consultation, transportation needs, available resources and transportation strategies.
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While the Plan itself is a policy plan, it incorporates those projects identified in the Long-Range Transportation Plan for the nine Metropolitan Planning Organizations in Kentucky, including the OKI.
2.9.3.4. OKI Regional Freight Plan OKI, recognizing the link between freight mobility and economic development, launched a regional freight plan to understand industry trends, forecast freight demand, and identify projects which maintain freight mobility and spur business growth.
The Plan provides a set of recommendations that were prioritized according to the following time horizons: immediate, mid-term, and long term. An implementation plan that details the next steps for carrying out transportation network recommendations was developed within the Plan. The Plan will be used in this document to outline freight transportation improvements that may affect operations at CVG.
A. Short-Term Projects: In order to address the existing issues of increased travel times and reduced levels of service, discussed in previous sections, the OKI develops a short-term Transportation Improvement Plan (TIP) on an annual basis. The TIP is a compilation of all publicly assisted transportation programs and serves as the mechanism by which local governments coordinate and apply limited resources to prioritized projects. A project’s inclusion in the TIP is a prerequisite for federal funding assistance. A project or project phase must be included in the document in order to receive federal authorization in the current year. The projects outlined in Table 2 - 22 are those that are listed in the FY2012-2015 TIP and in the immediate vicinity of CVG, with a potential to affect traffic flow to/from CVG. The project locations are depicted graphically in Figure 2 - 29.
Table 2 - 22: OKI TIP Projects
TIP ID Project Project Description Funding Source 6-193 South Airfield Road New four and five lane HPP, Local, SNK, State, (Bypass) roadway from KY 18 to KYD Turfway Road 6-8000 I-275/KY 212 Improve interchange NHS, Non-Federal Interchange and KY 20 from Reconstruct KY 20 Matching Funds Paid Reconstruction from Mile Post 4.842 to with “Toll Credits” 4.942 6-405 Conner Drive to Medical Pavement Replacement SNK Arts Drive From Mile Post 7.49 to 9.897 SRTS 5 Limaburg Road, Conner Construct Sidewalks for SRTS Road and Cougar Path the Conner Campus in Hebron
Source: OKI FY2012-2015 Transportation Improvement Program HPP – Federal Highway Priority Program KYD - Federal Demonstration Funds Allocated to Kentucky NHS – National Highway System SNK – OKI’s Sub-allocated Surface Transportation Program funds (Northern Kentucky) SRTS – Federal Safe Routes to School Program
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Figure 2 - 29: Short-Term Transportation Improvement Plan Projects
Source: OKI Transportation Improvement Plan On Demand
B. Long-Term Projects: Beyond the short-term projects that have “committed” funding, the OKI Regional Transportation Plan identifies the need for roadway capacity improvements based on forecasted capacity deficiencies in the year 2030. These long-term transportation improvements are considered “likely to be funded” and will be required to maintain an acceptable LOS in the region. However, although these projects are likely eligible for funding from various resources, these long-term projects do not have specific funding sources committed to them at this time. These long term projects are outlined in Table 2 - 23 and shown graphically in Figure 2 - 30.
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Table 2 - 23: Long-Term Transportation Plan Projects
Plan ID Project Project Description 110 IR 71/75 KY 18 (Burlington Pike) Interchange Improvements 116 KY 3157 (Mall Road) New four lane extension KY 18 to Woodspoint Drive 122 KY 3076 (Mineola Pike) Widen and improve KY 3076 from IR 275 to KY 236 (Donaldson Road) 127 New Connector New two-lane connector from KY 237 to KY 3168 (Limaburg) at Gateway Boulevard 131 KY 18 (Burlington Pike) Access management retrofit projects from IR 75 to KY 237 142 KY 236 (Donaldson Major widening of Donaldson Road from Cherry Tree Lane to Road) Mineola Pike (KY 3076) 145 KY 842 Construct grade separation at KY 842 and KY 18 intersection Source: OKI FY2012-2015 Transportation Improvement Program
Figure 2 - 30: Long-Term Transportation Projects
Source: OKI Regional Transportation Plan 2030
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2.9.4. BUS TRANSIT The OKI Regional Transportation Plan states that it is important to develop a transit system that is widely available as an alternative to single-occupant vehicle (SOV) travel as it lessens roadway congestion and the need for roadway expansion projects, while reducing vehicle emissions.
The OKI Regional Transportation Plan notes that a fully loaded bus replaces approximately 44 single-occupant automobiles. There are seven major public transit systems that currently provide bus service in the OKI region. These transit systems are Butler County Regional Transit Authority (BCRTA), Catch-A-Ride, Clermont County Transportation Connection (CTC), Middletown Transit System (MTS), Southwest Ohio Regional Transit Authority (SORTA), Transit Authority of Northern Kentucky (TANK) and the Warren County Transit System (WCTS).
