Introduction

JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington

1 INTRODUCTION

AIRPORT PLANNING STUDY PROGRAM

AIRPORT STUDY PURPOSE

The Jefferson County International Airport (JCIA) is owned and operated by the Port of Port Townsend (Port) and has been designated by Jefferson County as an Essential Public Facility in accordance with the provisions of the Washington State Growth Management Act. In 2001, the Port initiated a planning process, as specified in the Jefferson County Comprehensive Plan, to update the Master Plan for JCIA. This updated Master Plan, prepared in accordance with Federal Aviation Administration (FAA) requirements, the provisions of the Jefferson County Comprehensive Plan, and the Washington State Growth Management Act (GMA) provides direction and guidance regarding future airport development priorities. In the future, it will provide a foundation for a sub-area plan to be incorporated into the County Comprehensive Plan .

STUDY OBJECTIVES

The Airport Master Plan provides an objective look at future airport needs based on a comprehensive review of design considerations. In addition, the plan addresses several issues that will affect future development activities at the Airport including:

♦ Identification of current and future airport service levels. ♦ Existing airport facilities, equipment and operating conditions. ♦ Local and regional socio-economic characteristics, trends and development patterns. ♦ Forecast levels of aeronautical activity from current and potential users. ♦ Immediate and long-term airport facility requirements, and design alternatives. ♦ Preferred long-term airfield, terminal area and access development strategy. ♦ Industrial and commercial opportunities at the airport, and infrastructure needs. ♦ Coordination of land use controls to preserve and protect airport. ♦ Environmental consequences for proposed airport development. ♦ Estimated project costs associated with the development program. ♦ Identify operational and management needs to implement planning goals.

The Airport Master Plan identifies a schedule of needs that are consistent with current FAA design standards and airspace criteria and WSDOT Aviation Division aviation policy standards. The approved Airport Master Plan will enable the Port to plan and implement improvement projects in a coordinated fashion and apply for airport development grants for eligible items depicted on the updated JCIA Layout Plan (ALP) drawings. In addition, the Airport Master Plan identifies the location and extent of airport improvements. This will promote more effective long- range planning, programming, and budgeting throughout the community, facilitate the review INTRODUCTION Page 1 - 1 H:\business\Port of PT\documents\Chapter 1 Introduction.doc JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington and approval of subsequent development applications, and provide for orderly and timely development in a coordinated fashion.

Overall, the Airport Master Plan will provide the basis for an airport facility that is:

Safe, and developed in accordance with FAA/WSDOT design standards; Economically viable and self-sustaining; Consistent with local, regional, state, and national goals and policies.

STUDY GOALS

As identified by the Port and the FAA, other important actions and special considerations to be performed as part of the JCIA Master Plan Update include:

¾ Identify, through an initial site selection process, areas to accommodate short and long-term hangar development to accommodate various-sized general aviation aircraft based at the airport.

¾ Examine a new connecting taxiway between the existing apron/ramp and the runway to provide more convenient maneuvering to the Runway 27 end, and to allow for expansion and promotion of further development of additional terminal facilities.

¾ Improve paved access, circulation, and parking for more favorable roadway access between terminal area (hangars) and Highway 20.

¾ Assess existing terminal area facilities, based on aviation dependent-related businesses and non-related aviation businesses at the airport. This will assist in developing a site plan for the “best use” of the core terminal area facilities, including T-hangars, auto parking, construction of a new terminal building and transfer of the restaurant from the present building.

¾ Develop a phased re-development plan that accommodates future pilot/passenger, air carrier, tenant, and patron needs.

¾ Further determine the future airport land requirements for general aviation expansion, on-airport commercial expansion, and land use compatibility. Identify existing and future on-airport areas available for commercial-related development, including roadway access and possible airfield access.

¾ Identify the potential for non-aviation light industrial development, including recommendations on policies, procedures, and improvements required in to generate additional net revenues to the Airport.

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¾ Provide an opportunity for a fair system of user charges that distribute the burden of capital investment, operation, and maintenance equitably between direct users and indirect beneficiaries of the system.

¾ Avoid potential adverse impacts on environmentally sensitive areas and utility corridors by the delineation of wetlands and easements and through the selection of no and low impact design alternatives.

¾ Develop the Airport in accordance with the provisions of the Washington State and National Environmental Policy Acts (SEPA/NEPA). Provide an Airport Land Use Compatibility Program as related to 1) airport noise contours, 2) FAR Part 77 criteria and 3) safety zones in conformance with Federal and State WSDOT Policy and Washington State Growth Management Act.

¾ Develop an airport overlay zone and ordinance, based on accepted FAA standards, in accordance with the 1998 Jefferson County Comprehensive Plan, and as dictated by local concerns and compatibility issues.

¾ Obtain information on the height of structures on and in the vicinity of the Airport to determine obstructions to air navigation, in order to determine feasibility of establishing an instrument approach procedure based on GPS/WAAS. Coordinate with FAA Flight Procedures Office with respect to the type and configuration of approach, possible future minimums, and level of surveyed accuracy required on the Airport Layout Plans.

PLANNING STUDY AGREEMENT

In 2001 the Port of Port Townsend entered into an agreement with Bucher, Willis and Ratliff Corporation (BWR) for the preparation of the Airport Master Plan Update. This master planning process is funded through a 90 percent grant by the FAA through the Airport Improvement Program (AIP), the source of which is the Airport and Airway Trust Fund. The remaining 10 percent is funded by local matching funds.

AIRPORT STUDY PHASES AND DOCUMENTATION

Table 1.1 identifies each element and major task associated with the JCIA Master Plan Update. The study is conducted in six (6) stages. This gives participants the opportunity to comment on the findings of the study and development priorities. Additionally, this process is used to educate the public on general aviation and the land use issues regarding airport needs. The coordination and participation program is aimed at encouraging public awareness of the airport planning and development process, and the benefits and costs associated with airport improvements.

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AIRPORT COMMITTEES

The Port of Port Townsend established two airport advisory committees, to assist in the updating of this Airport Master Plan and to facilitate coordination of airport planning tasks at the local and County levels. Both committees were comprised of local government officials, aviation users, and interested citizens and business community representatives, and served the following roles:

The Airport Review Committee (ARC) was dedicated to the technical review of the airport master plan, as specifically related to the need for airport facility improvements, site and land use planning, and airport funding and economic considerations.

The Community Review Committee (CRC) focused on the review and implementation of the land use compatibility component of the Airport Master Plan Update, including recommended regulations to protect and preserve the JCIA, such as safety areas, noise, and the height of structures on and adjacent to the airport facility.

Input provided by the Committees received the full consideration of the Consultant and Port staff, and was incorporated into the documented findings. Overall, the role of the Advisory Committees was to:

♦ To provide a forum by which individuals, public interest groups, and civic organizations desiring to be identified with the social and economic progress of the region could participate in the airport planning process;

♦ To review, respond to, and disseminate information for each stage of the airport study;

♦ To provide input regarding airport development priorities;

♦ To recommend a “preferred” course of action for future airport developments.

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Table 1.1 Proposed Planning Program Airport Master Plan Update, Port of Port Townsend Jefferson County International Airport

STAGE 1 – Airport Data Element 1 Project Formulation / Notify Airport Committees Collection/Inventory y “Kick-Off” Meeting Working Papers #1 & 2 Physical Airport Site Investigation / Airport Facilities Interview Airport Users / Tenants / Business Users Based Aircraft / Operational Activity / Aircraft Mix Review Airport Data / Ordinances / Agreements Regional Community Assessment / Growth Profile

Element 2 Forecast of Aviation Demand Elements Sponsor & FAA Review / y Planning Meeting

Element 3 Airport Capacity Analysis STAGE 1 – Airport Facility Requirements Element 4 Identification of Required Facilities by Phase Working Paper #3 Evaluation of Airfield and Terminal Area Alternatives Alternatives Analysis Conceptual Airport Drawing Sponsor & FAA Review / y Planning Meeting

Element 5 Evaluation of Airfield and Terminal Area Alternatives STAGE 2 – Airport Alternatives Element 6 Recommended Alternatives Analysis Working Papers #4 & 5 Conceptual Airport Drawing Sponsor & FAA Review / y Planning Meeting

Element 7 Environmental Analysis / Agency Coordination STAGE 3 – Environmental Analysis Airport Noise Modeling Working Paper #6 Environmental Consequences / Mitigation Sponsor & FAA Review y Planning Meeting

STAGE 4 – Airport Plans Element 8 Prepare Airport Layout Plan (ALP) Drawing Set

Element 9 Schedule and Phasing of Improvement / Costs STAGE 5 – Airport Execution Plan Element 10 Funding Sources and Lease Rate Structure Working Paper #7 Airport Financing Program / Management Plan Sponsor & FAA Review

STAGE 6 – Final Report/Documentation Element 11 Deliverables / Final Airport Meetings: Final Draft Report / ALP Final Report / ALP y Planning Meeting y Planning Meeting Preparation of the plan will be accomplished in a manner consistent with applicable FAA guidelines.

Source: BWR, Scope of Services Planning Agreement, July 2001.

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2 AIRPORT INVENTORY

INTRODUCTION

The inventory, as the initial step in the airport-planning program, is a systematic data collection process that provides an understanding of past and present aviation factors at Jefferson County International Airport. A comprehensive inventory is used to form the basis for airport recommendations throughout the Airport Master Plan study, as inclusive of the following major inventory tasks:

¾ An on-site inspection (conducted by the Consultant in October 2001) and inventory of airport facilities, equipment, and services to assess existing physical conditions, including the identification of both on and off-airport land uses and the heights of objects for airspace purposes;

¾ Discussions with Port officials and local-area representatives regarding recent airport trends, operational activity, and level of service;

¾ The collection of airport activity data, project records, and aeronautical background information; a review of historical airport information, previous airport layout plans, maps, charts, and photographs of airport facilities including a record search and review of local airport-related ordinances, policies, operating standards and lease agreements;

¾ The collection of State, Regional, County, City, and Port information to understand regional economic conditions, airport development patterns, and land use planning, including visits to surrounding airports to determine airport service area characteristics;

¾ A review of Port and County comprehensive planning policies and regulations to understand land use conditions related to aviation and commercial activities including current and planned on and off-airport land use development and property information, surrounding land use patterns, existing and proposed transportation developments, infrastructure, and utilities.

¾ The collection of regional climatic information, including predominate winds, cloud and visibility conditions and precipitation levels;

¾ The distribution of Airport Surveys to local-area pilots, aircraft owners and businesses to obtain general attitudes and identify facility needs, including follow-up phone interviews with key users, patrons and interested residents.

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AIRPORT CHARACTERISTICS

AIRPORT LOCATION AND ACCESS

Jefferson County, which occupies 1,809 square miles on the Olympic Peninsula, is located in the northwest region of Washington State. The City of Port Townsend, which serves as the county seat of Jefferson County, is situated in the northeastern portion of the County. The Jefferson County International Airport (JCIA) is located on the Quimper Peninsula 5 miles south of the Port Townsend Central Business District. The Airport is adjacent to State Highway 19, as well as Highway 20, with primary access gained from Highway 19.

GEOGRAPHICAL LOCATION / AIRPORT AREA LOCATION

HWY 19

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AIRPORT CLASSIFICATION

The FAA National Plan of Integrated Airport Systems (NPIAS) 1998-2002 identifies the Airport as a general aviation facility. Based on the application of airport design criteria from FAA Advisory Circular 150/5300-13, Change #7, Airport Design, and as identified in the WSDOT State Aviation System Plan (WSASP), the Airport has an Airport Reference Code (ARC) of B-I.

By function and service level role, this classification of facility is designed to accommodate 95 percent of the small general aviation fleet (aircraft less than 12,500 lbs.), which includes all single- engine planes (1 to 6 seats) and most small twin piston-engine planes (2 to 10 seats) that are used predominately for business and air taxi operations. From a design standpoint, this category of airport is intended to serve small airplanes with wingspans not exceeding 49 feet.

ESSENTIAL PUBLIC FACILITY DESIGNATION

The JCIA has been designated by Jefferson County as an Essential Public Facility in accordance with the provisions of the Washington State Growth Management Act and the Jefferson County Comprehensive Plan. This designation reflects the critical role that the airport plays in providing transportation services necessary to the public health and safety, as well as in supporting job generating economic development activities. The Airport provides an invaluable alternative to surface routes for emergency medical transports and services, the shipment of goods and materials, as well as access by local property owners, business travelers, and tourists. In addition, given the relatively isolated nature of the County, JCIA is a valuable community resource during unplanned and planned road closures, such as the planned closure of the Hood Canal Bridge in 2006 for extensive repairs.

AIRPORT OWNERSHIP AND MANAGEMENT

The Jefferson County International Airport is a general use public aviation airport owned and operated by the Port of Port Townsend, a special purpose district governed by an elected Board of Commissioners. The Port is authorized under the laws of Washington State and to promote economic development activities throughout the County and, in accordance with FAA Guidelines, to operate the airport as a self-supporting enterprise.

Port Administration: The Port’s powers are vested in an elected Board of Commissioners. The Port Commission is the Port District’s policy-making body responsible for making policies and decisions on matters pertaining to its facilities, including the Airport. The Board of Commissioners appoints the Executive Director of the Port who is responsible for implementing Port policies.

Airport Administration, Management, and Operations: The Executive Director coordinates and directs all administrative and contractual functions, including the preparation of an annual budget, the overall coordination and project management of major improvement projects, lease negotiations and agreements, community involvement, and public relations. Operation of the Jefferson County International Airport is conducted under the direction of the Executive Director by an appointed INVENTORY Page 2 - 3 H:\business\Port of PT\documents\Chapter 2 Inventory.doc JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington

Airport Manager. The Airport Manager is charged with the responsibility of overseeing the day-to-day operation, as well as all management functions of JCIA.

AIRPORT SERVICES AND OPERATING CONDITIONS

Airport and aircraft provisions at JCIA include public and proprietary services for a variety of general aviation aircraft, including the accommodation of pilot, passenger and patron activities. The Airport operates from sunrise to sunset daily and on demand as requested, although the published hours of airport operation are from 9:00 a.m. to 9:00 p.m. As depicted in Table 2.1, the Port and its tenants provide the following services at the Airport.

Table 2.1 Airport Services Jefferson County International Airport Service Provider Services Offered Aviation fuel-100LL (automated), airport management, short Port of Port Townsend and long-term aircraft tie-down and hangar storage space Olympic Air Service Flight Instruction

Spruce Goose Café Restaurant, public telephone and restrooms

Tailspin Tommy’s Aircraft rental and major airframe and power plant repairs

Jefferson Transit Airport ground transportation

United States Customs Service (USCS) On-demand customs processing and inspections Scenic flights, aerial photography, cremated remains The Goodwin Aviation Co. scattering, FAA exams Peninsula Taxi Service Ground transportation services

Pennco Transportation Ground transportation services, shuttle service Note: The USCS does not have a duty station or personnel assigned to the Airport. With prior arrangements, USCS agents will meet arriving aircraft on the airfield to conduct inspection and/or processing for international flights/ arrivals.

Source: Physical airport site inspection, BWR Corporation, October 2001.

CURRENT AIRPORT ACTIVITY

Based on a review of FAA 5010 Airport Inspection Forms, surveys responses, and on-sight inspections, JCIA currently experiences an estimated 47,500 annual aircraft operations (takeoffs and/or landings) and hosts a total of 102 based aircraft including 96 fixed-wing single- engine and six (6) multi-engine aircraft. In addition to the 96 based single-engine aircraft, approximately five (5) aircraft are in restoration and are not airworthy. Therefore, the aircraft are not counted towards the total based aircraft figure.

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UNITED STATES CUSTOMS SERVICE (USCS) PORT OF ENTRY

As a Port of Entry into the United States, the JCIA is charged with the responsibility for processing passengers and all goods entering and exiting the U.S. The District/Port Code for the Airport is 3008 and is under the jurisdiction of the Northwest Great Plains Customs Management Center (CMC) located in Seattle, Washington.

HISTORICAL AIRPORT DEVELOPMENT

The Jefferson County International Airport was initially developed at the current site as an auxiliary military training field prior to World War II, at which time facilities consisted of an east-west turf runway and a common hangar building. During the 1940s, due to the inadequate transportation facilities on the Peninsula, the Airport was developed into a public-use transport facility capable of accommodating passenger and cargo aircraft. Based on recommendations by the Civil Aeronautics Authority, the Military indicated their willingness to transfer the airfield to an authorized local sponsor. Consequently, in 1947 Jefferson County acquired the Airport, and in 1959 the Airport was transferred to the Port of Port Townsend.

In March of 2003 the JCIA consisted of approximately 316 acres of land owned by the Port. This includes approximately 128 acres of the original military training facility and 188 acres that have been subsequently purchased with FAA and Port funds. It is important to note that property acquired and/or improved with FAA funds is limited to specific airport-related uses while property acquired or improved with Port funds may be utilized for a broader range of activities that directly or indirectly benefit airport operations.

AIRPORT DEVELOPMENT HISTORY

Table 2.2 provides an overview of the JCIA project development history, as accomplished through federal and state grant assistance. Throughout the Airport’s history, a total of $4,446,099 million in Federal and State funding has been expended on airport development projects.

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Table 2.2 Grant Assisted Airport Development Project History Jefferson County International Airport

Decade Airfield Project Description Total Cost

2000s 2002: Airport Master Plan Update and Environmental Assessment (EA). $150,000 1996: Construct general aviation tie-down apron; Construct six taxilanes and one $1,061,231 taxiway; Rehabilitate five taxilanes. 1992: Improve drainage. $264,648 1990s 1992: Conduct master plan update. $29,970 1990: Construct R/W 9-27 (3,000’ x 75’); Construct parallel T/W; Construct 2 $1,174,603 connecting T/W’s; Construct tie-down apron; Construct segmented circle; Relocate wind cone. 1989: Acquire land for approaches and development (Parcels 28-1A, 28-2A, 32-2, 32- $936,828 JA, 33-F, J3-3A, 33-5, 33-6, 33-7, 33-8A, 33-9, 33-10A, 34-3, JC-3A) including relocation assistance. 1980s 1988: Obstruction removal, R/W 7-25, including project formulation cost for ALP and $818,886 environmental assessment. Preparation of a site selection study for a new airport in the vicinity of Port $9,933 Townsend, Washington. Total $4,446,099

Note: Project costs reflect only eligible projects under the federal airport aid program(s), and do not include routine operational and maintenance costs assumed by the Port or private investors.

Source: FAA Grant Assurance Agreements, FAA Northwest Mountain Region, Seattle Airports District Office.

AIRFIELD/AIRSIDE FACILITY INVENTORY

Exhibit 2.1 depicts the existing airport facilities at JCIA. Table 2.3 describes the major airfield facilities and equipment along with a corresponding assessment of physical conditions based on an October 2001 physical airport site inspection.

GENERAL AIRFIELD INFORMATION

The published airport elevation is 107’ above mean sea level (estimated) and, according to FAA Form 5010, Airport Master Record, the geographic location of the Airport is 48° 03’ 17.33” north latitude and 122° 48’ 34.60” west longitude. The current magnetic declination for the JCIA location is 18° 48’ E (National Geophysical Data Center, 2001 - magnetic variation is approximately 7 minutes east per year).

Runway System

The airfield configuration consists of a single east-west paved Runway 9-27 (3,000’ x 75’) having an unrestricted takeoff and landing distance as per published aeronautical information. Runway 9-27 is a visual runway with basic visual marking and an estimated load bearing pavement strength of 12,500 pounds single wheel gear (SWG). According to the Washington State Pavement Management Program, the runway’s pavement

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received a Pavement Condition Index (PCI) rating of 85-Very Good. Runway 9-27 lighting systems include medium intensity runway edge lighting (MIRL-stake mounted), runway end identifier lights (REIL) on either runway end, and two box precision approach path indicators (PAPI) on both Runway 9 and 27. The Airport electrical system/electrical vault for airfield lighting is considered in good condition based on Port staff consultation. Power outages or interruptions have not been reported to be a frequent occurrence. The runway line-of-sight is unobstructed and is in compliance with airport design standards.

Taxiway System

Runway 9-27 is served by a full-length parallel taxiway system (25’ wide with 225’ runway to taxiway centerline separation), including one mid-field connector taxiway (35’ wide) and two entrance/exit taxiways equipped with outboard by-pass taxiway bays at the ends of Runway 9 and 27. Two connecting taxiways (25’ wide) provide terminal area access; one - a continuation of the exit taxiway - provides access to the east side of the main apron, and the other provides access to the west side of the apron and core hangar storage area. According to the Washington State Pavement Management Program, the full-parallel taxiway’s pavement received a Pavement Condition Index (PCI) rating of 97- Excellent. Blue omni-directional reflectors are used to distinguish the lateral boundary of the full-parallel taxiway. Runway hold-short lines are 125 feet from the runway centerline, identified with yellow pavement markings. According to FAA standards, however, the centerline of these should be 200 feet from the runway centerline. While this is not a major modification to FAA standards at the current time, re-design to meet standards is recommended in the Airport Improvement Program.

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Table 2.3 Existing Airfield Facilities and Condition Jefferson County International Airport Airfield Item Description and Size Condition

Runway Facilities & Equipment

RUNWAY 9-27 3,000’ x 75’ (asphaltic concrete) Good Runway Surface 12,500 pounds (sing wheel gear). Good True Runway Bearing 286.6° True (Source: ADAM Survey, 1990) Pavement Markings Visual-Basic (number, centerline striping) Good Runway Lighting Medium Intensity Runway Lighting (MIRL) - Pilot Control Good REIL – Rwy 9 & 27 – Pilot Control * Operational Visual Approach Aids PAPI-2 – Rwy 9 (PAPI-2L) & 27 (PAPI-2R) - Pilot Control Operational Taxiway Facilities & Equipment Full–parallel system to Runway 9-27 (25’) - 225’ offset (Asphalt) Good East entrance Taxiway “A-1” (25’) Good Parallel Taxiway “A” West entrance Taxiway “A-2” (25’) Good Taxiway by-pass areas (50’ x 100’ – 5,000 S.F.) Good Blue omni-directional reflectors Good Mid-field exit taxiway to 9-27 (35’) (Asphalt) Good Mid-Field Connector Mid-field connecting exit taxiway (25’) (Asphalt) Good Taxiway “B” Blue omni-directional reflectors Good Mid-Field Connector Exit taxiway to west-side apron & hangars (25’) (Asphalt) Good Taxiway “C” Blue omni-directional reflectors Good Additional Airfield Items

Airport Rotating Beacon Located in the northern terminal complex area. Operational Wind Indicator Lighted wind sock/ segmented circle; Located at runway mid- Good field NE of Taxiway A and B junction Airfield Signs Airfield signage plan in place Good Airport Electrical Vault Located SSW of Runway 9 threshold Operational

Source: Physical airport site inspection, BWR Corporation, October 2001.

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EXHIBIT 2.1: EXISTING AIRPORT DIAGRAM/ LAYOUT

Source: Aerial Photo, Jefferson County International Airport (0S9), Port of Port Townsend, WA

AIRPORT COMPLIANCE ISSUES

Based on prior airfield inspection from FAA Northwest Mountain Region and WSDOT Aviation Division, and a physical airport site inspection conducted by the Consultant in October 2001, several airport compliance issues of varying degrees of importance have been identified (per FAA AC 150/5300-13, Change 7, Airport Design), and are discussed in the following passages.

Runway/Airfield

No notable compliance issues were noted with regard to the airfield or runway facilities.

Taxiway System

Mid-field connector Taxiway ‘C’ was identified as having several issues with regard to safety area dimensions. Initially, the standard taxiway centerline to parallel taxilane

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centerline distance is 69 feet. However, the actual distance between Taxiway ‘C’ and the parallel taxilane is currently 55 feet.

Secondly, with regard to taxilane centerline to fixed or movable objects distances, the standard for an ARC B-I facility if 39.5 feet. Currently, however, these separation distances throughout much of the western T-hangar are 30 feet. Further, these distances affect the Taxilane Object Free Area (TOFA) dimensions in this area by reducing them from a standard 79 feet down to a mere 60 feet for aircraft passage and clearance.

Finally, according to the Washington State Airport System Plan (WSASP) Airport Data Condition Assessment Database the Taxiway Object Free Area dimensions for Taxiway ‘C’ is reported at an actual width of 68 feet rather than the required width of 89 feet.

Airport Safety Areas

Runway and taxiway safety areas (OFA/ RSA/ ROFZ) should be cleared of all objects with the exception of those frangible navigational aids required for airport operations and must be graded to prevent potentially hazardous ruts, rises in elevation, depressions, or other surface variations. Currently the Runway Object Free Area (OFA), Runway Safety Area (RSA), and Runway Obstacle Free Zone (ROFZ) for Runway 9 are encroached upon by a narrow unimproved airport access road that originates south of the airport property boundary. This road may require future closure and relocation around the affected areas of the runway end. Nonstandard Hold Short signs are located in the taxiway safety area. All signs should be mounted on low impact resistant supports of the lowest practical height with the frangible point no higher than 3” above grade.

FAR Part 77 Imaginary Airspace Surfaces

As depicted on the current FAR Part 77 Airspace Drawing, the imaginary airspace surfaces for the JCIA are significantly encroached upon by surrounding natural features including trees and hilly/mountainous terrain.

Initially, rising terrain penetrates the inner approach surface for Runway 27 by approximately 45 feet, while the same terrain features penetrate the FAR Part 77 indicating the horizontal and transitional conical surfaces by as much as 95 feet in confined areas to the north and northeast of the Airport. To the south, rising terrain penetrates the imaginary airspace surfaces to various degrees ranging from 5 feet to as much as 40 feet. Finally, west-northwest of the approach end of Runway 9, rising terrain features penetrate the imaginary airspace surfaces by approximately 30 feet.

Given the above information, it should be noted that these obstructions affect both the existing and future visual traffic pattern and approaches to the Airport. Currently, the Airport has in place published recommendations that aircraft operations utilize a standard right hand traffic pattern when departing from and arriving on Runway 9 and

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left hand traffic pattern when departing from and arriving on Runway 27. The traffic pattern recommendations direct aircraft away from the rising terrain in the vicinity.

The above referenced FAR Part 77 obstructions will be depicted on the FAR Part 77 Airport Airspace Drawing that will be completed during the latter phase of the Master Plan Update and will also be included in Chapter 9 - Airport Plan Drawings.

Airport Markings and Signage

Currently, runway holding position markings and signs are spaced 125 feet from the runway centerline. According to FAA design criteria, for ARC B-I facilities accommodating other than exclusively small aircraft, these marking need to be placed 200 feet from runway centerline. Distance To-Go signs adjacent to the primary runway require refurbishment and are recommended to be mounted on frangible mounts. Lastly, it is recommended that a directional signage plan be implemented in the near future as part of the airport phased capital development plan.

Airport Fencing and Security

At the present time, the airport property boundary, airfield including the Aviation Operations Area (AOA), and the airport terminal area complex are not protected by means of perimeter fencing to preclude access by unauthorized motor vehicles or local wildlife. In order to enhance the Airport’s safety and security, it is recommended that perimeter fencing be erected around the AOA, as well as the terminal area complex. With regard to the airport terminal area, electronic pass code access gates or fencing are recommended to provide ingress and egress form the terminal complex.

Water Runoff/ Stormwater Drainage

Storm water drainage basins are located adjacent to the runway, and full-parallel taxiway. At current, no notable compliance issues were noted with regard to the airfield or runway storm water runoff or drainage.

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TERMINAL AREA COMPLEX FACILITY INVENTORY

The terminal area, located on the north side of the airfield, consists of buildings and structures central to the operation, function, and promotion of the Airport. Terminal area facilities involve public and private-use facilities used for aviation as well as non-aviation-related commercial- purpose enterprises. The following are major terminal area/landside facilities:

¾ Administrative offices ¾ Aircraft maintenance/ storage hangar ¾ Aircraft storage hangars / tie-down areas ¾ Aircraft fuel storage facility ¾ Public automobile parking lot ¾ Airport access and roadways ¾ Airport utilities (power, water and sewer) ¾ Airport restaurant

The following is an aerial photo and discussion of the main terminal area complex components at Jefferson County International Airport.

Source: Existing airport terminal area complex; aerial photograph provided by the Port of Port Townsend, February 2002.

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AIRPORT TERMINAL BUILDING

The terminal area does not contain a central dedicated structure as would typically support specific airport operational/administrative functions and provide pilot and passenger processing and flight line activities for general aviation aircraft. At present, there are multiple structures that serve various user functions. The main terminal area structure is single story, ranch style building accommodating various administrative offices and floor space utilized by on-demand charter and aerial sightseeing businesses. In addition, a public restroom, as well as pay telephone service, is provided to transient aircraft and passengers for after hour arrivals and departures.

AIRCRAFT HANGARS

The past decade has seen a rapid expansion of newly developed aircraft hangar structures, particularly T-hangars, at JCIA. This rapid expansion has taken place primarily in the western portion of the terminal complex area, which includes the construction of six (6) additional T- hangars. Table 2.4 identifies aircraft hangars at JCIA by number, type, size, and estimated physical condition. Presently, the total available hangar area floor-space is approximately 47,100 square feet.

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Table 2.4 Airport Hangar Facilities/ Airfield Structures Jefferson County International Airport Hangar/ Physical Characteristics Building Physical Aircraft Spaces/ Hangars/ Tie-downs Dimensions/Area (S.F.) Number Condition Bays 1A T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

1B T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

1C T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

1D T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

1E T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

1F T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

1G T-Hangars (Portable) Fair 1 40’ x 30’/ 1,200 S.F.

2 Vacant Good Admin. Offices 2,000 S.F.

3 Spruce Goose Café Poor Restaurant 1,424 S.F.

4 T-Hangar Good 4 120’ x 70’/ 8,400 S.F.

5 T-Hangar Good 8 235’ x 30’/ 7,050 S.F.

6 T-Hangar Good 8 235’ x 30’/ 7,050 S.F.

7 T-Hangar Good 10 310’ x 35’/ 10,850 S.F.

8 T-Hangar Good 3 155’ x 35’/ 5,425 S.F. *T-Hangar/ 205’ x 50’/ 10,250 S.F. 9 Good 8-10 Common Hangar 60’ x 50’/ 3,000 S.F. 10 T-Hangar Good 10 205’ x 50’/ 10,250 S.F. **T-Hangar/ 205’ x 50’/ 10,250 S.F. 11 Good 7 Common Hangar 60’ x 50’/ 3,000 S.F. 12 T-Hangar Good 12 225’ x 50’/ 11,250 S.F.

Total Aircraft Hangar Storage Space 79 Aircraft 95,175 S.F.

* T-hangars (205’ x 50’) located on south end of building; common hangar (60’ x 50’) located on north end of building. ** T-hangars (205’ x 50’) located on south end of building; common hangar (60’ x 50’) located on north end of building.

Source: Washington State Aviation System Plan (WSASP) Airport Data Condition Assessment Database, December 2001.

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AIRCRAFT APRON/ RAMP/ TIE-DOWN AREAS

The terminal apron area, used for the tie-down, fueling, maneuvering, and taxiing of aircraft and other airport-related service vehicles, consists of three designated aprons: 1) main tie-down/ apron area, 2) east tie-down extension, and 3) grass tie-down area. The total apron occupies approximately 58,890 square yards, which fronts core terminal facilities along the central, northern, and eastern terminal area complex. The following describes each apron area in detail, including an assessment of the pavement condition of each as identified in the WSASP Airport Data Condition Assessment Database. The Washington State Pavement Management Program listed all apron areas at the Airport as having a Pavement Condition Index (PCI) rating of 93- Excellent.

Main Tie-Down/Apron Area: The main airport tie-down area is located in the central portion of the core terminal area complex and accommodates 21 aircraft tie-downs including concrete anchors. The asphalt ramp measures 705’ x 140’ and provides 98,700 square feet/10,967 square yards of ramp space.

East Tie-Down Extension: The east airport tie-down area is located in the eastern portion of the core terminal area complex and accommodates 11 aircraft tie-downs including concrete anchors. The eastern asphalt ramp measures 313’ x 140’ and provides 43,820 square feet/4,869 square yards of ramp space.

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Grass Tie-Down Area: The airport grass tie-down area is located in the south central portion of the core terminal area complex and accommodates 36 aircraft tie-downs including concrete anchors. The turf/ sod tie-down area measures 500’ x 650’ and provides 325,000 square feet of tie-down space. It should be noted that approximately half of this grass area is not utilized for aircraft tie-down space.

AVIATION FUEL STORAGE

Aircraft fueling facilities at JCIA are owned and operated by the Port. The facilities consist of one (1) double-hulled 11,000-gallon capacity underground storage tank (UST) for storage of approximately 10,000 gallons of 100LL Avgas aviation fuel. The current fuel storage/ automated (24-hour) pump system is located immediately north of the main airport apron/tie- down area. The UST and accompanying fuel pump system was upgraded approximately 4 years ago to include double-hull, welded steel fuel cells with monitoring and leakage control and detection equipment.

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AIRPORT UTILITIES AND MAINTENANCE SERVICES

Table 2.5 provides a listing of utilities and services currently serving JCIA.

Table 2.5 Airport Utilities/ Providers Jefferson County International Airport Utility/Service Utility Service Provider Electrical Service Puget Sound Energy Water System Public Utility District (P.U.D.) No. 1

Telephone Service Qwest

Fuel/ Propane Service Ferrell Gas

Waste Water Sewer System On-Site Septic System

Fire Protection Services Fire District (F.D.) No. 6

Source: Physical airport site inspection, BWR, October 2001.

AIRPORT AUTOMOBILE ACCESS AND PARKING

Airport Access/Entrance

State Highway 19 and State Highway 20 are the principal roadway corridors through the Quimper Peninsula, connecting the City of Port Townsend with US Highway 101. The JCIA is located between these two state highways with the primary means of Airport access being from Highway 19 on the east side of the Airport. Airport Road is a two-lane paved roadway, currently in good condition, which intersects with Highway 19 at a non-signalized intersection. Access to the airfield can also be gained via two (2) unimproved roads from Highway 20 to the west, as well as one (1) additional unimproved access easement from Four Corners Road which is situated to the south of the Airport and connects Highways 19 and 20.

Airport Auto Parking

Public automobile parking is suitably located north of the main airport terminal complex adjacent to the Spruce Goose Café and the Airport administration building. The existing auto parking area is estimated to accommodate between 40 and 45 parking spaces, which includes parking spaces located in and around the airport road circular drive. Upon visual inspection, the dedicated auto parking area surface appears to be in good condition. It should be noted that, during above average peak day activity periods (including fly-ins), the demand for parking spaces may exceed capacity due to configuration and marking of the parking areas. This can result in ground congestion; therefore, additional parking areas have been identified in the Airport Development Program.

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Terminal Area Lighting

Lighting for the terminal area complex is provided by pole-mounted medium intensity florescent lights located at several sites throughout the terminal area, including the apron/tie-down and auto parking areas. Additional individual hangar lighting is provided through structure or pole- mounted florescent lighting units.

AIRSPACE SYSTEM and NAVIGATIONAL AIDS

Exhibit 2.2 depicts the airspace and electronic navigational aids (NAVAIDs) surrounding Jefferson County International Airport. NAVAID facilities are located at or in the vicinity of an airport providing point-to-point reference throughout the national airspace system by means of ground and satellite-based facilities interfacing with airborne equipment and instrumentation.

AIRSPACE SYSTEM

Terminal Area Airspace

The airspace surrounding JCIA, as well as major portions of the Puget Sound region outside of Class B, C, and D airspace, is designated as Class E airspace, which is classified as controlled airspace subject to terminal control, and extends from 700 feet above ground level (AGL) up to 18,000 feet mean sea level (MSL). The airspace below 700 feet AGL abuts Class E airspace and is classified as Class G airspace, which is uncontrolled airspace.

Airport Traffic Patterns

Procedures published in the Airport/Facility Directory indicate that aircraft operating on Runway 9 should utilize right-hand traffic patterns, while those conducting operations on Runway 27 utilize standard left-hand traffic patterns.