TANK provides service to Boone County and the CVG area from downtown Cincinnati as well as locations in Kenton and Campbell Counties. Currently the service to CVG is provided via route 2X – Airport Express. This route has stops at CVG in the following locations:
• Donaldson Road near National Car Rental • Terminal 3 • Spence Drive at Kenton Road The TANK system receives funding from Boone, Kenton and Campbell Counties.
2.9.4.1. Planned Projects Figure 2 - 31 depicts the proposed new bus routes and transit hubs throughout the OKI region. The recommended improvements include the establishment of a major transit hub at CVG that connects users to the Central and Northern Kentucky University Transit Hubs. However, funding constraints limit the extent and timing of these improvements. Therefore, OKI is placing a long- term focus on making more efficient use of existing routes and/or incorporating existing routes in to new, more efficient solutions. The OKI 2040 Plan identified a TANK Transit Hub for CVG in the mid-term (2020 – 2029) timeframe, at a cost of $3.13 million.
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Figure 2 - 31: OKI Proposed New Bus Routes and Transit Hubs
Source: OKI Regional Transportation Plan 2030
2.9.5. RAIL TRANSIT A Regional Rail Plan was developed by Southwest Ohio Regional Transit Authority (SORTA) with OKI in 2002. It recommended a number of routes for public rail passenger service in the Cincinnati/Northern Kentucky region. Currently, no rail transit is provided to/from CVG. OKI’s Rail Transit Improvements Program does not currently include short-term infrastructure improvements that would provide rail transit access to CVG. However, OKI realizes that by the year 2030, additional rail transit beyond the recommendations included in the Rail Transit Improvements Program may become viable. Therefore, in order to maintain the ability to implement rail transit in the future, it is recommended that right-of-ways and infrastructure be preserved. One of the corridors recommended by OKI for right-of-way preservation extends from the Cincinnati, Ohio central business district south along I-71 and west to CVG. This line would provide a multi-modal corridor for connecting airport users to light rail segments, commuter rail lines and bus routes.
OKI stresses the lack of available funding to make many of the proposed rail transit improvements a reality and recommends that incentives and policies be created to encourage people to travel by transit and set the stage for a more robust rail transit system when such a system becomes financially feasible in the future.
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2.9.6. FREIGHT TRANSPORTATION CVG and Boone County are located near the major freight corridors I-71, I-75 and the Ohio River. Freight is currently transported through the region via roadway, rail, river, and air. The Airport is located near I-275 and is home to DHL’s North American hub operation as well as a FedEx non-hub facility.
OKI drafted a regional freight plan in order to analyze the existing freight assets in the region and identify improvements needed to position the region to accommodate future demand within the national and international freight system. The information collected enabled a thorough examination of existing conditions and current freight flows by each of the four modes (trucking, rail, inland waterways, and air cargo.)
2.9.6.1. Planned Freight Transportation Projects The OKI Regional Freight Plan analysis culminated in a set of recommendations that were prioritized according to the following time horizons: immediate, mid-term, and long term. An implementation plan that details the next steps for carrying out recommendations was also developed.
The Plan recommends the creation of an “Air Cargo Park” at CVG, which would serve as a transportation hub that combines all transportation modes, distribution centers, logistics service providers and advanced manufacturing facilities. The Plan indicates that the following transportation access projects are needed within the immediate time horizon to accommodate the proposed “Air Cargo Park”:
• A connector road from the DHL south expansion to the future South Airfield Road. • Proposals to study a possible new river crossing connecting western Hamilton County to the CVG/Mineola Pike area between the Brent Spence and Carroll C. Cropper bridges. • Freight railroad connection • Barge/river terminal access These recommendations affecting freight transportation access to CVG were recommended in the OKI Regional Freight Plan and are considered as among the 12 top freight priorities for the region. This reflects the economic importance of air cargo to the region. The Plan recognizes that additional roadway improvements may be necessary, but will need to be based on the logistics requirements of shippers using the facility.
The Plan estimates that an initial public investment of approximately $50 million over five years will be required to provide the necessary rail and road infrastructure to support the proposed “Air Cargo Park”.
2.10. LAND USE
2.10.1. INTRODUCTION This section describes potential future land use options in the immediate vicinity of the Cincinnati/Northern Kentucky International Airport (CVG). The potential land use options are affected by several factors, such as transportation access improvements, expansion of airport
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facilities, the environment, and local government future land use plans. The Ohio Kentucky Indiana Regional Council of Governments (OKI), which has final authority over all federal dollars spent on surface transportation in the region, realizes the inherent connectivity between these factors. The most recent Regional Transportation Plan published by OKI recognizes that the transportation improvements made throughout the region have a significant impact on future land use, economic development, and the environment.
Because the configuration of CVG’s existing and future runways and, in turn, approach and departure zones can significantly affect land use plans on and adjacent to the Airport, any planned on- and off-airport land uses must be coordinated among airport, county, regional, and state planners.