Airport Noise Abatement Procedures

Due to noise sensitive rural residential zoning adjacent to the Airport and throughout the Quimper Peninsula region, recommended aircraft noise abatement procedures have been established for fixed wing and rotor-wing aircraft in order to minimize the Airport’s impact on the community. While the Port of Port Townsend does not have the legal authority to control or regulate airplane operations after they have left the airspace of the Airport or to set noise standards, the Port recognizes the importance of the voluntary cooperation of pilots and works closely with pilots to encourage compliance with the recommended noise abatement procedures.

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For local and transient aircraft arrivals, the recommended procedure for small general aviation aircraft (under 12,500 pounds) is to maintain a traffic pattern altitude of 1,000 feet MSL and confine the traffic pattern to the south of the airport. For departures from Runway 27, recommended procedures include flying the runway heading until over-flying the golf course at an altitude of 700 feet MSL before turning north or south. Departures to the south and east require a left hand turn abeam the golf course and extending the crosswind leg abeam Discovery Bay before departing the traffic pattern.

Eastbound departures from Runway 9 recommend flying the runway heading and intersecting State Highway 19 and climbing to an altitude of 700 feet MSL as soon as practical after takeoff. For aircraft departures form Runway 9 to the north, south, and west, recommended procedures include extending the crosswind leg for the desired departure bearing to clear the downwind leg of the traffic pattern and to obtain traffic pattern altitude as soon as practical after takeoff.

Noise abatement procedures for both runway ends for small and particularly large aircraft (over 12,500 pounds) include reducing power and changing propeller pitch on departure as soon as safety and performance permits. Large aircraft, as well as small aircraft, should attempt to avoid excessive power settings and remain at or above indicated glide slope on final approach to both runway ends.

Special Use Airspace Areas

Special use airspace is airspace of defined dimensions identified by an area on the surface of the earth wherein activities must be confined due to their nature and/ or where limitations may be imposed on aircraft operations that are not a part of special use activities. Four (4) special use airspace areas have been identified within the immediate vicinity of JCIA.

Alert Area: Airspace which may contain a high volume of pilot training activities or an unusual type of aerial activity, neither of which is hazardous to aircraft. Currently, Alert Area (A-680) is located approximately 8 nautical miles northeast of the airfield in the immediate vicinity of Coupeville Airport, on Whidbey Island, where it appears a large volume of parachuting activity takes place.

Military Operations Area (MOA): An MOA is established outside of Class A airspace to separate or segregate certain non-hazardous military activities from IFR traffic and to identify where these activities are conducted for VFR traffic. The Chinook A MOA, located 6 miles east of the airfield, and the Chinook B MOA, located 7 miles north of the airfield, are high volume operation corridors hosting a variety of military traffic, presumably arrivals and departures from Naval Air Station (NAS) Whidbey Island. Both military and civilian aircrews must exercise due diligence and due care in seeing and avoiding other aircraft.

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Restricted Area: Airspace within which the flight of aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designate joint use and IFR/VFR operations in the area may be authorized by the controlling ATC facility when it is not being utilized by the controlling agency. Restricted Area R-6701 is located approximately six (6) miles northeast of the airfield and is subject to flight restrictions when in operation by the controlling agency - Naval Air Station (NAS) Whidbey Island.

In addition, a temporary flight restriction zone has been established around the Indian Island to the east of the Airport. Given the sensitive nature of the Military Operations at this facility, it would not be surprising if the temporary restrictions were continued on an indefinite basis or made permanent.

Terminal Area Communications/Air Traffic Control

The following air traffic control facilities have exclusive authorization over terminal and regional airspace control for the JCIA airspace region. These airspace management categories include:

Air Route Traffic Control Center (ARTCC): The JCIA airspace boundaries reside within the Area of Specialization of the Seattle Air Route Traffic Control Center (Seattle Center), located in Seattle. The Seattle ARTCC is established to provide ATC services to aircraft operating on IFR flight plans principally during the en-route phase of flight at altitudes above 10,000 feet above mean sea level. When equipment capabilities and controller workload permit, advisory/assistance services may be provided to VFR aircraft departing from and arriving at JCIA.

Terminal Radar Approach Control Facility (TRACON): The Seattle TRACON, located at the Seattle-Tacoma International Airport (SEA-TAC), is a terminal area facility providing air traffic control service for arriving and departing IFR, VFR, and, on occasion, en-route aircraft operating to and from JCIA. Arriving and departing aircraft at JCIA, although not mandated to contact the TRACON, may request flight following and aircraft advisory services when controller workload and personnel availability permit.

Automated Flight Service Station: The controlling Automated Flight Service Station (AFSS) providing forecast and en-route weather information is located in Seattle. The AFSS can be contacted by the pilot via remote communication over an assigned air route frequency or by telephone.

Common Traffic Advisory Frequency (CTAF)/ UNICOM: The CTAF is a frequency designed for the purpose of carrying out airport advisory communication practices while operating to or from a general aviation airport without an operating control tower.

A UNICOM is a non-government communications facility, generally owned and operated by the FBO or airport sponsor, which provides airport advisories and information at an attended airport. As an unattended facility, JCIA is equipped with a new generation automated Super UNICOM. The Super UNICOM is a device that broadcasts information INVENTORY Page 2 - 22 H:\business\Port of PT\documents\Chapter 2 Inventory.doc JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington

and airport advisories, including weather, wind direction and velocity, altimeter settings and readings, temperature, dew point, and humidity when the airport is not attended. The CTAF/ Super UNICOM frequency at the Airport is on 123.0 mHz. It should be noted that there are numerous airports within reception and transmitter range of JCIA and the airport UNICOM frequency often becomes congested with radio traffic. Future development at JCIA may entail establishment of a UNICOM frequency designated for use by air traffic arriving and departing at JCIA.

Navigational Aids

Airport NAVAIDs are located on or near an airport and provide a means for arriving aircraft to transition from instrument to visual flight, as well as guidance to a specific runway end or the airport itself. These may also provide route guidance to departing and en-route aircraft, much the same as en-route NAVAIDs. Although no published instrument approaches exist at JCIA, electronic navigational aids are available at other airports in the region to aircraft arriving, departing, and transecting the Port Townsend and JCIA airport environment.

Very High Frequency Omni-Directional Radio Range (VORTAC): The VOR is a ground- based electronic navigational aid transmitting VHF signals 360 degrees oriented from magnetic north, allowing aircraft to track to and from the facility, located on or near an airport. A VORTAC station is a facility consisting of two components, VOR and Tactical Air Navigation (TACAN) which provides three (3) services including VOR azimuth (bearing information), TACAN bearing information used by military aircraft, and Distance Measuring Equipment (DME). The VORTAC broadcast range is restricted by line-of- sight (VHF signals do not follow the curvature of the earth), and periodically identifies itself by Morse Code, with some equipped with a voice identification feature. The VORTAC voice features may be used by ATC and AFSS’s as a communication outlet to transmit information and instructions to aircrew and aircraft operating in the vicinity of the station. In addition, the VORTAC station is equipped with a co-located transmitter that serves as an outlet for hazardous inflight weather advisory service (HIWAS), which is an airborne broadcast to pilots on the VORTAC frequency regarding urgent advisories and significant weather occurrences in the region.

The nearest VOR station to JCIA is the PENN COVE VOR/ DME located near the Lupien Airport (76S) adjacent to the City of Coupeville, WA located on Whidbey Island situated approximately 12.5 nautical miles north-northeast of Port Townsend. The PENN COVE VOR/ DME class designator is listed as a Low Altitude facility having altitude and range boundaries from 1,000 feet AGL up to and including 18,000 feet AGL and a operational radial distance range out to 40 nautical miles.

The Class E airspace abeam the airport is transected by four (4) federal air routes (Victor Airways) V-165 - 166° outbound radial from the PENN COVE VOR/ DME; V-165- 2387 - 346° outbound radial from the OLYMPIA VORTAC; V-4 - 307° outbound radial from the SEATTLE VORTAC; and V-495 - 127° outbound radial from the VICTORIA VOR-DME.

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AIRPORT SERVICE AREA/SURROUNDING AIRPORTS

The airport service area is a geographical region served by a select airport. A determination can be made regarding the area of service offered by JCIA by locating competing airports and their relative distance to population centers, assessing the role of surrounding airports, and evaluating their facilities, equipment, and services as well as programmed expansion projects.

Surrounding airports have varying degrees of influence on the airport service area with respect to competing services (flight training, charters, fuel, maintenance, courtesy car, security, etc.), facilities and equipment, navigational aids, and accessibility. It should be noted, however, that the demand for aviation facilities does not necessarily conform to political or geographical boundaries.

The general aviation service area for JCIA was determined by application of the following service area models, as described below:

NPIAS Service Area: This service area is defined in FAA Order 5090.B, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS) by means of 30-minute (25-mile) ground access to the originating airport. Several public-use airports and privately-owned facilities fall within this 25 mile range, which excludes the NPIAS criteria from realistically defining the entire service area boundary.

Primary Service Area: This service area takes into consideration the role and service level of each civilian public-use general aviation airport in the immediate area as well as other population centers, and ground access distance and travel times between surrounding public-use general aviation airports.

Secondary Service Area: This area illustrates an overlap of influence of primary service areas between Bremerton National Airport and JCIA, based on pilot surveys.

Exhibit 2.3 illustrates the NPIAS, and Primary and Secondary Service Areas. The Primary Service Area envelops the entire Quimper Peninsula including Port Townsend, the Tri-Area, Port Ludlow, Marrowstone Island, Quilicene, and the town of Brinnon on the far southern edge. The current population of the Primary Service Area is estimated at 15,200 people.

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EXHIBIT 2.3: JEFFERSON COUNTY INTERNATIONAL AIRPORT SERVICE AREA

SERVICE IAS ARE NP A

SECONDARY SERVICE AREA

NPIAS Service Area Primary General Aviation Service Area Secondary Service Area Boundary

Source: NOAA/ FAA Seattle Sectional Aeronautical Chart, 2002. INVENTORY Page 2 - 25 H:\business\Port of PT\documents\Chapter 2 Inventory.doc JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington

Table 2.6 lists information regarding the role, facilities, and services offered at the nearest public-use general aviation and commercial service airports. Understanding the capabilities and influence of the surrounding airports provides insight into existing and future aviation demand and airport role for JCIA.

Table 2.6 Area Public-Use Airport Facilities Jefferson County International Airport Airport Name Airport Runway Aircraft/ Airport Associated City/ Distance Role Characteristics Operations Services From Airport (NM) Jefferson County V International Airport (JCIA) General 102 Planes Fuel/Repair 9-27; 3,000’ x 75’ (P), (L) (ØS9) Aviation 45,000 Ops Hangars/Tie City of Port Townsend, WA Rental/ Inst Wes Lupien Airport (76S) General 23 Planes V City of Oak Harbor, WA 7-25; 3,255’ x 25’ (P), (L) Aviation 20,027 Ops Repair/Tie 11 NE ♦ Sequim Valley Airport (W28) V City of Sequim, WA General 9L-27R; 3,500’ x 100’ (T) 26 Planes Fuel/Tie Aviation 9R-27L; 3,500’ x 40’ (P), (L) 12,500 Ops Charter/Inst 13 W ♦ Rental Whidbey Air Park (W10) General 30 Planes V City of Langley, WA 16-34; 2,400’ x 25’ (P) Aviation 14,423 Ops Tie/Charter 15 E ♦ Camano Island Airport V (13W) General 14 Planes 16-34; 1,750’ x 24’ (P) Repair/Tie City of Stanwood, WA Aviation 3,780 Ops Instr 20 NE ♦ Snohomish County/ Paine PIR 16R-34L; 9,010’ x 150’ (P), (C) 476 Planes Field Airport (PAE) General Fuel/Repair 16L-34R; 3,000’ x 75’ (P) 192,600 Aviation Hangar/Tie City of Everett, WA 11-29; 4,504’ x 75’ (P) Ops 28 E Chtr/Instr

Fairchild International PIR Primary Airport (CLM) 8-26; 6,347’ x 150’ (P), (L) 66 Planes Fuel/Repair Commercial 13-31; 3,245’ x 50’ (P), (L) 70,660 Ops Hangar/Tie City of Port Angeles, WA Service Chtr/Instr 28 W Bremerton National Airport PIR (PWT) General 129 Planes Fuel/Repair 1-19; 6,200’ x 150’ (P), (L) City of Bremerton, WA Aviation 108,000 Chtr/Instr 31 S Ops Tie

Legend: (♦) Airport within the NPIAS service area; (P) – Paved runway surface; (T) – Turf or gravel runway surface (L) – Lighted pilot controlled runway; (C) – Control tower; (V) – Visual Runway; (NPI) – Non- Precision Instrument Runway; (PIR) – Precision Instrument Runway

Source: Airport/Facility Directory (Northwest United States) 2002; NOAA/FAA Seattle Sectional Aeronautical Chart, 2002.

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GENERAL AVIATION ACTIVITY

GENERAL AVIATION FUNCTION AND ROLE

The FAA recognizes three broad categories of aviation: 1) general aviation; 2) certificated air carrier; and 3) military. General aviation includes all civilian aircraft other than the certificated air carriers, and represents the largest component of the national air transportation system, including 95 percent of all airport landing facilities and total civilian aircraft fleet utilization (hours flown).

SUMMARY OF CURRENT AIRPORT ACTIVITY

As identified by the airport survey and other airport-related interviews, the general aviation activities at JCIA support a variety of direct and indirect aviation services, including:

♦ Corporate/executive transport ♦ Flight instruction/training ♦ Recreational/pleasure flying ♦ Experimental aircraft/ultra-light activity ♦ Government/military use ♦ Emergency medical services/transport ♦ Scheduled fly-in events and air shows ♦ Aircraft airframe/power plant service

SUMMARY OF BASED AIRCRAFT and HISTORIC ANNUAL OPERATIONS

Table 2.7 summarizes the historic number of based aircraft, registered aircraft and annual operations (local, itinerant, air taxi, and military) at JCIA since 1980. The following observations were identified at the Airport as part of the inventory of historical and current airport activity levels.

JCIA has experienced an increase in activity of based aircraft and traffic activity over the past 20 years, mainly attributed to gains in general aviation utilization rates brought about by stimulated economic conditions along with growth of flight training activity on a national, as well as State level. The following summarizes the predominant general aviation user categories at JCIA, and their activity levels, trends, and potential changes in activity.

Corporate/Personal Business Aviation Activity: As assembled from airport user survey information, the total documented itinerant private business/corporate flight activity taking place at JCIA is approximately 7,600 operations per year (16% of total operations). It is estimated that an additional 2,850 annual aircraft operations (6% of total operations) are conducted at the Airport by transient aircraft having business interests in the Port Townsend/Quimper Peninsula region. A majority of this aircraft activity is conducted by small single and twin piston engine aircraft (less than 12,500 pounds) with occasional operations being conducted by a Cessna Citation series business jet aircraft operated by the Alaska Power Company. The total corporate/ business aviation level of activity accounts for approximately 870 operations per month (435 arrivals and departures).

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Recreational Aviation Activity: The vast majority of the based aircraft at JCIA are single- engine piston aircraft accommodating primarily 2 to 4 passengers, with the balance consisting of more sophisticated single and multi-engine aircraft accommodating up to 6 passengers. Fifty-eight percent of the survey respondents indicated that their activity levels at the Airport would increase in the future while the remaining 41 percent indicated that operational activity at JCIA would remain the same. With regard to future aircraft upgrades and acquisition, survey responses indicated that 75 percent of those airport users would keep their existing aircraft while 11 percent would transition to a larger single or twin engine aircraft in the near future. The total documented based aircraft operational activity at JCIA account for approximately 35,600 annual operations (75% of total operations).

Flight Instruction and Training Activity: Flight instruction at JCIA is conducted by Andy’s Flight School which is a certified, FAR Part 61 flight training operation. Flight training operations are conducted utilizing primarily small single and multi-engine aircraft. The total flight training operational activity at JCIA contributes approximately 4,300 (nine (9) percent of total operations) local and itinerant annual operations at the airfield.

Passenger Enplanement/ Deplanement Activity: JCIA passenger information from the Port was only available for 2000 and 2001. According to Port personnel, passenger enplanement data was not available for years prior due to the Airport being unattended. West Isle Air and Island Air provided non-scheduled air charter, as well as aerial observation/sight-seeing operations at JCIA, constituting the majority of passenger traffic at the Airport. In 2000, West Isle Air enplaned (boarded) a total of 262 passengers while deplaning (passenger arrivals) 240 passengers in the same time period. During 2000, Island Air enplaned 74 passengers and deplaned 72 passengers. For the year 2001, West Isle Air enplaned a total of 545 passenger while deplaning 481 passengers in the same time period. Island Air, in 2001, enplaned 105 documented passengers and deplaned 89 passengers. Total enplanements for West Isle Air for the two (2) year period equals 862, while deplanements reached 776. Island Air enplaned a total of 179 passengers for the same period and deplaned a total of 161 passengers. Recorded enplanements and deplanements at JCIA reached 1,041 and 937, respectively, equaling 1,978 total passengers. It should be noted that an additional number of unknown private general aviation passenger enplanements and deplanements took place during the same time period contributing to the overall passenger activity at JCIA.

HELICOPTER ACTIVITY

Although there are no helicopters based at JCIA, the Airport accommodates approximately 300 local and itinerant annual operations by piston and turbine powered rotorwing aircraft. This level of helicopter operation is associated primarily with recreational and pleasure flying activity at the airport.

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MILITARY ACTIVITY

Annual military activity at JCIA has remained relatively constant during the past 10-year period and currently accounts for approximately 50 operations (1998) annually by fixed-wing and rotary-wing aircraft from the region’s active duty, reserve duty, and National Guard bases. This trend is expected to remain constant as demonstrated by historical military operational activity.

Table 2.7 Historic Aviation Activity (Based Aircraft and Annual Operations) Jefferson County International Airport Single Total Total Total Multi Engine Total Based Year Engine Local Itinerant Annual Piston Aircraft Piston Operations Operations Operations 1980 36 0 36 16,500 4,600 21,100

1985 35 2 37 N/A N/A 17,475

1990 56 2 58 9,600 16,300 25,900

1995 64 6 70 17,350 27,650 45,000

2000 75 6 81 17,350 27,650 45,000

2001 96 6 102 19,000 28,600 47,600 Based Aircraft – An actively registered general aviation airplane based at a select airport, which regularly uses the airport as the primary “home-base” for filing flight plans, frequently uses available airport amenities, and/or maintains a formal commitment for long-term parking/storage.

Aircraft Operation – One aircraft operation is one take off or one landing of an aircraft. Aircraft operations are identified as local and itinerant. Local operations consist of those within 20-nautical miles of the local airport vicinity. Itinerant operations include a terminus of flight from another airport at least 25 miles away.

Registered County Aircraft - County Registered Aircraft are registered US general aviation fixed-wing aircraft, by county, as published in the Census of US Civil Aircraft by the USDOT, FAA (FAA APO-94-10).

Note: Total Based Aircraft tabulation does not include ultralights, glider, rotorwing, or aircraft that are not airworthy (5).

Note: 2002 BWR estimate of airport activity based on October 2001 site inspection / survey responses.

Source: FAA 5010 Airfield Inspection Forms (1980-2000); Discussions with airport personnel/ patrons. U.S. Registered General Aviation Aircraft by Aircraft Owner- FAA Census of U.S. Civil Aircraft (1980-1999); WSASP Airport Data Condition Assessment Database, 2002.

AIRCRAFT FLEET MIX

Table 2.8 depicts the estimated present mix of aircraft operating at JCIA. The mix activity has been determined in accordance with the total estimated 2002 level of activity, as reflected by the airport reference code (ARC) classification. The aircraft mix was calculated utilizing known local and transient operators (FAA/WSDOT information, site observations/ inspection, as well as airport patron/user survey) combined with a review of historic activity records to determine an estimate of the overall frequency and types of activity.

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Table 2.8 Existing Aircraft Mix by FAA Design Grouping Jefferson County International Airport

Aircraft Approach Percent Aircraft Approach Speeds Operations Category (AAC) Activity Category A Less than 91 knots 89.5% 42,500 Category B 91 knots or more but less than 121 knots 10.5% 5,000 Category C 121 knots or more but less than 141 knots 0% 0 Category D 141 knots or more but less than 166 knots 0% 0 Category E 166 knots or more 0% 0 Airplane Design Percent Wingspan Operations Group (ADG) Activity Group I Up to, but not including 49 feet 99.5% 47,300

Group II 49 feet up to, but not including, 79 feet 0.5% 200 Group III 79 feet up to, but not including 118 feet 0% 0 Group IV 118 feet up to, but not including 171 feet 0% 0

Group V 171 feet up to, but not including 213 feet 0% 0

Group VI 213 feet up to 261 feet 0% 0

(AAC) Aircraft Approach Category - This grouping is based on 1.3 times the stall speed of the aircraft at the maximum certified landing weight in the landing configuration (knots). (ADG) Airplane Design Group - This classification groups airplanes by wingspan.

Note: Aircraft activity mix levels are rounded to the nearest 100 for simplicity and planning purposes.

Source: BWR Airport Inventory, February 2002; FAA Advisory Circular 150/5300-13, Change #6, Airport Design, Appendix 12.

Table 2.9 identifies specific aircraft types (models) by Airport Reference Code (ARC) currently operating at JCIA. The aircraft approach category (AAC) is classified from A to E, and the airplane design group (ADG) is classified from I to IV. Combined, the two classifications produce an Airport Reference Code (ARC) which yields specific characteristics about the type of airplane that the Airport is designed to accommodate. The type and category of aircraft included in this table are the most common aircraft typically operating at general aviation airports with comparable airside and landside facilities and aviation related services as JCIA.

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Table 2.9 Common General Aviation Business Aircraft By Airport Reference Code (ARC) Jefferson County International Airport Airport Reference Code Airport Reference Code Airport Reference Code (ARC A-I) (ARC B-I) (ARC B-II)

Twin-Engine (Piston): Twin-Propeller (ARC B-II): Single-Engine (Piston): Beech (Baron Series) Piper PA-42 (Cheyenne I, II and III) Beech (Bonanza Series) Cessna (310 Series) Cessna 441 (Conquest) Cessna (172/182/206) Cessna 404 (Titan) Beech (King Air C90/100/200) Cirrus (SR20/22) Beech (Duke Series) Beech (Queen Air) Mooney Bravo Beech (King Air B100) Rockwell (Shrike Turbo Mooney Eagle Cessna 414 (Chancellor) Commander) Mooney Ovation Cessna 402 (Businessliner) Piper Warrior Cessna 421 (Golden Eagle) Turbine Business Jet (ARC B-II): Piper Archer Piper PA-30-210 (Navajo) Cessna Citation II Piper Arrow Piper (Chieftan) Cessna Citation Bravo Piper PA-60-602P (Aerostar) Cessna Citation V Ultra Dassault Falcon (20/50/200) Hawker 800

Source: BWR Aircraft Performance Files; FAA Advisory Circular 150/5300-13, Change #6, Airport Design.

CRITICAL AIRCRAFT/FAMILY OF AIRCRAFT

Table 2.10 provides information about the existing critical aircraft at JCIA, which is the largest, most demanding aircraft within a family of aircraft conducting at least 500 itinerant operations (combination of takeoffs or landings) per year at the Airport. The critical aircraft, which is evaluated with respect to size, speed, and weight, is important for determining airport design standards and the structural and equipment needs for both the airside and landside development requirements.

At JCIA, the critical aircraft family is a small, high performance multi-engine airplane in the Airport Reference Code (ARC) B-I category, conducting approximately 3,800 annual local and itinerant operations (10.5 percent of total annual operations). Based on inventory findings, the most demanding ARC B-I aircraft at JCIA is the Beechcraft (Raytheon) B-58 “Baron,” a common 6 passenger piston-powered general aviation aircraft.

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Table 2.10 Existing Critical Aircraft Information Jefferson County International Airport

Max. Ground Gross Aircraft Type Wing Aircraft Aircraft Roll Approach Takeoff & ARC Span Length Height Distance* Speed Weight

Raytheon (Beechcraft) B-58 37’ 10” 29’ 10” 9’ 9” 5,500 lbs. 2,450’ 95 knots “Baron”(ARC B-I)

Note 1: Takeoff distance computed using pressure altitude, and the following operating conditions: 59°F (standard ambient atmospheric) no wind, normal aircraft operating takeoff conditions, including no flap setting and no runway grade differential.

Note 2: (*) Indicates ground roll distance over 50 foot obstacle.

Source: BWR, Aircraft Performance File, 2002, Raytheon Aircraft, Wichita, Kansas.

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JCIA USER SURVEY RESPONSES

A Jefferson County International Airport Pilot and Airport User Survey was distributed as part of the airport inventory process to gather information on airport usage, current facility needs, and improvement priorities. The questionnaires were mailed to all Jefferson County registered aircraft owners. Of the 105 questionnaires mailed to registered owners and based aircraft owners, 64 individuals responded (60.9 percent response rate). Where applicable, input from the surveys was incorporated into the report.

As previously stated, 58 percent of the survey respondents indicated that their activity levels at JCIA would increase in the future, while 35 percent indicated that operational activity would remain the same. At the same time, 6 percent of the respondents estimated their level of activity would decline in the future. Seven of the survey respondents indicated that there was an imminent desire to upgrade from their current aircraft to a higher performance single or twin engine aircraft. In addition, 3 percent of the survey respondents did indicate the possibility of selling their current aircraft or discontinuing use of JCIA. Overall, a majority of the based aircraft are utilized primarily for recreation, while a smaller percentage are used for personal business. This usage is consistent with most general aviation airports nationwide.

From an airport needs standpoint, the survey respondents indicated that the most critical airside requirements are: 1) published non-precision instrument approach procedures; 2) the need for an automated weather reporting system; and 3) enhanced local terminal airspace communications capabilities. The most critical landside/terminal area concerns are: 1) the need for additional hangar storage space and increased hangar maintenance; 2) the need for a dedicated terminal building including facilities such as public restrooms, public telephones, a pilot’s lounge, and a passenger foyer area; and 3) additional and improved terminal area and hangar area lighting.

The following summarizes an additional concern commonly noted on the survey responses:

¾ Enhanced airport security measures are required to properly protect the Airport from potential intruders and unauthorized motor vehicles; and

¾ Survey respondents indicated concerns regarding non-compatible land uses such as residential developments adjacent to JCIA, and their potential negative impacts on the Airport.

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LAND USE CHARACTERISTICS AND REGIONAL DEVELOPMENT

The primary goal of land use planning in and around the JCIA is to provide safe airport operations and to promote compatible land uses. The principal factors to be considered include the runway protection zones (RPZ), natural and man-made obstructions to flight, aircraft noise, and potential development in the vicinity of the airport.

JEFFERSON COUNTY COMPREHENSIVE PLAN

The Jefferson County Comprehensive Plan identifies the JCIA as an Essential Public Facility, which is defined as “a facility that is difficult to site due to its impacts related to operational characteristics, noise, size, as well as how it potentially affects public health, welfare, and safety.” The goals of the Comprehensive Plan include:

EPG 2.0 Ensure the continued viability of the Jefferson County International Airport; and

EPG 3.0 Ensure continued operations of the airport as a safe and efficient essential public facility.

The Comprehensive Plan also contains a number of policies that guided the preparation of this Airport Master Plan update, which in general terms includes:

¾ Coordinate with the Port of Port Townsend to develop a sub-plan to evaluate the non-aviation uses and activities that are considered compatible with the JCIA and surrounding locale. Among the most pertinent issues regarding facility expansion and land use that would require coordination and understanding include land use compatibility, environmental impacts, public health and welfare, and property acquisition.

¾ Develop an Airport Overlay Zone for JCIA to encourage compatible land use in the vicinity of the Airport; establish a noise overlay zone; and adopt a height and hazard zoning ordinance based on FAR Part 77, Imaginary Airspace Surfaces, to regulate the elevation of structures in the vicinity of the Airport and protect the continuity of the approach slope surfaces to the runway.

¾ Adopt a Noise Overlay Zone Ordinance to encourage compatible land use in the vicinity of the Airport and protect the public from unwanted aircraft/airport noise occurrences.

¾ Prohibit land uses that might tend to attract additional concentrations of wildlife at the Airport, particularly landfill and solid waste disposal facilities and the growth of certain vegetation on and in the immediate vicinity of JCIA.

For a more detailed discussion of the relationship between the Jefferson County Comprehensive Plan and the JCIA, see Chapter 9.

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AIRPORT LAND USE/ DEVELOPMENT

The Port owns approximately 316 acres of land at the JCIA, the vast majority of which is located between State Routes 19 and 20, and Four Corners Road, a designated County Arterial. The Port also owns a limited amount of east of Highway 19 and west of Highway 20, which is primarily an extension of the airport safety zones. Currently, approximately 276 acres are committed to direct airport operations and approximately 36 acres are available for future development that directly or indirectly supports the Airport. In addition, there are approximately 52 acres that are recommended to be acquired as part of the phased future airport development program to be utilized for industrial, commercial and airport/ Port use. Airport property not used for aeronautical or supportive commercial purposes is available for hay growing as an interim land use.

SURROUNDING AIRPORT AREA/ DEVELOPMENT

Topographical Features

The terrain surrounding JCIA can be classified mainly as moderately steep and hilly terrain accented by gently rolling and hilly uplands, with the Airport located on a low-lying area with high terrain situated to the north, south, and west. Hilly terrain in the area immediately adjacent to the Airport rises to elevations between 300 to 360 feet above mean sea level.

The topography in the region is comprised of soil compilations of moderately well drained soils containing silty, sandy, clayey and alluvial materials. Special topographic and natural features and occurrences, as indicated by the Jefferson County Comprehensive Plan, include several environmentally sensitive or critical areas of concern on or in the vicinity of JCIA. These special subjects warrant acknowledgment in order that potential effects on the Airport are known and, if so required, can be remedied through appropriate planning. There are a series of 10 small, isolated wetlands on Port property that vary in size. Secondly, a landslide hazard exists in the immediate vicinity of the northwestern terminal area adjacent to three T-hangar structures. Third, land south of the Airport property boundary, in and around Four Corners Road, has been identified as being susceptible to seismic activity. Finally, a fish and wildlife habitat is located to the west of Highway 20 just beyond the Airport property boundary. This wildlife area may pose potential risks to aircraft arriving and departing at the Airport, as well as aircraft maneuvering on the paved surfaces in the aviation operations area. Potential wildlife hazards include migratory waterfowl and other species of birds as well as big game mammals such as deer and elk. These areas are identified in the inventory stage of the Master Plan and are considered and addressed as part of the environmental review chapter of the Plan.

Surrounding Airport Land Use

The Port owned property at JCIA has been designated as an Airport Essential Public Facility Overlay Zone. All of the land immediately surrounding the Airport is designated Rural Residential with a permitted density of 1 residential dwelling unit for every five acres (RR 1:5) or 1 residential dwelling unit for every ten acres (RR 1:10). While these neighboring properties are zoned rural residential, the County Unified Development Code permits a wide range of land INVENTORY Page 2 - 35 H:\business\Port of PT\documents\Chapter 2 Inventory.doc JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington uses in these zoning districts that may or may not be compatible with airport operations. Land uses currently permitted out right, or through a discretionary approval (D) or conditional use permit (C,Ca,Cd) in the Rural Residential zones include:

- Accessory dwelling units - Co-Housing/Intentional Communities - Manufactured Homes/Mobile Home Parks - Single-family residences - Transient Rental of Residence or Accessory Dwelling Units - Duplexes - Residential Care Facilities w/ Up to 5 persons - Residential Care Facilities w/ 6 to 20 persons (C) - Nursing/Convalescent/Assisted Living Facilities (C) - Unnamed Residential Uses (D) - Home Businesses - Cottage Industries (Cd) - Animal Shelters & Kennels, Commercial (Ca) - Bed & Breakfast Inn (4 to 6 rooms) (Ca) - Bed & Breakfast Inns (1 to 3 rooms) - Golf Course and Driving Ranges (C) - Mineral Extraction Activities (without MRL Overlay) (C) - Mineral Extraction Activities (w/MRL Overlay) - Mineral Processing Accessory to Extraction Operations (without MRL overlay) (C) - Mineral Processing Accessory to Extraction Operations (w/ MRL overlay) (C) - Education Facilities (State owned) (C) - Large-scale Regional Transportation Facilities (State Owned) (C) - Correctional Facilities (C) - Solid Waste Handling and Disposal Facilities (C) - Inpatient Substance Abuse and Mental Health Facilities (C) - Unnamed Essential Public Facilities (C) - Assembly Facilities (Cd) - Emergency Services (C) - Parks and Playfields - Public Works Maintenance/Equipment Storage Shops - Regional Facilities - Recycling Collection Facilities (Ca) - School, Primary and Secondary (C) - Visitor/Interpretive Center (C) - Water/Waste Water Treatment Facilities (Cd) - Religious Assembly Facility (Cd) - Un-named Institutional Uses (D)

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Existing land uses in the immediate vicinity of the JCIA include a commercial gravel operation and a Fire District facility to the north; undeveloped and a residential subdivision to the east; an approved mixed-use office park on a seven acre site on the southeast corner of the intersection of Highway 19 and Prospect Road; single family residences, a former gravel extraction site, and a commercial nursery to the south; and a gasoline station, a UPS Distribution Facility, and vacant land to the west.

Exhibit 2.4 depicts Jefferson County Comprehensive Plan Land Use Map (8/28/98), identifying designated land uses in the vicinity of JCIA.

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CLIMATIC CHARACTERISTICS

Climatic characteristics are used in determining runway length requirements, crosswind coverage, and navigational and lighting aids to support instrument approaches. Activity during instrument meteorological conditions (IMC) provide an indication as to critical weather occurrences, and are expressed as the percent of time visibility is impaired due to cloud coverage, and is useful in determining the need for navigational facilities based on FAA and WSDOT Aviation Division criteria.

GEOLOGICAL SETTING

The County’s topography is split between highlands and lowlands. The highlands consist mostly of rugged, mountainous terrain that comprise about three-quarters of the County’s land mass. The lowlands occur at the western and eastern edges where land meets water. The eastern portion of Jefferson County varies from relatively low rolling to moderately steep glacial terraces and long narrow valleys in the northern and northeastern sections. The soil around the Airport is primarily Swantown, which contains a large amount of gravel and drains poorly, with a nearly impermeable layer at a depth of 18 to 24 inches below the surface. This type of soil is normally found at elevations between sea level and 600-feet MSL, and commonly supports trees and wildlife habitat. Drainage runs from the Airport and east approach area to an intermittent drainage area on the east side of the Airport, along Prospect Avenue, to a tributary of Chimicum Creek.

CLIMATIC ANALYSIS

Jefferson County’s climate is heavily influenced by both the Olympic Mountains and the bodies of water that surround the Olympic Peninsula. It is generally a mild and temperate marine climate with the Pacific Ocean moderating temperatures throughout the year. Winters are cool with moderate rainfall and little snow within the coastal areas, while summers are warm and relatively dry.

Port Townsend and the northern part of the County sit in the “rain shadow” of the Olympic Mountains. Clouds drop moisture on the western side of the mountains and pass overhead. Consequently, rainfall in the west side of the County can exceed 140” a year, while Port Townsend averages about 19” of rain per year. The poorest flying weather of the year occurs from August to February, when fog and clouds obscure visibility. The annual mean temperature of the warmest month for Port Townsend is 62.1° F (August). The mean maximum temperature for the hottest month (August) is 72.1° F.

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VFR IFR

ALL-WEATHER WIND CONDITIONS

Table 2.11 illustrates the percent of all-weather wind coverage for the 10.5, 13.0, and 16.0-knot wind velocities. Runway 9-27 provides a mere 93.50 percent wind coverage at 10.5-knots. Due to predominant wind patterns in the Port area, Runway 9 is utilized 54.5 percent of the year (easterly winds), while Runway 27 is utilized approximately 45.5 percent of the year (westerly winds).

Based on wind information and analysis, Runway 9-27 does not achieve the recommended 95 percent wind coverage by airport design standards for small aircraft (ARC A-I & B-I).