Future land use plans and transportation improvements need to be coordinated with future airport-related facilities to ensure the highest and best use of the available on-airport parcels to complement the strengths of the region and maximize revenues to the Airport.
The following documents were the basis for this section:
A. CVG 2025 Airport Master Plan Update (2007) B. 2005 Boone County Comprehensive Plan - The 2005 plan contains the 2030 Future Land Use Map outlined in this memo.
2.10.2. AREA OF POTENTIAL EFFECT To properly determine the impacts related to future on-airport land uses and transportation improvements, the area of potential effect (APE) must be defined. The APE is defined by the major access points surrounding the Airport because improvements to the roads and highways servicing these access points would have a significant impact on the land uses on and adjacent to the Airport. These points are Petersburg Road and I-275 to the north, the Boone County line to the east, I-75 and Burlington Pike to the south, and North Bend Road to the west, as depicted in Figure 2 - 32, with the APE denoted in yellow and property line in white.
2.10.2.1. Future Land Use within the APE The team conducted an examination of the surrounding future land uses to understand proposed development in the vicinity of CVG from a regional perspective. It is important to understand surrounding future land uses because the interaction between on- and off-airport growth within the APE can complement and/or be compatible with, rather than be non- compatible with and limit an adjacent parcel’s potential.
Figure 2 - 32 illustrates the Boone County 2030 Future Land Use Map. It indicates a significant diversification of surrounding land uses.
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Figure 2 - 32: Area of Potential Effects for CVG
CVG Property Line
Area of Potential Effects
Source: Jacobs Engineering Group Inc., December 2011
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2.10.3. LAND WITH DEVELOPMENT POTENTIAL Available on-airport land is generally considered for both aviation- and non-aviation-related development opportunities. The areas listed below and the corresponding letters, used for easy identification, are shown in Figure 2 - 33.
(A) North Airfield (B) South Airfield (C) South Support Area (D) Southwest Development Area (E) East Collateral Development Area (F) West Support Area (G) Northwest Support Area (H) North Terminal Support Area
The 2025 CVG Airport Master Plan Update identified the (A) North Airfield and (B) South Airfield areas, not currently utilized by airport operations, as potential non-aviation-related development opportunities. Additionally, the CVG 2025 Airport Master Plan Update identified the remaining areas listed above, as potential sites within the APE available for aviation-related and other development.
This exhibit does not show the long-term potential east/west and north/south runway alternatives, which could impact development. Specifics of potential impacts are discussed in Chapters 5, 6, and 7.
Land use considerations and recommendations described in the following paragraphs were reviewed with Boone County Planning and presented to stakeholders as part of the public involvement process.
2.10.3.1. North Airfield (A) The land use strategy study outlined for the North Airfield area included an Airpark or Airport Technology Campus. The strategy for development of a technology campus directly reflects global and national trends, and it reflects the best local market opportunities for job growth and new business recruitment. The strategy begins with an emphasis on technical and scientific services, and high-tech light manufacturing of electronics and related components.
However, a portion of the area is within the Runway 18L/36R RPZ and therefore is subject to some restrictions. Development in the portion of the Airport Technology Campus within the Runway 18L RPZ will be subject to land use restrictions in accordance with FAA Advisory Circular 150/5300-13A and current FAA guidance on Land Uses within a Runway Protection Zone. The FAA Office of Airports must evaluate and approve any land use not specifically allowed by the Advisory Circular. No development in this area shall negatively impact aviation. Heights of all buildings and structures must remain below the 62.5 to 1 surface used by operators for one engine inoperative performance and planning.
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Figure 2 - 33: Land Use Summary
Source: Jacobs Engineering Group Inc., December 2011
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2.10.3.2. South Airfield (B) The South Airfield area, south of Aero Parkway, may offer the best near-term opportunity for the development of retail in the vicinity of CVG. Houston Road (KY 842) is already an important and established retail corridor that has been developed around Florence Mall. Population growth to south and southwest have added traffic pressures on Burlington Pike Road (KY 18), which is congested at the I-75 interchange during commuter rush hours. Aero Parkway and Ted Bushelman Boulevard were opened in October 2012 to help alleviate this congestion. Another potential land use in this area is expansion of the light industrial, warehouse, and business park developments to the east.
2.10.3.3. South Support Area (C) The 2025 Airport Master Plan Update designated the South Support Area at the south end of the airfield and west of the current DHL facilities as a Support Area. The location and continued growth of DHL’s operations makes this area suitable to provide airfield and landside access. In addition, its on-airport interior location creates no surrounding land use compatibility issues should aviation-related support facilities be located in this area in the future.
2.10.3.4. Southwest Development Area (D) The 2025 CVG Master Plan Update identified the Southwest Development Area as a Support Area, noting that the area would be ideal area for providing areas as a Foreign Trade Zone (FTZ). The Boone County 2030 Future Land Use Map indicates this area is to be surrounded by predominately industrial land uses, which would likely be compatible with either support or FTZ facilities.