INSTRUMENT METEOROLOGICAL CONDITIONS (IMC) WIND CONDITIONS

An instrument approach is an approach to an airport by an aircraft, with intent to land in accordance with an instrument flight rule (IFR) published procedures, when the visibility is less than three (3) miles and/or the cloud ceiling is at or below the minimum approach altitude, generally cloud ceilings of 1,000 feet AGL. Instrument approaches not only increase the utility of an airport, but enhance safety as well. Instrument meteorological conditions (IMC) in the region as recorded from Whidbey NAS weather station are experienced, due to ceilings or visibility, as follows:

¾ 5 miles visibility / 3,000’ ceiling (VFR conditions) = 73.5% VFR / 26.5% IFR ¾ 3 miles visibility / 1,000’ ceiling (Marginal VFR) = 92.3% VFR / 7.7% IFR ¾ 1 mile visibility / 500’ ceiling (Typical GPS minimums) = 96.1% VFR / 3.9% IFR

Sources: National Climatic Data Center (NCDC), Asheville, N.C.; NAS Whidbey Island (1992-2001).

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Based on IFR weather observations, a stand-alone non-precision instrument approach to JCIA would increase the Airport’s usefulness for IFR-trained pilots flying suitably-equipped aircraft from 73.5 percent with 5-mile visibility to 96.1 percent with 1-mile visibility, for an increase of 22.6 percent. On average, the Airport experiences VFR conditions approximately 268 days per year. With a typical GPS instrument approach, the Airport would be accessible nearly 350 days per year by aircraft equipped for instrument flying conditions.

Table 2.11 also shows the percent wind coverage during instrument meteorological conditions. As this table indicates, Runway 9-27 provides 98.97 percent wind coverage during IMC conditions (visibility less than 3 miles and/or ceilings at or below 1,000 feet AGL) for the 10.5 knot wind velocities.

STRONG ALL-WEATHER WIND CONDITIONS

Table 2.11 lists strong wind characteristics (greater than 10.5-knots) during all-weather conditions. Approximately 19 percent of all winds observations occur as strong winds. Nearly 62 percent of the strong wind conditions/observations are within 30 degrees of Runway 9-27’s centerline alignment. Runway 9 experiences 30 percent of total strong wind activity while Runway 27 experiences 70 percent.

Table 2.11 Percent Crosswind Runway Wind Coverage for All-Weather and IFR Wind Conditions Jefferson County International Airport Percent Percent Runway Alignment Crosswind Component Wind All-Weather IFR/ IMC (True Bearing) Speed & Corresponding ARC Wind Coverage Wind Coverage 10.5 knots (A-I and B-I) 93.50% 98.97% Runway 9-27 13.0 knots (A-II and B-II) 96.54% 99.55% (286.6º) 16.0 knots (A-III; B-III, C-I to D-III) 98.55% 99.95%

Total – Calm and Light Winds 80.54 % Total – Strong Winds 19.46 %

Optimum All-Weather Primary Runway Alignment 311° (95.75% at 10.5-knots)

Range of 95% Wind Coverage Alignment: All-Weather 297° to 326° (95% at 10.5 knots) Marginal VFR Conditions 224° to 039° (95% at 10.5 knots) IFR Conditions All runway orientations achieve 95%

Note 1: The percentage (%) indicates the percent of time wind coverage is provided for a particular velocity. The greater the percent, the more desirable the wind coverage. Note 2: True runway bearing(s) are used to calculate wind calculations. Calm winds = 0 to 10 knots; Strong winds = greater than 10 knots

Source: National Climatic Data Center (NCDC), Asheville, N.C.; NAS Whidbey Island (1992-2001).

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Exhibit 2.5: Percent All-Weather Wind Coverage- Jefferson County International Airport (JCIA)

3602000 20 350 30 0-3 kts. 340 1800 40 330 1600 50

1400 4-6 kts. 320 60 1200 310 1000 70 7-10 kts. 800 300 80 600

290 400 90 11-16 kts. 200

280 0 100 17-21 kts.

270 110

22-27 kts. 260 120

250 130 28-33 kts.

240 140 34-40 kts. 230 150 220 160

210 170 41+ kts. 200 180 190

Source: National Climatic Data Center (NCDC), Asheville, N.C.; NAS Whidbey Island (1992-2001).

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SOCIOECONOMIC CHARACTERISTICS

The following information has been collected to understand current socio-economic conditions in Jefferson County, and assist in making assumptions about the future level of aviation activity at JCIA. The following information will be used in the forecast chapter (Chapter 3) to determine the baseline forecast figures used to project future aviation activity levels at the Airport.

POPULATION

Historic and forecast population are important factors for determining future aviation demand levels in the area. Jefferson County is currently one of the fastest growing counties in Washington with nearly 26,000 people. The City of Port Townsend is the largest population center in the County with 8,334 residents, which represents a third of the total County population. During the 10 year period (1990-2000), the County population increased 27 percent overall compared to 20 percent for the State. The increase in population is attributed to in- migration from other areas (6,309 people) as opposed to natural increase (-115 people). The fastest growing segment of the population consists of persons who are 65 years of age and older, many of whom are attracted by the moderate climate prevalent in Jefferson County. Table 2.12 outlines population trends for Port Townsend, Jefferson County, and the State of Washington.

Table 2.12 Historic and Forecast Population Levels Jefferson County International Airport Port Jefferson State of Port Townsend Jefferson County to Year Townsend County Washington To County State Population Population Population Population Population Ratio Ratio Historic Population Levels 1980 6,067 15,965 4,132,353 38.0% 0.4%

1985 6,415 17,900 4,414,800 35.8% 0.4%

1990 7,001 20,406 4,866,663 34.3% 0.4%

1995 8,165 24,112 5,429,887 33.9% 0.4%

2000 8,334 26,299 5,849,893 32.1% 0.4% Forecast Population Levels 2005 N/A 33,001 6,532,874 N/A 0.5%

2010 N/A 36,747 7,082,713 N/A 0.5%

2015 N/A 40,766 7,702,782 N/A 0.5%

2020 N/A 44,822 8,365,569 N/A 0.5% Note: Forecast population for the State of Washington and Jefferson County (2005 to 2020) referenced from “Washington State County Population Projections,” 1995. Note: Jefferson County and the State of Washington historical population obtained from Office of Financial Management “Selected Economic Data,” and U.S. Bureau of the Census (internet lookup) Source: U.S. Department of Commerce, Bureau of Economic Analysis, 1998; Washington State Office of Financial Management (OFM), Population Projections, 2000.

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EMPLOYMENT/ EARNINGS BY INDUSTRY

The utilization of employment information assists in identifying recent trends and patterns related to major shifts in industries within the County, and are one measure of a community’s economic vitality. This information is used to gauge the economic stability of the area, which correlates to expected aviation activity and demand.

The economy of Jefferson County is based on natural resources, value added processing, a nationally recognized marine trades industry, and tourism and is vulnerable to market fluctuations. The top four industries in the County with regard to earnings are Government (21.8%), Services (17.7%), Manufacturing (12.0%), and Retail (10.1%). The government sector, although slightly down over the past 10 years (-0.2%), is expected to remain a stable source of earnings in the area. The retail and services sectors have targeted both the growing retirement-aged population and tourism industry over the past decade. In addition, the marine trades sector, consisting of a variety of companies specializing in commercial and recreational vessel construction and repair, have become an important part of the services sector. Olympic Peninsula, Hood Canal, and Victorian Port Townsend attract over 500,000 tourists each year contributing over $18 million to the local economy. The manufacturing sector, once built around the timber industry, continues to provide a base of earnings through a diverse group of smaller value-added manufacturers who serve national and international markets with high quality products and services.

Earnings by Industry - 1997 Agricultural Mining Construction Manufacturing Transportation Wholesale Retail Finance Services Government

17.7% 2.8% 21.8% 10.1%

0.7% 3.3% 12.0% 0.6% 1.7% 7.6%

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Port Townsend, the largest community in Jefferson County, serves as the County’s major commercial and manufacturing center. The City is home to the County’s largest manufacturing employer, Port Townsend Paper Corporation, and three major industrial parks including the Port of Port Townsend’s Marine Industrial Park, Port Townsend Business Park, and Glen Cove Industrial Area. There are six major marinas in Jefferson County including Port Townsend, Port Ludlow, Pleasant Harbor, Point Hudson, Port Hadlock, and Quilcene. In addition, there are four barge slips at Port Townsend (one of which is owned by Port Townsend Paper).

PER CAPITA PERSONAL INCOME (PCPI)

Per Capita Personal Income (PCI) is a widely used indicator for gauging the economic performance and changing fortunes of local economies. PCI is the total personal income of an area divided by its resident population. As illustrated in Table 2.13, at $19,788, the Jefferson County PCI is approximately 83 percent of the State’s ($23,834) and 88 percent of that of the United States ($22,373).

Table 2.13 Per Capita Personal Income (PCPI)- Adjusted Jefferson County International Airport

Jefferson County State of County United States Percent of

Per Capita Washington Percent of Per Capita United States Year Income Per Capita Income State (PCI) Income (PCI) 1970 $12,450 $14,165 87.90% $13,717 90.76% 1975 $14,321 $15,871 90.23% $14,783 96.88% 1980 $15,276 $17,310 88.25% $15,909 96.02% 1985 $16,429 $17,902 91.77% $17,499 93.88% 1990 $17,974 $20,026 89.75% $19,142 93.90% 1995 $17,659 $20,478 86.23% $19,893 88.77% 1999 $19,788 $23,834 83.03% $22,373 88.45%

Note: Dollar value based upon 1990 consumer price index (1990 = 1.0). Note: Studies conducted by the U.S. Department of Commerce, and confirmed by U.S. Department of Transportation Studies have demonstrated that the likelihood of business travel by air increases as family income (PCPI) increases. Accordingly, the propensity to own/ operate a general aviation aircraft is directly related to the actual amount of "real dollar" disposable family income.

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Per Capita Personal Income (PCPI) Information

$25,000

$20,000

$15,000

$10,000

$5,000

$0 1970 1975 1980 1985 1990 1995 1999

Jefferson County State of Washinton United States

Source: U.S. Department of Commerce, Bureau of Regional Economic Information System (REIS), 1969-1998; University of Washington Cooperative Extension, 2000.

INCOME DISTRIBUTION

Table 2.14 displays the distribution of household income for Jefferson County, the State of Washington, and the United States. Using income as a gauge to aviation activity, it is assumed that approximately 33 percent of the County households earn income of $35,000 or more, and are generally accepted as capable of supporting general aviation flying. This contention is based on the presumption that, as annual household salary increases, so does the likelihood of an individual flying for business or recreational purposed.

Table 2.14 Household Income Distribution Jefferson County International Airport Less Percent Locale $15,000- $25,000 - $35,000 - $50,000 - $75,000 Than Above $24,999 $34,999 $49,999 $74,999 + $15,000 $35,000 Jefferson 28.5% 21.1% 17.4% 17.4% 9.7% 5.8% 33.0% County State of 21.4% 17.9% 16.8% 19.6% 15.8% 8.5% 43.9% Washington United 24.3% 17.5% 15.8% 17.9% 15.0% 9.5% 42.4% States

Note: Based on the dollar value of 1990.

Source: U.S. Department of Commerce, Census Department 1990 Lookup - Internet Site (2000).

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Household Income Distribution Statistics

45% 40% 35% 30% 25% 20% 15% 10% 5% 0% Less than $15,000 $25,000 $35,000 $50,000 $75,000 Percent $15,000 to to to to or Greater above $24,999 $34,999 $49,999 $74,999 $35,000

Jefferson County State of Washington United States

Source: U.S. Department of Commerce, Census Department 1990 Lookup - Internet Site (2000).

COMPONENTS OF PERSONAL INCOME

Personal income encompasses three broad categories including: earned income, transfer payments, and investment income. According to the Labor and Market Economic Development Branch of Washington State Employment Security, earned income is the single largest source of income at the state and county levels. However, Jefferson County’s main sources of earnings are through transfer payments and investments accounting for approximately 57 percent (31 percent investment income and 26 percent for transfer payments) of the total earnings in the County compared to 42 percent of the county income being contributed by earned income. It should also be noted that Jefferson County’s investment income and transfer payments surpass the State of Washington figures by 25 percent. This fact is due in large part to the demographics of the Jefferson County population in that retirement-related payments of the aging population coupled with investment payments of retirees overshadow the earned income figures of the county and state. Investment income has been the fastest growing component of income during the past 20-year period.

How this information is important to the Airport Master Plan process is how these income figures affect the County’s population potential utilization of general aviation services. This contention is based on the idea that aging citizens with the resources and demand for aviation services are likely to invest in the aircraft and airport services at JCIA, which translates into a presumptive future utilization and reliance on the JCIA as a whole. This renewed sense of reliance upon the JCIA will be realized in the demand for additional hangar space, as well as expanded and improved airfield and terminal area facilities. INVENTORY Page 2 - 49 H:\business\Port of PT\documents\Chapter 2 Inventory.doc JEFFERSON COUNTY INTERNATIONAL AIRPORT (JCIA) Airport Master Plan Update Port of Port Townsend, Washington

Components of Personal Income

70%

60% 50%

40% 30% 20%

10% 0% Investment Income Transfer Income Earned Income

Jefferson County Washington State

Source: Labor Market and Economic Development Branch of Washington State Employment Security, 2000; U.S. Department of Commerce, Bureau Economic Analysis, 1997.

INVENTORY SUMMARY/ FINDINGS

The information provided in the Inventory Chapter establishes the foundation on which the remaining elements of the Airport Master Plan are generated. Several findings were identified in the inventory section through a user survey, research, and an on-site investigation, as well as through discussions with Port officials, which are related to the development of aviation facilities at the Jefferson County International Airport.

¾ Jefferson County International Airport continues its transformation from a community service facility mostly serving small single and twin-piston aircraft to a regional facility accommodating larger and more sophisticated aircraft.

¾ JCIA’s current classification as an ARC B-I general aviation facility will likely be retained throughout the planning period. Although once served by two (2) Part 135 operations, West Isle Air and Island Air recently ceased operations with no short- term plans to resume operations at the Airport. Given historical evidence, general aviation activity at JCIA will remain strong throughout the planing period. This contention will be considered in formulating aviation demand forecasts for the Airport.

¾ Survey responses from throughout the Port Townsend region indicate a strong desire for published instrument approaches to JCIA. Further master planning study elements will determine whether or not this course of action is feasible.

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¾ The FAR Part 77 imaginary airspace surfaces at JCIA are encroached upon by natural terrain obstructions to the approach, horizontal, and conical surfaces. Mountainous and hilly terrain obstruct Part 77 surfaces to the north-northeast, south, and northwest of the Airport. This may impact future approach capabilities at JCIA.

¾ The runway and taxiway pavements are in very good condition and will likely only require regular maintenance throughout much of the planning period.

¾ The current alignment of Runway 9-27 does not capture 95 percent of all-weather wind coverage as required by FAA design criteria. In order to rectify this, the feasibility of a crosswind runway to satisfy crosswind conditions at the Airport should be investigated.

¾ Currently, JCIA is not equipped with recommended perimeter fencing along the airport property boundaries. Seven-foot high steel mesh fencing is recommended along the airport property boundary. At minimum, perimeter fencing confining the AOA should be erected.

¾ Noise abatement procedures in the form of recommended aircraft operation parameters, preferred flight corridors to and from the Airport, and minimum traffic pattern altitudes in the vicinity of the Airport are currently in place at JCIA. These noise abatement procedures are an attempt to lessen the impact of aircraft and airport noise on the outlying residential areas.

¾ Pilots, passengers, and patrons report the need for a dedicated terminal building providing amenities such as public restrooms, a pilot’s lounge, passenger waiting area, public telephone, and electronic flight planning equipment.

¾ Additional hangar area and facilities are in demand at JCIA. The most likely location for future hangar development would take place along the northeastern and eastern portion of the core terminal area complex. Additional aircraft tie-down space would likely be developed in the south-central portion (grass tie-down area) of the terminal area complex.

The JCIA has been designated as an Essential Public Facility and it is the goal of Jefferson County to ensure the safe and efficient operation of the Airport and to ensure its continued viability as a transportation hub.

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3 AVIATION DEMAND FORECASTS

AIRPORT FORECAST METHODOLOGY

Aviation demand forecasts are prepared to estimate future airport facility and equipment needs. The preferred forecasts are used to identify the type, extent, and timing of aviation development, along with an estimate of the financial feasibility of airport development alternatives, and evaluating potential environmental affects. Aviation demand forecasts have been prepared for the following:

¾ Based aircraft by category ¾ Military and air taxi operations ¾ Aircraft operations (landings & takeoffs) ¾ Fleet mix by aircraft type ¾ Critical aircraft (family of aircraft) ¾ Actual instrument approaches (AIA’s) ¾ Commercial enplaned passengers ¾ Commercial service operations

During the past decade, Jefferson County International Airport has hosted chartered non- scheduled commercial service aviation activity. Over the past two years the final two non- scheduled commercial service operators have closed operations and ceased to exist at JCIA. Due to the utilization of the facility as a commercial service airport in the recent past, methodologies to forecast commercial service departures, passenger enplanements, and commercial service aircraft operations will be completed to inform the airport sponsor what might be a reasonable expectation of commercial service demand at the airport should a Part 125 or 135 charter operator choose to begin commercial service to and from the Jefferson County International Airport.

Development of aviation forecasts involves analytical, trend analysis and judgmental assumptions to realize the highest level of forecast confidence. The general aviation demand forecasts are developed in accordance with national trends, and in context with the inventory findings, including local population, per capita income, and employment, as well as economic trends. The forecasts are time-based projections which provide a schedule for expecting demand levels, in which the forecasts ultimately serve as a guide for development – as demand and facilities warrant. National general aviation trends and forecasts, used to provide a baseline of growth rates, are provided by the FAA Aviation Forecast (FY 2001-2012).

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NATIONAL GENERAL AVIATION TRENDS

Several national trends have been identified as an influence to the forecast analysis for the Jefferson County International Airport. During the past several years, industry and legislative reforms have been initiated which are poised to bring rather significant change and growth to all aspects of the general aviation industry.1

In conjunction with this, the growing national economy has induced a greater reliance of business aircraft utilization, but also a resurgence in recreational flying, as demonstrated by new pilots starts and aircraft shipments. These factors have resulted in a newly found optimism for long-term growth of the general aviation industry.

Overall, the general aviation segment of the industry is expected to experience moderate annual growth (0.9% to 1.5%) during the next 13 years, and within the 3 to 5 year period is projected to sustain activity levels experienced prior to the mid-1980’s general aviation decline.

As examples, the single-engine general aviation fleet is becoming more sophisticated, with a gradual increase (average net of approximately 1,000 aircraft annually) in the fleet size and pilot training. The recent infusion of new aircraft technology into general aviation has resulted in improved performance, more reliable and cost-effective single-engine airplanes, as evidence of the manufacturing proliferation of new production airplanes and various experimental aircraft models.

More vibrant business utilization, combined with increasingly complex pilot and airspace regulations, have greatly contributed to a more sophisticated pilot population flying more advanced and demanding aircraft. Associated with this, the recent cost escalation associated with recreational flying, coupled with higher liability and taxes for those who own, rent, and operate general aviation aircraft, have contributed to an increase in business and itinerant aircraft operations relative to pilot training and recreational activity. This trend is becoming more evident at smaller, highly active general aviation airports such as JCIA.

The higher-value turbo-propeller aircraft (average annual increase of 1.2%) are being manufactured in advance of normal attrition, and continue to gain market share popularity. However, multi-engine piston engine aircraft are expected to remain constant during a large portion of the 20-year forecast period with twin-engine aircraft attrition rate equaling the production rate. Due to new airframe and engine technology and cost–sharing arrangements, turbojet (turbine/jet) aircraft also have become an economical substitute for a number of the larger twin-turbine propeller aircraft and are expected to grow at an annual increase of 4.3 percent. Overall, the turbine-powered fleet is expected to increase at an average annual rate of

1 Aviation activity is often influenced by the types of airport services offered for transient and based aircraft, and by the general business environment. In addition, factors such as vigorous local airport marketing, gains in sales and services, increased industrialization, changes in transportation mode preferences, or fluctuations in the national or local economy all influence aviation demand.

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three percent. In addition, the pre-owned general aviation aircraft market has remained strong. Also, national legislation passed in 1994 established an 18-year liability horizon for the design of general aviation aircraft and components, allowing more affordable design and navigational technologies in the mainstream marketplace, as well as a proliferation of experimental aircraft production under revised FAA certification guidelines. The above-mentioned, as well as numerous other reasons, cast a positive light on the possible continued prosperity of general aviation.

LOCAL AREA/JCIA FORECAST FACTORS AND ASSUMPTIONS

Based on information obtained in the inventory analysis, the following factors and assumptions have been incorporated into the forecasts of based aircraft and annual operations at JCIA.

¾ A net increase in based aircraft at JCIA will likely be influenced by the timing and availability of future hangar expansion, as well as business expansion at the Airport. In addition, an aircraft restoration business is based at the Airport, likely attracting additional based aircraft to the Airport in the short to mid-term planning phase. The demand for future based aircraft would likely arise from recreational/ leisure/retirement and business interests from within the Port Townsend vicinity and outlying Quimper Peninsula and Puget Sound region.

¾ Establishment of published instrument approach procedures with minimums to increase the reliability and allow for the safe and efficient use of the Airport by additional single and multi-engine aircraft, as well as higher performance cabin class aircraft.

¾ Re-establishment within the short-term planning period of one or more charter/on- demand commercial carriers at JCIA utilizing primarily single and multi-engine piston powered aircraft.

¾ Future projections are provided for planning purposes only. The actual rate or aviation demand activity experienced at the airport will occur based upon market factors consistent with the provisions of this plan.

GENERAL AVIATION DEMAND FORECASTS

The JCIA aviation demand forecasts have been developed using statistical techniques including regression and multiple regression analysis, market-share evaluation, linear trend-line and time series analysis, as well as FAA growth rates. A judgmental analysis of the various forecasts culminates in the selection of a preferred forecast as a reasonable indicator of future general aviation demand at the Airport. The following provides a summary of the preferred forecasts.

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FORECAST OF BASED AIRCRAFT

Table 3.1 summarizes the various forecasts of based aircraft prepared for the JCIA throughout the 20-year planning period. Forecasts of based aircraft were developed using multiple methodologies such as regression, linear trend line/trend extension, market share, time-series, as well as FAA annual growth rates per the FAA Aerospace Forecasts (2001-2012). Judgmental or professional analysis was utilized in formulating the preferred forecasts as well.

Overall, the forecast methods resulted in a range of 117 to 177 based aircraft by the end of the planning period (2022), representing a 0.6% to 3.6% annual growth rate, respectively.

Due to the existing and historic information available, the forecast methodologies utilized provided a statistically acceptable confidence factor (90% significance). The preferred forecast was developed by averaging the outcomes of each of the forecast methods to arrive at a reasonable expectation of based aircraft demand. In addition, the preferred forecast of based aircraft represents a reasonably conservative projection, and is consistent with recent past airport trends, the anticipated growth of the general aviation fleet, and is realistic with respect to market factors and socio-economic conditions identified in the Port Townsend and Quimper Peninsula vicinity.

Table 3.1 Summary of Based Aircraft Forecasts – Total Aircraft Jefferson County International Airport Regression/ Jefferson Averaged FAA Annual Linear Trend Multiple Time Series County (Cumulative Growth Rates Line Regression Analysis Market Share Local (National Year Analysis Analysis Analysis Demand) Average)

2002 102 102 102 102 102 102 102

2007 109 111 99 106 107 105 107 2012 128 125 112 110 117 109 112 2017 151 139 123 113 126 113 118 2022 177 154 134 117 138 121 123

Note 1: Forecasts were not prepared for ultralights, rotorcraft, sailplanes/ gliders, or non-airworthy aircraft (5).

Note 2: The FAA fleet size rate of increase varies with the type of aircraft. The overall general aviation fleet is expected to grow at 0.9 % to 1.2% annually (2001-2012). The single-engine aircraft fleet is expected to grow at an annual rate of 0.6% to 1.2%, multi-engine at 0.0% to 0.5%, twin turbine-engine aircraft at 1.2%, and jet/turbine at 4.3%. Growth rates per category of aircraft were applied to the number of based aircraft starting in 2002.

Source: BWR, Summary Forecast of Based Aircraft, May 2002.

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JCIA Based Aircraft Forecast Summary

180 160 140 120 100 80 Aircraft 60 40 20 0 2002 2007 2012 2017 2022 Year

Regression Analysis Multiple Regression Analysis Time-Series Market Share Analysis FAA Annual Growth Rates Linear Trend Line Cumulative Local Demand

BASED AIRCRAFT FORECAST (PREFERRED)

Table 3.2 provides a detailed breakdown, by category, of the preferred mix forecast of based aircraft. The projected number of based airplanes was developed in reference to local area economic, social, as well as historic trends during the past 10-year period. For this, the baseline number of aircraft identified at JCIA in 2002 was incrementally adjusted during the planning period based on the survey and interview information collected with regard to the hangar waiting list demand, expected aircraft purchases, anticipated aircraft upgrades, as well as local area economics and demographics. The projected based aircraft estimate at the completion of the 20-year planning period represents a 42 percent overall growth rate which further accounts for an annual growth rate of two (2) percent. This growth rate is representative of small general aviation airport growth throughout the U.S. that is similar in size and activity to JCIA.

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Table 3.2 Preferred Total Based Aircraft Forecast Jefferson County International Airport

Single-Engine Multi-Engine Multi-Engine Business Total Based Aircraft Piston Turbine Jets Fixed-Wing Year (A-I) (A-I to B-I) (B-II) (B-I to B-II) Helicopters Aircraft

2002 96 6 0 0 0 102

2007 100 9 0 0 0 109

2012 117 11 0 0 0 128

2017 138 13 0 0 0 151

2022 160 15 1 1 2 177 Note: Forecasts have not been prepared for other aircraft; ultralights, rotorcraft, sailplanes/ gliders, or non- airworthy aircraft.

Source: BWR, Preferred Forecast of Based Aircraft, January 2002.

Preferred Based Aircraft Forecasts

15 1 1

160

Single-Engine Multi-Engine Turbo-Prop Turbo Fan/ Jet Rotor

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The significant aspect of the forecast indicates a realistic expectation for a small-cabin business turbo-prop to be based at JCIA by the end of the planning period, most likely as an upgrade from an existing based business twin-piston aircraft similar to the existing critical aircraft. This could likely occur as a shared general aviation interest amongst a group or consortium of local- area business interests or the arrival of a business enterprise in the area with the resources and need for such an aircraft. The arrangement of such a partnership could introduce similar aircraft through mechanisms initially provided by the FBO. Such arrangements, similar to fractional aircraft ownership, are the fastest growing component of the general aviation industry.

Additional twin-engine piston aircraft are shown to be based at JCIA, which corresponds with the existing and historical level and demand for twin-engine aircraft in the region. Additional single-engine aircraft being based at the airfield is contingent on the availability of additional hangar space and associated accommodations to include additional tie-down area and ramp space, as well as available area for hangar expansion.

AIRCRAFT OPERATIONS FORECAST (PREFERRED)

Table 3.3 summarizes the forecast of annual aircraft operations at the JCIA forecast phase. The forecast of operations was projected in reference to the forecast of based aircraft, as well as JCIA’s utilization rate2. The utilization rate, as specific to individual airports, is a common means to extrapolate future total traffic levels in using based aircraft figures.

For planning purposes, JCIA’s utilization rate of 466 is expected to remain relatively constant throughout the planning period, a rate which is consistent with utilization experienced at the airport during the past 10 years. This particular utilization rate is also consistent with similar airport facilities with low flight training activity and a higher percentage of recreational aviation activity. With operations established by this methodology, itinerant and local operations were determined by application of the current relationship of local (30%) and itinerant (70%) operations.

The forecast of operations, similar to the based aircraft forecast, is a reasonable expectation of activity demand throughout the planning period. The additional 18,050 annual operations represent a 1.3% growth per year, an increase consistent with state and national projections for general aviation airports.

2 Utilization Rate - Ratio of annual operations to the number of based aircraft, providing a consistent gauge of total activity relative to the number of based aircraft.

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It should be noted that, although accounted in terms of an unconstrained forecast, levels of activity could fluctuate due to the success of flight training programs, FBO fuel and hangar pricing, active airport marketing initiatives, the introduction of an established Part 135 air charter/taxi service, or the timing of additional commercial business at the Airport.

Table 3.3 Preferred Aircraft Operations Forecast Jefferson County International Airport

Total Utilization Total Total Itinerant Operations Total Based Rate Local Other Forecast Year Aircraft Operations Military Air Taxi Itinerant Operations

2002 102 466 14,280 (30%) 50 1,500 31,700 47,600

2007 109 466 15,240 (30%) 50 1,600 33,900 50,800

2012 128 466 17,910 (30%) 50 1,700 40,000 59,700

2017 151 466 21,120 (30%) 50 1,800 47,400 70,400

2022 177 466 24,750 (30%) 50 1,900 55,800 82,500

Note: Other itinerant operations include transient general aviation operations. Note: 2002 level of based aircraft – BWR airport inspection and survey responses, October 2001- February 2002. Note: Forecast operations were rounded to the nearest hundred for simplicity and planning purposes. Note: Annual forecast operations do not include potential commercial air service operations.

Source: BWR, Preferred Aircraft Operational Forecast, May 2002.

Forecast Annual Aircraft Operations

90,000

80,000

70,000

60,000

50,000

40,000

Annual Operations 30,000

20,000

10,000

0 8 2 9 8 4 1 9 8 6 1 9 8 8 1 9 8 0 1 9 9 2 1 9 9 4 1 9 9 6 1 9 9 8 1 9 9 2 1 9 0 2 1 0 1 2 2 0 2 Year 2 0 2

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COMMERCIAL SERVICE FORECASTS

Forecasts have been prepared as part of the Airport Master Plan Update to project the number of passenger enplanements, commercial aircraft fleet mix, and airline operational activity opportunities for the JCIA during the forecast 20-year period should an FAR Part 121/135 operator begin to offer service to and from JCIA. Given JCIA’s historical commercial service activity, a forecast analysis was completed to provide the airport sponsor a reasonable estimate of the potential commercial service demand that might exist at JCIA should service initiate at the Airport in the near to distant future. The following section summarizes the key findings and preferred commercial service forecasts from the information prepared and researched.

The airline forecasts were developed using the following methodology:

¾ Potential enplaned passengers were estimated by identifying the demand and ability to retain air travelers from a defined catchment area established for JCIA.

¾ In the case of JCIA, the Airport’s catchment/service area is the same geographical service area identified in the airport inventory chapter.

¾ The population base within the JCIA catchment area was forecast for the planning period with the peak passenger demand for the JCIA catchment/service area extrapolated from the county population forecasts;.

¾ The analysis estimated the load factor and revenue passenger seats of numerous categories and types of aircraft which is representative of the equipment utilized for commercial service operations by regional airlines in the Quimper Peninsula and Puget Sound Region.

SCHEDULED and CHARTERED COMMERCIAL SERVICE PASSENGER DEMAND

Exhibit 2.3 located in the Airport Inventory chapter identifies the JCIA catchment/service area which includes portions of Jefferson County from which current and potential passengers are drawn. The total catchment area population residing within the immediate JCIA service area boundary is estimated to be 15,200 residents. A recent commercial airline service study conducted by the Kiehl Hendrickson Group found that it is common to expect that annual passenger enplanements for a given city are approximately equal to the population base being served. This one-to-one ratio is not true for all markets, but serves as a test of reasonableness across the industry. Results tend to follow the logic that a larger population base creates more passenger activity, unless certain unforeseen factors in the environment alter that one-to-one relationship. Therefore, JCIA’s current potential annual commercial service demand is 15,200 enplaned passengers. Relying on Jefferson County population projections to the end of the 20-

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year planning period, the potential annual commercial service enplanement demand may reach as high as 24,600 potential passengers.

It should be noted that the one-to-one relationship is an initial industry baseline for calculation purposes and is dependent on the community’s ability to attract, as well as the commercial service operator’s ability to retain, satisfactory air service for business and leisure travelers.

ESTIMATE OF JCIA’S COMMERCIAL SERVICE LOAD FACTOR

Load factor is defined as the percentage of the capacity of an aircraft that is in use. Simply stated, load factor is arrived at by dividing the revenue passenger miles by the available seat miles (aircraft seating capacity). For purposes of estimating commercial service demand at JCIA, recent trends, as well as airline studies, were referenced to arrive at a high and low range of load factors that could be applied to JCIA. Initially, a load factor of 45% is comparable to rural airports and small community airports that do, or have the potential to, accommodate commercial service such as JCIA. Secondly, a 60% load factor is one that allows a commercial service carrier to be profitable and one that is likely to accommodate growth of the carrier. Next, a load factor of 70% is representative of the current domestic scheduled passenger service industry as a whole. Finally, a 90% load factor represents an optimistic high range of air carrier seat occupancy.

Table 3.4 indicates the varying load factors throughout the 20-year planning period as they relate to aircraft equipment and influence annual enplanements at the Airport. For planning purposes, as well as clarity, a load factor of 70% was applied to the commercial service forecasts throughout the 20-year planning period. This was due in large part to the fact that airline passenger load factors can vary widely based on financial, sociological, and economic circumstances.

ESTIMATE OF COMMERCIAL SERVICE DEPARTURES AND ENPLANEMENTS

A passenger enplanement is defined as a passenger boarding a departing aircraft. The potential commercial service passenger enplanement forecast for JCIA was derived from making an educated assumption as to the passenger load factor, as well as specifying a particular number of aircraft departures per day. Initially, in the case of JCIA, a high and low range of one to three commercial service aircraft departures per day was utilized to form the first part of the enplanement estimate. Secondly, the enplanement forecast was also based on the assumption that service would be offered at JCIA a total of six days per week. The passenger load factor coupled with daily departures, as well as daily service throughout the year, yielded a high and low passenger enplanement estimate.

Table 3.4 depicts the forecast of the potential annual passenger enplanements for JCIA throughout the 20-year forecast period. The baseline of annual passenger enplanements for

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Table 3.4 Commercial Service/Passenger Enplanement Retention Forecast Jefferson County International Airport

Catchment Total Annual Load Departures Peak Design Peak Seating Area Passenger Factor per Day Month Day Hour Year Retention Rate Enplanements 2002 - - - 6.8% 1,041 125 4 2

2007 6 70% One (1) 7.6% 1,300 156 5 2 2012 6 70% Two (2) 13.6% 2,600 312 10 5 2017 8 70% Two (2) 16.0% 3,500 420 14 6 2022 8 70% Three (3) 21.3% 5,200 624 21 9

Peak Month = 12% of the total passenger enplanements Design Day = Peak month / 30 days Peak Hour = Design day x 45%

Note: 2000 and 2001 passenger activity utilized as 2002 baseline of passenger enplanement activity at the airport. Annual passenger enplanements are rounded to the nearest hundred.

Source: BWR, JCIA Commercial Service/ Passenger Enplanement Retention Forecast, May 2002.

JCIA Passenger Enplanement Activity Forecast

6,000 5,242

5,000

3,494 4,000 2,621 3,000

2,000 1,310 1,041

1,000

- 2002 2007 2012 2017 2022 Year

Passenger Enplanements

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2002, which totaled 1,041, were based on combined 2000 and 2001 passenger enplanement data. Passenger enplanements could potentially increase steadily from approximately 1,041 in 2002 to approximately 5,200 at the conclusion of the 20-year period while utilizing six to eight passenger aircraft departing between one and three times per day over a six day per week period. Given the historical commercial service at JCIA, as well as the utilization of small regional air carriers in the Puget Sound region coupled with Port Townsend’s standing as a vacation/leisure and retirement destination, it is not unreasonable to state that should a charter/ on-demand commercial service carrier provide service at JCIA, the projected commercial service activity may well be justified, if not slightly under estimated.