Portions of the Southwest Development Area are along the extended runway centerline for Runway 18R/36L, limiting the development potential for those areas closest to the Runway. Currently, vehicle access and utilities to this area are very limited.
2.10.3.5. East Collateral Development Area (E) The 2025 CVG Master Plan Update identified portions of the area east of Runway 18L/36R as a Collateral Development Area, and the 2025 Master indicates that future freight forwarding facilities were planned for this area.
The Boone County 2030 Future Land Use Map indicates that the planned surrounding land uses for this area are primarily industrial and business park uses. These uses would likely be compatible for development similar to freight forwarder, airline support, and airport support facilities. Additionally, the OKI Transportation Plan indicates that major widening of both Donaldson Road and Mineola Pike are planned prior to 2030. This would improve access to the east side of the Airport, but might reduce some of the developable areas.
2.10.3.6. West Support Area (F) The West Support Area is located between Runway 18R/36L and Runway 18C/36C. This area is designated on the current FAA-Approved ALP as a General Development Area to include future de-icing facilities. Because of this area’s location on the airfield, it should likely be reserved for airfield, airport, and terminal area support facilities.
2.10.3.7. Northwest Support Area (G) This development area between Runway 18R and the long-term public parking lot is adjacent to the airport maintenance facilities and long-term public parking. The 2025 CVG Master Plan
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Update identified this area for support facilities and, more specifically, designated it to be a future location for rental car storage and maintenance. It could support a variety of functions to support the Airport.
The Boone County 2030 Future Land Use Map shows a mix of industrial, business park, commercial, and residential uses surrounding this area.
The location is close proximity to I-275, which may be attractive to commercial/industrial type businesses. However, it is one of the few remaining undeveloped areas on the north side of the airfield, but south of I-275 in proximity to the terminal area. Therefore, it is also an area to which terminal support facilities could easily expand and remain accessible to both passengers and employees at CVG.
2.10.3.8. North Terminal Support Area (H) The North Terminal Support Area is located east of the approach end of Runway 18C and west of the long-term parking lot. The 2025 CVG Master Plan Update identified this area for support facilities and, more specifically, designated this area as the taxi staging area.
The location of this area causes few, if any, conflicts with surrounding land uses. Similar to the Northwest Support Area, this is an area to which terminal support facilities could easily expand and remain accessible to terminal users.
2.11. ENVIRONMENTAL SETTING
2.11.1. SUMMARY It is important to establish an environmental baseline that identifies potential issues, so that reasonable and feasible development alternatives can be developed during the Master Plan process. Additionally, the data is necessary to allow the Kenton County Airport Board (KCAB) to identify potential environmental considerations that may influence selection of the preferred development alternative.
Potential environmental effects of development projects must be addressed prior to approval (and any subsequent funding) of development by the FAA or other federal agencies. There are 18 categories of potential impact are stipulated by the National Environmental Policy Act (NEPA) for review and evaluation.
After review of the available environmental documentation, 12 environmental impact categories were identified as in need of careful consideration during the design or evaluation of development alternatives. These categories are:
• Air Quality • Fish, Wildlife and Plants, including Federally-listed Endangered and Threatened Species • Compatible Land Use • Construction Impacts • Section 4(f) Resources • Floodplains
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• Historical, Architectural, Archaeological and Cultural Resources • Light Emissions and Visual Impacts • Noise • Secondary (Induced) Impacts • Water Quality • Wetlands Categories under which no significant impacts would be anticipated include:
• Coastal Resources • Natural Resources and Energy Supply • Socioeconomic Impacts, Environmental Justice and Children’s Environmental Health and Safety Risks • Farmlands • Hazardous Materials, Pollution Prevention and Solid Waste • Wild and Scenic Rivers While each impact category has varying levels of potential impacts, every category will have to be re-evaluated for each project or group of projects prior to implementation of any elements of the preferred development alternative.
2.11.2. CATEGORIES OF POTENTIAL ENVIRONMENTAL CONCERN
2.11.2.1. Air Quality CVG is located in a nonattainment area for fine particulate matter (PM2.5) emissions and a maintenance area for ozone (O3). The Commonwealth of Kentucky is not listed in the FAA Air Quality Procedures for Civilian Airports and Air Force Bases, Appendix J, State Indirect Source Review Regulations.
All proposed development projects would be reviewed to determine the need for and scope of an air quality analysis to assess potential effects of proposed development.
2.11.2.2. Biotic Resources The land that encompasses CVG consists of several forested and non-forested areas that contain biotic communities of which should be identified when planning for future development. Previous studies have identified eleven (11) vegetation communities on or near airport property. These communities include:
• Mixed deciduous forest • Upland secondary deciduous forest • Beech-maple forest • Old field-pasture • Scrub/shrub
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• Urban-industrial-residential • Agricultural land • Palustrine broad-leaved deciduous forest wetlands • Palustrine scrub/shrub wetlands • Palustrine emergent wetlands • Open water Proposed development that would impact forested areas could result in a loss of wildlife habitat and may require mitigation. All proposed development projects would be reviewed to determine if there are potential impacts under this category. Compatible Land Use
2.11.2.3. Compatible Land Use The FAA requires satisfactory assurances that appropriate action, including the adoption of zoning laws, has been or will be taken to restrict, to the extent reasonable, the use of land adjacent to or in the immediate vicinity of the airport to activities and purposes compatible with normal airport operations.
A. County Land Use and Zoning Boone County is responsible for the management of growth and development in the immediate vicinity of CVG. A cooperative effort between Boone County and CVG assures that aircraft flight routes are coordinated to avoid noise impacts on existing and future residential areas and public land uses. This is accomplished through zoning regulations in unincorporated Boone County as well as the land use element of the Boone County Comprehensive Plan.
The Boone County comprehensive plan outlines the County’s 2030 Future Land Use Map, which incorporates the 2010 65 DNL and 70 DNL Noise Contours in order to properly plan for compatible land uses around CVG, as shown in Figure 2 - 34. The Future Land Use Map indicates significant Business Park and Commercial land uses directly north of the Airport. This area also includes some Suburban Density Residential areas, but those areas lie outside of the 65 DNL contour. The east side of the Airport is dominated by Industrial, Business Park and Commercial land uses with a small portion directly southeast of the airport remaining a Rural Density Residential area in 2030. Immediately south of the Airport are Industrial and Commercial land uses, while extensive Suburban Density Residential and Urban Density Residential uses exist further to the south, but beyond the 65 DNL noise contour. Directly west of CVG also exists extensive Suburban Density Residential land uses, however, a majority of the areas within the 65 and 70 DNL noise contour will be set aside for Industrial, Business Park and Recreational land uses through 2030.
B. Regional Land Use Planning From a regional perspective, the Ohio – Kentucky - Indiana (OKI) Regional Council of Governments provides broader policies and recommendations to local governments for the implementation of local land use and transportation plans. OKI has no authority, but does allow for regional leaders to coordinate the best use of each local area’s assets.
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Figure 2 - 34: Boone County 2030 Future Land Use Map
Source: Boone County Planning Commission, 2011
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In 2005 OKI put in to place the Strategic Regional Policy Plan. The Plan contains an overall 20- year vision for regional vitality, sustainability, and competitiveness, focusing on the land use– transportation connection. Six subject areas are addressed within the Plan and include: transportation, land use, public facilities and services, natural systems, economic development, and housing. The Plan recommends land use strategies, but the final decision on land use is left to each local government.
The Plan was being updated at the time of this study, within which new land use and transportation planning recommendations for the area surrounding CVG will be incorporated.
2.11.2.4. Construction Impacts On-airport construction projects typically occur during both daytime and nighttime hours. The location on airport property of each unique project, its duration and the time-of-day in which a majority of the construction activities take place, all impact the noise levels, air quality impacts, water quality impacts and local traffic pattern impacts experienced by surrounding land uses. The associated impacts resulting from construction activities should be identified for each development activity. Given CVG’s location within a populated area, some level of impact to surrounding neighborhoods may be expected as a natural result of construction; however, the occurrence of significant impacts would need to be mitigated through proper project and construction planning.
2.11.2.5. Section 4(f) Resources On-airport development has the potential to affect publicly-owned land, otherwise known as Section 4(f) lands.6 The resources subject to this section include publicly-owned land of a park, recreational area, or wildlife and waterfowl refuge of national, state, or local significance or land of a historic site of national, state, or local significance. Evaluation of this impact category generally begins with consultation with the State Historic Preservation Office.
Future projects will be assessed to ensure that there are no feasible and prudent alternatives before directly impacting Section 4(f) resources. If no feasible and prudent alternatives exist, mitigation can be discussed with the state and federal agencies governing this area of impact.
2.11.2.6. Federally-listed Endangered and Threatened Species Previous studies and correspondence with the U.S. Fish and Wildlife Service indicates the potential for two (2) federally listed species to occur within the boundaries of CVG. Those species are the Running Buffalo Clover (Trifolium stoloniferum) and the Indiana Bat (Myotis sodalist).
The most recent documented results of an Indiana Bat survey were those from a survey conducted in August, 2009. While the occurrence of the Indiana Bat was not observed, the results of the survey were only valid until March 31, 2011. Therefore, any future airport development that may affect the potential Indiana Bat habitat may require further on-site environmental analysis and surveys.
During the previous Master Plan Update, consultation with the Kentucky State Nature Preserves Commission (KSNPC) was conducted. The KSNPC data concluded that the Airport also
6 Section 4(f) of the Department of Transportation Act of 1966 has been recodified as 49 USC 303(c), however, this section continues to be commonly referred to as “Section 4(f)”.