Historically, JCIA was designated as a commercial service airport enplaning at least 2,500 passengers. The current commercial service forecast analysis indicates that JCIA could expect to enplane approximately 2,500 passengers during the mid-term planning period (2012) utilizing a six passenger aircraft, operating with a load factor of 70%, and conducting two departures per day. In order for the Airport to be designated as a primary commercial service airport enplaning at least 10,000 passengers annually, aircraft accommodating eight to ten passengers, conducting at least four departures per day with a load factor of up to 90% would be required to operate from the Airport in the future.

ESTIMATE OF JCIA COMMERCIAL SERVICE PASSENGER RETENTION RATES

Retention is defined as the percentage of the total potential commercial passengers that reside and utilize an airport accommodating commercial service within a specific catchment area. Passenger traffic “leakage” is defined as passengers who drive to another airport outside of the region to begin their travel. Leakage tends to be more common in the smaller communities, primarily because local air service is often not as attractive to consumers as it might be from larger cities within a reasonable driving distance. In the case of JCIA, Seattle-Tacoma International (SeaTac) and Port Angeles-Fairchild International (CLM) Airport would be the two facilities drawing potential passengers out of the JCIA catchment area to begin their travel by air.

The passenger enplanement forecasts for the short to mid-term (2007 an 2012) forecast period assume that a charter/non-scheduled regional carrier will initiate air carrier service at JCIA operating either single or twin-engine piston powered aircraft. This new service would likely operate to and from other commercial service airports in the region on an on-demand or charter basis. The catchment area retention rate for the short-term planning period (2007) indicates that approximately 7.6% of the potential commercial passenger enplanements would utilize air carrier service at JCIA. Conversely, JCIA would fail to capture, or “leak,” 92.4% of the identified air traveler market to most likely either SeaTac or Fairchild International airports. Passenger retention rates are forecast to rise steadily throughout the middle to long-term planning phases (2007-2022) from as low as 7.6% up to nearly 21.3% (92.4 to 78.7% market leakage, respectively), while JCIA would accommodate six to eight passenger aircraft performing DEMAND FORECASTS Page 3-12

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between two and three departures per day. The rise in passenger retention, as well as additional daily departures assumes that more than one carrier would provide service at JCIA or that the single carrier service will experience sustained passenger activity and aircraft fleet growth. However optimistic, the total passenger enplanements and passenger retention rates will be largely attributed to airline pricing, as well as the types and level of air carrier services offered.

Table 3.4 includes the ranges of potential enplaned passenger demand for JCIA and retention sensitivities (percent of demand that JCIA could reasonably expect to retain). The passenger demand retention figures were arrived at by first determining the annual enplanement activity based on load factor and aircraft fleet utilization. Next, by utilizing the current JCIA catchment area population and incrementally adjusting it over the 20-year forecast period by utilizing the forecast annual population growth of Jefferson County, a low to high range of passenger retention rate estimates were generated.

ESTIMATE OF COMMERCIAL SERVICE FLEET UTILIZATION/FLEET MIX

Table 3.5 depicts the forecast of the commercial fleet mix for JCIA throughout the 20-year forecast period. The commercial service fleet utilization typically identifies a number of pertinent parameters in airport planning. At JCIA, this is primarily related to terminal area design features including ramp size, strength and geometry, passenger processing areas and servicing equipment needs, and public circulation areas. Airfield factors include an assessment of runway lengths based on maximum aircraft stage length capabilities (average distance traveled by an aircraft in order to determine its operating parameters at an airport), taxiway systems, and lighting and approach capabilities associated with the commercial aircraft design family.

The fleet mix has been developed on review of the carriers serving the Puget Sound/Quimper Peninsula region, in addition to the forecast levels of revenue passenger mile traffic as consistent with regional airline load factors. Other factors included in this assessment involve the stage length patterns reasonable with future commercial service destinations, the existing and expected production (transition) of FAR Part 121, 125 and 135 aircraft, and the potential impacts of governmental regulations (essential air service route program, airport security, noise, FAR Part 139, etc.).

Based on the forecasts of passenger enplanements and estimated retention rates for the JCIA catchment area, it is projected that commercial air service at JCIA would utilize primarily twin piston engine six, eight and nine passenger capacity aircraft manufactured by Cessna, Piper, and Raytheon. In addition, ten to 12 passenger capacity single and twin-engine turbine aircraft including the Cessna 207 “Grand Caravan”, Cessna 425 & 441 “Conquest” series, as well as the Pilatus PC-12 aircraft, may also be utilized for commercial service at JCIA should the Airport experience high volume of commercial service demand and high passenger load factors and sustained growth.

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Table 3.5 Scheduled Airline Fleet Utilization Forecast Jefferson County International Airport Aircraft Categories/ Annual Operations Annual Nine (9-12) Passenger Six (6) Passenger Seat Eight (8) Passenger Commercial Seat Single and Twin- Year Twin-Piston Seat Twin-Piston Service Engines Operations 2002 - - - - 2007 600 - - 600 2012 1,200 - - 1,200

2017 200 1,300 - 1,500 2022 100 1,700 100 1,900

Source: BWR, Scheduled Airline Fleet Utilization Forecast, May 2002.

ANNUAL INSTRUMENT APPROACH (AIA) FORECAST

Table 3.6 summarizes the forecast of annual civilian instrument approaches for JCIA during the 20-year planning period. The forecast of annual instrument approaches (AIA’s) provides further guidance in determining requirements for the type, extent, and timing of future navigational (NAVAID) equipment.

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Table 3.6 Annual Instrument Approach Forecast (AIAs) Jefferson County International Airport

Total Itinerant Air-Taxi/ Actual Itinerant Operations- Commercial Percent Itinerant AIA Operations Year Transient/ Service IFR Rated Percent AIA (% of Total Flight Training Operations Pilots IMC Operations Operations) Annual Instrument Approach (AIA) Forecast EXCLUDING Commercial Service Operational Activity

2002 31,700 1,500 48.6% 3.9% 659 330 (0.69%)

2007 33,900 1,600 48.6% 3.9% 705 352 (0.69%)

2012 40,000 1,700 48.6% 3.9% 824 412 (0.69%)

2017 47,400 1,800 48.6% 3.9% 969 484 (0.69%)

2022 55,800 1,900 48.6% 3.9% 1,132 566 (0.69%)

Annual Instrument Approach (AIA) Forecast INCLUDING Commercial Service Operational Activity

2002 31,700 1,500 48.6% 3.9% 660 330 (0.69%)

2007 33,900 2,200 48.6% 3.9% 729 364 (0.71%)

2012 40,000 2,900 48.6% 3.9% 871 436 (0.73%)

2017 47,400 3,300 48.6% 3.9% 1,027 514 (0.74%)

2022 55,800 3,800 48.6% 3.9% 1,206 603 (0.75%)

Note: The percent of IFR Rated Pilots is based on FAA Forecasts (200-2012), and trend line (2013-2022). The increase in the percent of IFR-rated pilots is extrapolated from FAA forecasts, indicating 1.3 percent growth in IFR training during the next 12 years. The percent of IFR Rated Pilots is based on FAA Forecasts (2001-2012), and linear trend line (2013-2022).

Note: Forecast based on unconstrained condition – IFR flight plans are completed and canceled after executing the full approach. Military operations are not included in the AIA forecast.

Note: An instrument approach is defined as an approach to an airport, with intent to land in accordance with an instrument flight rule (IFR), when visibility is less than three nautical miles and/ or the cloud ceiling is at or below the minimum initial approach altitude.

Source: BWR, Annual Actual Instrument Approach Forecast, May 2002. NOAA, International Station Meteorological Climate Summary (Version 4.0, September 1996).

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AIRCRAFT FLEET MIX FORECAST

Table 3.7 presents the aircraft fleet mix forecast at JCIA for each phase throughout the 20-year planning period. The mix forecast is used to determine future airport design, structural and material needs, and was developed by applying the forecast of activity to future aircraft use patterns and trends obtained during the inventory analysis. Ultimately, three categories of general aviation aircraft are forecast to use JCIA: 1) light single-engine aircraft weighing less than 12,500 pounds; 2) light and medium twin-piston engine aircraft weighing less than 12,500 pounds; and 3) small to medium-cabin turbine powered aircraft, generally weighing less than 15,000 pounds.

Table 3.7 Forecast Aircraft Mix by FAA Design Groups Jefferson County International Airport

Aircraft Approach Category (AAC) - This grouping is based on 1.3 times the stall speed of the aircraft at the maximum certified landing weight in the landing configuration (knots).

Phase 1 Phase 2 Phase 3 Aircraft Existing Short-Term Mid-Term Long-Term Approach Category (2002) (2002-2007) (2008-2012) (2013-2022)

Category A (Less 91 knots) 42,600 (89.5%) 44,700 (88.0%) 51,900 (87.0%) 71,400 (86.5%)

Category B (92 to 120 knots) 5,000 (10.5%) 6,100 (12.0%) 7,800 (13.0%) 11,100 (13.5%)

Category C (121 to 141 knots) (0.0%) (0.0%) (0.0%) (0.0%)

Category D (142 to 165 knots) (0.0%) (0.0%) (0.0%) (0.0%)

Category E (166 knots or more) (0.0%) (0.0%) (0.0%) (0.0%)

Airplane Design Group (ADG) - A grouping of aircraft based on wingspan dimension (feet).

Phase 1 Phase 2 Phase 3 Airplane Existing Short-Term Mid-Term Long-Term Design Group (2002) (2002-2007) (2008-2012) (2013-2022)

Group I (Less than 49’) 47,400 (99.5%) 50,550 (99.5%) 59,350 (99.25%) 81,800 (99.25%)

Group II (49’ to 78’) 200 (0.5%) 250 (0.5%) 450 (0.75%) 700 (0.75%) Group III (79’ to 117’) (0.0%) (0.0%) (0.0%) (0.0%) Group IV (18’ to 170’) (0.0%) (0.0%) (0.0%) (0.0%) Group V (171’ to 212’) (0.0%) (0.0%) (0.0%) (0.0%) Group VI (213’ to 261’) (0.0%) (0.0%) (0.0%) (0.0%)

Note: The aircraft approach category (AAC) is classified from A to E, and the airplane design group (ADG) is classified from I to IV. Combined, the two classifications produce an Airport Reference Code (ARC) which yields specific characteristics about the type of airplane that the airport is designed to accommodate.

Note: Fleet mix estimates are rounded to the nearest hundredth (00); fleet mix estimates indicating 0% denotes total operations for the period are less than one (1) percent of total annual operations.

Source: FAA Advisory Circular 150/5300-13 (Change #6), Airport Design, BWR, Aircraft Mix Forecast, May 2002. DEMAND FORECASTS Page 3-16

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ULTIMATE CRITICAL AIRCRAFT/FAMILY OF AIRCRAFT

Table 3.8 provides information about the ultimate critical aircraft for JCIA. The critical aircraft is the largest airplane within a composite family or category of aircraft conducting at least 500 annual itinerant operations (combination of 250 takeoffs and landings) per year at JCIA. The future critical aircraft is evaluated with respect to size, speed and weight, and is important for determining airport design, structural, and equipment needs for the airfield and terminal area facilities.

The future critical aircraft for JCIA, identified by application of the forecast of fleet mix (executive travel, fuel, personal use) and itinerant activity, is a small to medium-sized cabin class turbo- prop aircraft in the ARC B-II family of aircraft. This category of aircraft was selected based on current airport usage, and forecast assumptions for activity by large aircraft. A common business turbo-prop representative of the ARC B-II fleet is the Raytheon/Beechcraft King Air C90, a six to twelve passenger pressurized cabin aircraft commonly used for executive travel and limited cargo and air ambulance transport.

Table 3.8 Critical Aircraft Information – Future Aircraft Jefferson County International Airport

Max. Ground Wing Aircraft Aircraft Takeoff Roll Approach Aircraft Type & (ARC) Span Length Height Seating Weight Distance* Speed** Raytheon/ Beechcraft 10,100 50’ 3” 35’ 6” 14’ 3” 6-12 2,710’ 101 knots King Air C90B lbs. (ARC B-II) Note : Takeoff distance for JCIA computations are based on aircraft manufacturers’ specification and conditions. Note: (*) Takeoff distance over 50’ obstacle at 10,100 pounds with flaps up; (**) Landing at 9,600 pounds, flaps down (without reversing), ISA, sea level, landing distance over 50’ obstacle is 2,290 feet. Source: BWR, Aircraft Performance File, 2002; Raytheon Aircraft, Wichita, Kansas, 2001.

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AVIATION DEMAND FORECAST SUMMARY

Table 3.9 summarizes various forecast elements. The forecasts, combined with the inventory data, will be used to identify and develop the facility requirements for JCIA. The next chapter, Facility Requirements, identifies the types and extent of facilities required to adequately accommodate the demand levels identified in this chapter.

Table 3.9 Aviation Demand Forecast Summary Jefferson County International Airport

Existing 2007 2012 2017 2022 (2002) (5 year) (10 year) (15 year) (20 year) Total Forecast Based Aircraft Single-Engine Aircraft (A-I & B-I) 96 100 117 138 160

Piston Multi-Engine Aircraft (B-I) 6 9 11 13 15

Turbine Multi-Engine Aircraft (B-II) 0 0 0 0 1

Business Jet Aircraft (B-II to C-I) 0 0 0 0 1

Helicopters/Rotorcraft 0 0 0 0 2

Total Based Aircraft 102 109 128 151 177

Total Forecast Annual Aircraft Operations Local Operations 14,280 15,240 17,910 21,120 24,750 Other Itinerant Operations 31,700 33,900 40,000 47,400 55,800 Air Taxi Operations 1,500 1,600 1,700 1,800 1,900 Military Operations 50 50 50 50 50

Total Annual Operations 47,600 50,800 59,700 70,400 82,500

Commercial Service Operations - 600 1,200 1,500 1,900 Total Annual Operations + 47,600 51,400 60,900 71,900 84,400 Commercial Service Operations Annual Passenger Enplanements 1,041 1,300 2,600 3,500 5,200

Annual Instrument Approaches (AIA) 330 352 412 484 566 Annual Instrument Approaches + 330 364 436 514 603 Commercial Service AIAs

Note: Annual instrument operations are counted as part of total annual operations; instrument operations include local and itinerant operations, but not military operations. The AIAs include only a projection of actual instrument approaches during IMC for general aviation.

Note: Forecasts have not been prepared for other aircraft; ultralights, rotorcraft, sailplanes/ gliders, or non- airworthy aircraft.

Note: Future projections are provided for planning purposes only. The actual rate or aviation demand activity experienced at the airport will occur based upon market factors consistent with the provisions of this plan.

Source: BWR, Aviation Demand Forecast Summary, May 2002.

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4 AIRPORT FACILITY REQUIREMENTS

AIRPORT DESIGN FACTORS

This chapter identifies the long-range airfield and terminal area facilities needed to satisfy the 20-year forecast of aviation demand at the Jefferson County International Airport (JCIA). Airport facilities have been identified based on the accumulation of inventory information and forecast demand elements, and planned in accordance with FAA airport design standards and airspace criteria. It should be noted, the identification of needed facilities does not constitute a requirement in terms of absolute design standards or goals, but rather an option for facility improvements to resolve various types of facility or operational inadequacies, or to make improvements as demand warrants.

Airfield facility components include runways, taxiways, navigational aids, airfield marking/ signage and lighting. Terminal area facility components comprises hangars, terminal building, apron parking area, fuel quantity and storage size, public vehicle parking, and airport access requirements.

AIRPORT REFERENCE CODE (ARC) CLASSIFICATION

Table 4.1 identifies the airport reference code (ARC) at JCIA during each of the planning periods. The FAA has established airport design criteria based on the ARC designation, which provides minimum safety standards in accordance with the performance characteristics of the family of aircraft represented by the airport's critical or design aircraft. This particular aircraft, as determined with respect to approach speed and wingspan, is within a design category or family of airplanes that conduct at least 500 annual itinerant operations (combination of landings and takeoffs) per year at the Airport.

AIRFIELD DESIGN STANDARDS

The airfield design and site layout has been determined by application of airport design standards contained in the FAA Advisory Circular 150/5300-13 Change #6, Airport Design, Version 3.0, Computer Airport Design Program Model. The model calculates the minimum separation distance between the following airfield components:

4 Runway/taxiway distance separations; 4 Airfield safety areas (RSA, OFA, OFZ); 4 Surface grade and airspace slope; 4 NAVAID siting and safety areas; 4 Runway threshold distances; 4 Runway protection zone (RPZ) size.

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Table 4.1 Existing and Ultimate Airport Reference Code (ARC) Jefferson County International Airport

Existing Phase 1 ARC Phase 2 ARC Phase 3 ARC Runway ARC (0-5 Years) (5-10 Years) (10-20 Years) Runway 9-27 (Primary) B-I B-I B-I B-II

Note: The most demanding (greatest) runway ARC per planning phase indicates the airport's ARC.

Note: ARC B-I classification has the following performance characteristics: Aircraft Approach Category B = an approach speed of 91 knots or more, but less than 121 knots. Airplane Design Group I = a wingspan of less than 49’

Note: ARC B-II classification has the following performance characteristics: Aircraft Approach Category B = an approach speed of 91 knots or more, but less than 121 knots. Airplane Design Group II = a wingspan of 49’ up to, but not including 79’.

Source: BWR, Designated Airport Reference Code (ARC) Forecast, August 2002.

RUNWAY LENGTH STANDARDS

By design, the primary runway normally has the longest runway length, most favorable wind coverage, greatest pavement strength, and lowest straight-in instrument approach minimums. Its length is determined from the greater of the takeoff or landing performance characteristics required by the composite family of airplanes, as represented by the critical aircraft’s airport reference code (ARC).

Table 4.2 shows recommended runway length requirements for the JCIA computed from the FAA Advisory Circular 150/5325-4A, Runway Length Requirements, Computer Program Version 4.1. Recommended runway lengths, which for minimum safety purposes, are based on the most demanding aircraft and runway conditions, have been determined for JCIA using the following site factors: 1) the airport elevation (107 feet mean sea level - compensating for the affects of density altitude and no wind); 2) the average mean maximum daily temperature (72.1°F) for the hottest month (July); 3) the effective runway gradient between runway ends (0.0 percent with a three (3) foot elevation difference between the primary runway ends); 4) dry versus wet runway pavement; and 5) the critical aircraft family of airplanes forecast to use the runway.