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contains habitat for two species of special concern; these are the upland sandpiper (Bartramia longicanda) and the savannah sparrow (Passerculus sandwichensis). However, field surveys would be required prior to the implementation of any individual project in order to verify this assumption.
2.11.2.7. Floodplains To meet Executive Order 11988, Floodplains, and the U.S. Department of Transportation (DOT) Order 5650.2, Floodplain Management and Protection, all airport development actions must avoid significant impacts to floodplains, if a practicable alternative exists. As depicted in Figure 2 - 35: FEMA 100-Year Floodplain Locations, a number of 100-year floodplains, portions of larger creeks and tributaries, exist on the northwestern and southern areas of Airport property.
Alternatives to avoid significant impacts to floodplains may include improving the floodplain to maintain stormwater conveyance. For example, the Runway 18R/36L project impacted Gunpowder Creek, however the design incorporated two box culverts and channel improvements to allow for stream continuity which insured no significant impacts to the 100-year floodplain in that area.
2.11.2.8. Historical and Archaeological Resources Previous historical and archaeological survey documentation of CVG and the surrounding area indicates the existence of Historic and Archaeological resources on or adjacent to Airport property. These include:
• Two (2) Archaeological Sites Site 15Be279 – Gray and Pape, 1982, sewer lines • Site 15Be11 – a prehistoric mound, located within the employee parking lot • 20 Historic Cemeteries • Three (3) National Register Historic Places (NRHP) Structures • Five (5) Structures Potentially Eligible for NRHP Cemeteries and NRHP sites are depicted in Figure 2- 36.
Projects in the vicinity of these resources should be evaluated with regard to the resources, to minimize impacts or determine the extent of impacts if alternatives for development are not practicable.
2.11.2.9. Light Emissions and Visual Effects- Airport-related lighting facilities and activities could visually affect surrounding residents and other nearby light-sensitive areas such as homes, parks or recreational areas. Visual effects deal broadly with the extent to which airport development contrasts with the existing environment, architecture, historic or cultural setting, or land use planning.
While a majority of airport land is surrounded by compatible land uses that are typically not affected by airport light emissions and/or the aesthetics of airport property, the construction of airfield features or large developments may affect surrounding neighborhoods. Design features such as light shielding and retention of forested buffers can be used to eliminate or minimize impacts.
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Figure 2 - 35: FEMA 100-Year Floodplain Locations
Source: Federal Emergency Management Agency (FEMA), December, 2011
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Figure 2- 36: Cemeteries and NRHP Sites
Source: U.S. National Park Service, ESRI, 2011
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2.11.2.10. Noise The KCAB prepared a FAR Part 150 Study Update for CVG beginning in 2003, and for which the FAA issued the Record of Approval in April 2008. This was an update of the previous FAR Part 150 Study completed in 1999. Driving factors in the update were:
• Increase in Delta Air Lines and Comair flights during the 10:00 p.m. to midnight time period • The relocation of DHL/Airborne Express nighttime cargo operations from CVG • Continued growth in the use of regional jets The FAR Part 150 Update developed Noise Exposure Maps (NEMs) for a future year of 2011, using factors and industry trends forecasted at that time. The noise contours generated in the Study were superimposed onto the local land use map to show areas of incompatible land use. The updated Noise Compatibility Program (NCP) for the Airport and surrounding areas is composed of recommended operational, land use, and program management measures to abate noise exposure, mitigate the effects of noise on incompatible land uses, and to amend local land use controls to maintain compatible land use with future development.
The future noise contours are depicted by the dashed black and yellow lines in Figure 2 - 34: Boone County 2030 Future Land Use Map, and on Figure 2 - 37: Future (2011) Noise Exposure Map\Noise Compatibility Program, from the FAR Part 150 Study Update.
2.11.2.11. Water Quality The FAA notes that construction activities or seasonal airport anti-icing/de-icing activities are primary concerns related to an airport’s effect on local water quality.
To control de-icing fluid runoff, maintain healthy streams and meet water quality standards, CVG has constructed a comprehensive de-icing fluid collection system. The system consists of de-icing pads, trench drains, pipes, diversion valves and storage tanks for recycling the spent fluid. The system is capable of separating the de-icing fluid from storm water via system of diversion valves, pump stations and storage tanks.
CVG has implemented a Storm Water Best Management Practices Plan (SWBMPP) that minimizes stormwater pollution, provides for continuous employee training and ensures on- going analysis of factors influencing stormwater effluent quantity. The plan addresses the following:
• De-icing and anti-icing activities and improvements • Collection and treatment improvements • Spill and bypass reporting procedures • Material handling practices • Erosion and sediment control procedures for all applicable construction activities
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Figure 2 - 37: Future (2011) Noise Exposure Map\Noise Compatibility Program
Source: FAR Part 150 Study for Cincinnati/Northern Kentucky International Airport, Landrum & Brown, 2008.
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Additionally, the Airport has developed a Groundwater Protection Plan (GPP) for the purpose of developing Best Management Practices for the protection of groundwater resources. The KCAB is responsible for continuously updating and modifying Permits, the SWBMPP and GPP as required by the Commonwealth of Kentucky Division of Water to efficiently manage any projected increase in residual runoff and minimize impacts as a result of future airport development.
2.11.2.12. Wetlands Section 404 of the Clean Water Act (CWA) governs the dredging and filling of navigable waters of the U.S. The term, “navigable waters of the U.S.” includes wetlands connected or adjacent to navigable waters of the U.S, or jurisdictional wetlands.
CVG airport property encompasses several areas that are considered wetlands, as shown in Figure 2- 38. The quality and character of the various areas of wetlands varies.
Non-jurisdictional wetlands do not involve navigable waters and dredge and fill activities in these wetlands do not require U.S. Army Corps of Engineers (Corps) approvals, but these wetlands are natural resources FAA must assess under NEPA.
Coordination and consultation shall be conducted with the U.S. Army Corps of Engineers and the Kentucky Division of Water should any impacts to wetland areas be expected as a result of future airport development.
2.11.2.13. Sources The data and information for this section were gathered from the following technical sources:
Boone County Planning Commission, 2005 Boone County Comprehensive Plan, 2005
Federal Aviation Administration, Final Environmental Impact Statement, Cincinnati/Northern Kentucky International Airport, 2001
Federal Aviation Administration, Finding of No Significant Impact, Proposed Commercial Development at Cincinnati/Northern Kentucky International Airport, 2010
Federal Aviation Administration, Environmental Evaluation (Categorical Exclusion) for Airport Development Projects, 2009
Federal Aviation Administration, Short Form Environmental Assessment for the DHL Facilities Expansion, 2011
Landrum and Brown, Cincinnati/Northern Kentucky International Airport, 2025 Airport Master Plan Update, 2007
Ohio-Kentucky-Indiana Regional Council of Governments, Boone County Transportation Plan 2030, 2005
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Figure 2- 38: National Wetland Inventory of the CVG Vicinity
Source: U.S. Fish and Wildlife Service, National Wetlands Inventory, 2011
2.12. SUSTAINABILITY CVG, through its operator, the KCAB, is committed to implementing sustainability practices at the airport. As environmental concerns continue to grow, airports nationwide are looking for ways to reduce their impact and on the natural environment and carbon footprint.
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2.12.1. FAA GUIDANCE In 2010, the FAA introduced the Sustainable Master Plan Pilot Program. The intent of this program was to make sustainability a core objective in airport planning. General guidance was issued to enable airports to develop consistent but customized master plan documents incorporating the elements of sustainability either as a standalone document (Sustainability Management Plan) or part of a larger airport master plan. That guidance was used as a framework in the development of this master plan document.
2.12.2. SUSTAINABILITY AT CVG Sustainable practices are currently being implemented in many ways at the airport. The airport has been engaged in long-term environmental programs focused on reducing negative impacts on the environment, and meeting regulatory requirements. KCAB has focused its sustainability efforts in the following eight areas;
• Materials Management • Energy Conservation • Water Conservation • Biodiversity • Emissions, Effluents and Waste • Products and Services • Environmental Compliance • Fleet Transportation The eight categories are in alignment with those most common to the FAA Pilot Program and also with the Global Reporting Initiative (GRI) environmental aspects, which are used by several of the pilot program and foreign airports in reporting on their sustainability actions. These categories will be used to discuss and identify sustainability performance. For each category, airport staff has identified specific actions that have either been completed or are in progress. These actions form the baseline for sustainability activities at the Airport.
2.12.2.1. Materials Management The airport operates a robust recycling program focusing primarily on the recycling of aluminum cans, paper products and light bulbs both at airport terminals and within airport owned buildings. KCAB will continue to operate this program and will seek ways to increase both the type of materials to recycle as well as the amount of materials being recycled.
• When feasible on airfield work, the Airport recycles old concrete and asphalt, grinding the materials up and storing them on site for use in other projects. • Purchasing materials for use at or on airport properties, KCAB will choose an environmentally preferable material whenever possible.
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2.12.2.2. Energy Conservation The airport continues to explore and implement energy conservation projects when possible and feasible, with the goal of reducing overall energy demand at the airport and improving energy efficiency. Current and future examples include:
• Turning off runway lights for runways not in use during daylight hours • Lighting retrofits in the short term parking garage, which reduced energy consumption by 48% for the area • Lighting retrofit for the Wall of Flags to replace lamps with LED luminaires • Lighting retrofit in Field Maintenance Garage to reduce energy consumption of overhead lighting • Turned off escalators, lighting and modified temperature settings for facilities and areas no longer in use • Shut down 50% of street pole lamps (every other lamp) on Loomis Road and Wendell Ford Boulevard.
KCAB will continue to implement energy conservation projects and encourage new development and renovations, such as Concourse A, that are energy efficient.
2.12.2.3. Water Protection and Conservation KCAB recognizes the importance of maintaining a clean and healthy watershed and has been actively involved with the local stream and wetland mitigation efforts. KCAB will continue to support this effort and seek ways to stay engaged with community watershed initiatives. Resent actions in support of conservation include:
• Stream mitigation at Walton Park • Purchase of a conservation easement on part of Gunpowder Creek • Provided funding to the conservancy for dedicated reforestation and forest preservation • Completed a wetlands mitigation project on property west of the Airport allowing Boone county to construct the England/Idlewild Park
The airport also seeks to maximize water efficiency within its buildings and reduce potable water consumption site-wide. KCAB will continue to identify opportunities to minimize water use in all of its locations including fixture upgrades, water reclamation opportunities, water efficient landscape techniques and water recycling at car wash facilities.
2.12.2.4. Biodiversity KCAB’s strategy towards biodiversity is a combination of aeronautical safety, prevention, management and remediation of damage to natural habitats incurred by airport operations. Stream mitigation, conservation easements and funds for the conservancy also support biodiversity improvements. The airport will continue to comply with state and federal policies
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and procedures regarding wildlife management and buffer areas at airports while seeking ways to protect the ecosystems on airport property.
KCAB will continually monitor for the presence of endangered or threatened species onsite. If a species is identified, it will be handled in accordance with developed protocols.
2.12.2.5. Emissions, Effluents and Waste KCAB recognizes the importance of maintaining clean air and water through reductions in emissions, effluents and waste. Air emission reduction actions include:
• Retrofitting of Terminal 2 jet bridges with electrification and new pre-conditioned air units. • Addition of hybrid vehicles to the Airport’s maintenance fleet • Use of bio-diesel for large mowing vehicles. • Mowers with larger decks were purchased to reduce mowing time and the associated air emissions. In addition to air emissions, KCAB is committed to reducing effluents and waste stream pollution from the site. KCAB has:
• Implemented waste oil and light bulb recycling and programs to reduce the amounts of those materials in the waste stream. • Initiated other recycling programs for aluminum cans and paper. • Collected used cooking grease from CVG’s restaurants which is recycled into bio- diesel for use in airfield mowers. KCAB spent over $50 million to install Environmental Systems on the airport to eliminate the effluent from the de-icing process. As a result of this effort, water quality in the nearby Gunpowder and Elijah Creeks has been significantly improved.
2.12.2.6. Products and Services KCAB will continue to promote the use of environmentally and socially responsible products in all of its operations. KCAB Field Maintenance has switched to latex paint from oil-base paint for airfield markings, and now uses Pave Pro Green, a more eco-friendly product, to clean blacktop tools.
2.12.2.7. Environmental Compliance Airports face a wide array of environmental compliance requirements which if not managed, can delay capital project implementation, adversely affect community relations and the airports image, and cause the airport a significant amount of monetary penalties. KCAB maintains compliance with all applicable federal, state and local environmental regulations and will continue to be proactive in implementing compliance initiatives.
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2.12.2.8. Fleet Transportation A key component to reducing air impacts from aviation operations is the introduction of alternative fuel vehicles (AFVs). As feasible, KCAB will integrate hybrid or AFVs into its fleet and ground service equipment to be used by airport staff on airport property.
2.12.2.9. Stakeholder Awareness and Community Outreach KCAB maintains a number of outreach efforts that involve the community. These include:
• Working with municipalities to prevent incompatible land uses and zoning • Established stakeholder groups which inform and educate members about the Airport, its functions and operations • Offers educational opportunities such as airport tours to local schools and civic groups • Maintains an Aviation Noise Abatement Committee, originally established in 1992, to help respond to noise concerns in surrounding communities and improve community relations • Through the FAR Part 150 Noise Compatibility Program, the Airport developed and implemented noise abatement procedures to minimize aircraft noise over more densely populated areas. Subsequently, they installed a flight tracking system (ANOMS) to help ensure that noise abatement procedures were being followed and to be able to report results to the community • Also through the Part 150 Program, the Airport has expended more than $60 million for acquisition, purchase assurance and sound insulation of homes and schools around the airport to reduce noise impacts for non-compatible land uses • Uses the CVG website to explain environmental initiatives and sustainable practices. Figure 2 - 39 shows the environmental page from the website. Through outreach initiatives such as the Airport’s website, briefings to the Technical Advisory Committee, the Leadership Circle and other stakeholder groups, the airport will keep its stakeholders informed of sustainability initiatives being performed. Additional meetings and engagements with the community will be done on an as-needed basis.
2-115 Airport Inventory June 2013
Cincinnati/Northern Kentucky International Airport 2035 Master Plan Update
Figure 2 - 39: CVG Website Environmental Page
Source: www.cvgairport.com/about/environment/index.html, December 2012
2-116 Airport Inventory June 2013