It should be noted that these performance factors are used for the design of airport runways, and not as a substitute for calculations required by airplane operating and performance characteristics.

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Table 4.2 Airport Runway Length Data – FAA Advisory Circular 150/ 5325-4A Jefferson County International Airport Airport and Runway Data Input Input

Airport elevation 107’ 107’ Mean daily maximum temperature of the hottest month 72.1° F 72.1° F Maximum difference in runway centerline elevation 3 feet 3 feet Recommended Primary Runway Length / Corresponding ARC Length-Dry Length-Wet

Small airplanes with less than 10 passenger seats: 75 percent of these small airplanes (ARC A-I) 2,350’ 2,350’ 95 percent of these small airplanes (ARC B-I) 2,890’ 2,890’ 100 percent of these small airplanes (ARC B-II) 3,430’ 3,430’ Small airplanes with 10 or more passenger seats (ARC B-II+10) 3,970’ 3,970’

Large airplanes less than 60,000 pounds: 75 percent of these large airplanes at 60 percent useful load 5,250’ 5,250’

Recommended Ultimate Runway Design / Corresponding ARC Ultimate Runway Dimensions

Primary Runway 9-27 (ARC B-II)* 3,500’x 75’ Recommended Ultimate Runway Design/ Proposed Airfield Ultimate Runway Dimensions Alternative (NPI approach)

Primary Runway 9-27 (ARC B-I)** 3,200’x 75’

Note: The recommended runway length is rounded to the next 100’ increment beyond 30’. Note: Wet & slippery apply to landing distance/runway end elevation applies to takeoff distance. Note: Useful load – includes all usable fuel, passengers and cargo. Note: (*) Recommended runway dimensions based upon forecast aviation demand. Note: (**) Recommended runway dimensions based upon proposed airfield alternative (NPI approach capability). Note: Future projections are provided for planning purposes only. The rate or actual build-out experienced at the airport will occur based upon market factors consistent with the provisions of this plan.

Source: AC 150/ 5325-4A (FAA Computer Model), Runway Length Requirements For Airport Design.

PRIMARY RUNWAY LENGTH/ WIDTH REQUIREMENTS

Based on the FAA runway length model, the short-term and intermediate phase design length at JCIA is 2,900’. The current runway dimensions are 3,000’ x 75’. The ultimate design length for the primary runway expands to 3,500’ to accommodate 100 percent of small airplanes with less than ten (10) passenger seats within the ARC B-II family of aircraft during wet and slippery airfield conditions. The long-term unconstrained 3,500’ length accommodates all small single- engine recreational/training aircraft, agricultural aircraft, all pressurized twin-piston airplanes, and the vast majority of medium to large ARC B-II turbine aircraft operating during the hottest months of the year at maximum gross takeoff weight. Because the representative critical aircraft (Raytheon/ Beechcraft KingAir C90B) is not anticipated to be based at the airport in the immediate future, the composite aircraft runway length was used for planning purposes.

Primary Runway 9-27: The Primary runway at JCIA, Runway 9-27 is 3,000 feet in length and in order to meet future airport use expectations, a 500-foot extension to either FACILITY REQUIREMENTS Page 4–3

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end of the runway to fulfill ARC B-II design criteria should be considered. This extension could occur on either Runway 9 or Runway 27, or possibly both ends of the runway. Road relocation and realignment of State Highway 19 and/or State Highway 20 would be necessary to accommodate a runway extension of this magnitude. This runway extension would also be accompanied by installation and extension of additional Medium Intensity Runway Lighting (MIRL), as well as an extension of Taxiway ‘A’. Due to the fact that the Port of Port Townsend owns property in fee simple off both runway ends, minimal property, if any, would need to be acquired for additional runway expansion.

However, in order to accommodate non-precision instrument (NPI) approach procedures, which will improve airport safety, only a 200-foott runway extension is required. Runways as short as 2,400 feet can support NPI approach with several restrictions and limitations. However, the recommended runway length for establishing an NPI approach is 3,200 feet. This length requirement is also accompanied by measures to ensure a safe, efficient, and unrestricted approach path to the airport which must be satisfied before the establishment of an approach can proceed. Consideration of the 200-foot extension to accommodate NPI approach capability would be the recommended course of action to increase the safety, utilization, and efficiency of JCIA throughout the 20-year planning period and beyond.

With respect to runway width, FAA airport design criteria recommends that runways and airports accommodating Design Group II aircraft (49’-78’ wingspan) be at minimum 75 feet in width. Accordingly, the current width of Runway 9-27 is sufficient to accommodate the anticipated aviation demand at the airfield throughout the 20-year planning period and, therefore, will not require additional widening.

Lastly, the Washington State Pavement Management Program identified JCIA’s runway surface as having a Pavement Condition Index (PCI) of 85-very good. Therefore, aside from slurry seal and crack seal maintenance projects, the paved runway surface itself would not require an asphalt overlay or a significant maintenance project until the latter stages of airport planning development, quite possibly in the 11-20 year timeframe.

CROSSWIND RUNWAY LENGTH/WIDTH REQUIREMENTS

Crosswind runways are constructed to accommodate wind conditions and/or increase airfield capacity and safety. To meet FAA design recommendations, normally 95 percent wind coverage is desired. At JCIA, the current wind coverage is 93.5 percent at 10.5 knots. This review of local wind conditions confirms that Runway 9-27 does not provide sufficient crosswind capabilities for all aircraft based on the single runway configuration. Therefore, a crosswind runway, by design, would normally be recommended to satisfy airport design standards for prevailing crosswind conditions.

However, given the physical site constraints of the current JCIA location, a crosswind runway is not being considered as a viable option. First, the current wind coverage for the single runway, while not meeting the recommended 95 percent level, still remains excellent at 93.5 percent. The 1.5 percent reduction in coverage only affects about five days per year and given the FACILITY REQUIREMENTS Page 4–4

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TAXIWAY/TAXILANE REQUIREMENTS

By design, taxiways provide airfield and terminal area access, and enhance airport operational safety and capacity by minimizing runway occupancy. From a cost-benefit standpoint, taxiways are normally constructed progressively, with a full-parallel taxiway system planned for runways with 20,000 annual runway operations. Currently, Runway 9-27 experience greater than 20,000 annual operations (nearly 47,600 operations) and activity is expected to continue to increase throughout the planning period. The following is a discussion of taxiway design standards:

Runway 9-27 Taxiway System: Based on FAA design standards, for Design Group II aircraft, a 35’ taxiway width and 75’ turning radius is required for the Runway 9-27 parallel taxiway system. The present JCIA taxiway system (Taxiway A, B, and C) provide adequate and direct routing between the airfield and terminal/ aircraft ramp area.

¾ Taxiway Alpha: The minimum separation distance between the runway and full- length parallel taxiway centerline for an ARC B-II basic visual approach runway with greater than 1-mile visibility is 240’, with hold position line markings at 200’ perpendicular to the runway centerline. Currently, the parallel taxiway, Taxiway A, serving JCIA is 25’ in width and has a centerline separation from the primary Runway of 225’. Therefore, based on FAA design standards, it would be recommended to widen Taxiway A to 35’ and set back an additional 15’ from the runway centerline. Given the anticipated Design Group II aviation activity to occur during the long-term phase of airport development, this taxiway realignment and widening project would most likely be planned during the 11-20 year planning stage.

¾ Taxiway Bravo: The mid-field exit/connector taxiway for Runway 9-27 is 35’ in width at the runway midpoint and narrows to 25’ in width as the taxiway extends into the airport terminal area/aircraft apron. Taxiway B is recommended to be widened from 25’ to 35’ from where it provides access between the terminal area and Taxiway A. This improvement would be undertaken when the airport has sufficient activity by Group II aircraft, again likely in the long-term planning stage.

¾ Taxiway Charlie: This taxiway provides access to the airport terminal/aircraft parking area, as well as the west side hangar area near the Runway 9 vicinity and is currently 25’ in width. It is recommended to widen Taxiway C from 25’ to 35’ from where it provides access between the terminal area/hangar area and Taxiway A (11-20 year planning stage).

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According to the Washington State Pavement Management Program, the JCIA taxiway system has a Pavement Condition Index (PCI) rating of 97- excellent. Given the operational activity of Runway 9-27, regular pavement maintenance and airfield inspections of the JCIA taxiway system is recommended for future planning and design considerations to maintain the condition the asphalt surface. In addition, the current taxiway system is marked with blue omni-directional reflectors and is considered to be adequate throughout the 20-year planning period. Should the Airport receive a published instrument approach, as well as upgrade the facility to ARC B-II, medium intensity taxiway lighting (MITL) is recommended to be installed for the taxiway system, particularly Taxiway A.

TAXILANE REQUIREMENTS

Taxilanes provide access to airplane parking areas, fueling areas, and hangars. Typically, taxilanes are 20’-25’ in width at general aviation airports. Taxilane routes are designated by a single white solid stripe marking. Just as taxiways and other paved areas, taxilanes should be visually inspected periodically to ensure surface continuity and condition. In addition, taxilanes also have specific object free areas which accommodate for proper wingtip clearance and should be separated or spaced as appropriate to allow aircraft to maneuver freely throughout the airport terminal area complex. Taxilanes and the associated taxilane object free areas are depicted in greater detail on the JCIA Terminal Area Drawing within the Airport Layout Plan set of drawings.

RUNWAY AND TAXIWAY PAVEMENT STRENGTH STANDARDS

The two categories of pavement surface present at JCIA are asphalt and concrete. Concrete surrounds the underground storage tanks, as well as the fuel metering and dispensing facilities. The characteristics of concrete includes a hard, rigid surface which includes seams or joints for expansion and contraction while at the same time allowing for high compression from increased aircraft loading. Also, concrete resists weathering, as well as the corrosive effects or solvent actions of fuel and oil deposits. This makes concrete ideal for accommodating fuel facilities and the adjacent area. Asphalt, on the other hand, is less expensive to maintain and install than concrete and is flexible so expansion joints and seams are not needed. Also, since asphalt is petroleum based, it tends to be susceptible to oxidation from ultra-violet (UV) rays, as well as the solvent action of fuel and oil. Hence, asphalt requires more upkeep and maintenance activity. Given the fact that a vast majority of JCIA’s paved surfaces are asphalt and that paved surfaces represent a major capital investment and maintenance responsibility, it important for the airport sponsor to ensure that, through regular physical inspection, the asphalt surfaces at JCIA are able to continue to withstand and accommodate the operational frequency and operating conditions taking place at JCIA now and in the future.

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AIRCRAFT PAVEMENT STRENGTH DEMANDS

Table 4.3 lists common ARC B-I and B-II business aircraft now using and forecast to operate at the JCIA. The ARC B-II category of aircraft includes small and large general aviation airplanes having a wide-range of performance capabilities and maximum operating weights ranging between 5,500 to 22,000 pounds. The aircraft fleet mix forecast indicates the most demanding aircraft (over 12,500 lbs.) anticipated to operate at JCIA would have a maximum takeoff weight of 22,000 pounds, with the majority of the ARC B-I and B-II operations expected to be conducted by aircraft with weights ranging between 5,500 pounds and 10,100 pounds (single- wheel gear). It is expected that most ARC B-II operations would likely operate at less than maximum gross, with weights averaging less than 12,500 pounds (swg).

Table 4.3 Common ARC B-I to B-II Business Aircraft Jefferson County International Airport

Aircraft Aircraft Type ARC Gear Type Take-off Weight Current and Forecast Aircraft Use- Small Aircraft (Less than 12,500 lbs.) Beechcraft Baron B-58 Small Twin Piston B-I Single Wheel 5,500lbs. (3) Cessna 400 Series Small Twin Piston B-I Single Wheel 6,300-10,000 lbs.

Cessna Grand Caravan Single Turboprop B-I Single Wheel 8,785 lbs.

Piper Cheyenne II Twin Turboprop B-II Single Wheel 12,050 lbs. Beech King Air Series Medium-Large Twin B-II Single Wheel 9,650-12,500 lbs. (C90B, 200, 300) (2) Turboprop

Current and Forecast Aircraft Use- Large Aircraft (Greater than 12,500 lbs.) Beech Super King 350 Large Twin Turboprop B-II Single Wheel 15,000 lbs. Beechjet 400 Series Business Turbofan B-I Singe Wheel 16,400 lbs. Cessna Citation Series Corporate Turbofan B-II Single Wheel 13,300-22,000 lbs.

Note: Existing Critical Aircraft (3) Note: Future Critical Aircraft (2)

Source: FAA Advisory Circular 150/5300-13, Change #6, Airport Design, 2000; FAA Advisory Circular 150/5325-4A, Runway Length Requirements For Airport Design, 1990.

Table 4.4 identifies the ultimate runway and taxiway strengths recommended for each major pavement surface at the JCIA. Taxiways and aircraft parking aprons are considered important aircraft operational areas and should be constructed to the same weight bearing strength standards as the primary runway.

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Table 4.4 Existing/Ultimate Pavement Strength Jefferson County International Airport Existing Pavement Existing Pavement Ultimate Pavement Pavement Area Condition Index (PCI) Strength (lbs.) Design Strength (lbs.)

Primary Runway 9-27 85- Very Good 12,500 lbs. (swg) 12,500 lbs. (swg)

Taxiway Alpha 97- Excellent 12,500 lbs. (swg) 12,500 lbs. (swg) Taxiway Bravo 97- Excellent 12,500 lbs. (swg) 12,500 lbs. (swg)

Taxiway Charlie 97- Excellent 12,500 lbs. (swg) 12,500 lbs. (swg) Main Tie-Down/ Apron Area 93- Excellent 12,500 lbs. (swg) 12,500 lbs. (swg) East Terminal Area Tie-Down 93- Excellent 12,500 lbs. (swg) 12,500 lbs. (swg) Extension

Note: The gear type and configuration dictate how the aircraft weight is distributed to the pavement and determines the pavement response to aircraft loadings. (swg): single-wheel gear aircraft – each landing gear is supported by a single tire.

Source: FAA Advisory Circular 150/5300-13, Change #6, Airport Design, 2002.

AIRFIELD SAFETY AREA REQUIREMENTS

Maintaining the existing airport infrastructure and being in compliance with current airport design standards is required to maintain a minimum and reasonable level of airport operational safety and efficiency. The major airport design elements, as follows, are established from FAA Advisory Circular 150/5300-13, Change #6, Airport Design and FAR Part 77, Objects Affecting Navigable Airspace, and should conform with FAA airport design criteria without modification to standards. The design requirements are identified and graphically shown on the Airport Layout Plan (ALP) drawings.

Runway Safety Area (RSA): The RSA is a two-dimensional surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of undershoot, overshoot, or excursion from the runway. Under dry conditions, the RSA must support an airplane without causing structural damage to the airplane or injury to the occupants. The RSA must be cleared and free of objects except those required for air-navigation, and graded to transverse and longitudinal standards to prevent water accumulation.

The existing RSA at JCIA is 120 feet in width and extends 240 feet beyond the end of the runway. The ultimate dimensions of the RSA for the JCIA will be 150 feet wide and extend 300 feet beyond the runway end(s).

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Object Free Area (OFA): The OFA is a two-dimensional area on the ground centered on the runway, taxiway, or taxilane centerline provided to enhance the safety of aircraft operations by having the area free of objects, except for those that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. An object is considered any ground structure, navigational aid, person, equipment, terrain or parked aircraft.

The OFA at JCIA is currently dimensioned at 400’ wide and extends 240’ beyond the runway end. The ultimate OFA dimensions will be 500’ wide and extend out to 300’ beyond the runway ends.

Building Restriction Line (BRL): The BRL represents the boundary that delineates the airside and landside of the airport, and identifies area on airport property suitable for building area locations based on airspace and visibility restrictions. The BRL, recommended to provide at 35.0’-above ground clearance, is established with reference to FAR Part 77 criteria, in addition to other design factors.

The existing and ultimate BRL centerline separation for Runway 9-27 will be 370 feet to provide 35 feet of structure clearance. The 370-foot BRL offset is consistent with basic visual approach visibility minimums at facilities expected serve primarily small aircraft (below 12,500 pounds).

Runway Protection Zone (RPZ): The purpose of the RPZ is to enhance the protection of people and property on the ground, and to prevent obstructions from being a potential hazard to aircraft. The RPZ is a two-dimensional trapezoid area beginning 200 feet beyond the paved runway end, and extends along the runway centerline. The RPZ size is determined by the Aircraft Approach Category of airplanes expected to utilize the airport, as well as the type of instrument approach or minimum visibility to the runway ends (visual; non-precision and precision with not lower than 1-mile; ¾-mile; or as low as ½-mile). The FAA recommends that airport sponsor own the RPZ property in fee simple, and that the RPZ be clear of any non-aeronautical structure of public assembly or object that would interfere with the arrival and departure of aircraft. At current, the Port of Port Townsend owns the RPZ in fee simple ownership.

The current and existing RPZs for JCIA will be sized to accommodate primarily small aircraft with basic visual approach capabilities. The RPZ size is approximately 8 acres in size.

Runway Obstacle Free Zone (ROFZ): The OFZ is the airspace below 150 feet above the established airport elevation and centered on the runway centerline, and precludes all objects including taxiing and parked airplanes, and object penetrations except for frangible visual post mounted NAVAIDS expressly located in the OFZ by function.

The existing and ultimate ROFZ at JCIA is 250 feet in width and extends 200 feet beyond both of the runway ends.

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FAR Part 77 Approach Slope/Surface: The approach slope is a three-dimensional FAR Part 77 trapezoid area beyond each runway end having a defined slope for clearance over structures and objects beyond the runway threshold. The purpose of the approach slope/surface is to provide proper clearance for the efficient and safe approach and departure of aircraft.

The FAR Part 77 approach slope surfaces for Runways 9 and 27 are 20:1 allowing day basic visual approach procedures for small aircraft exclusively.

Crop Restriction Line (CRL): The CRL is a boundary used to control concurrent on- airport agricultural areas in order to achieve unobstructed safety standards. Restricting agricultural operations to areas outside the RSA, ROFA, TOFA, OFZ and RVZ will normally provide the minimum object clearances. Agricultural operations are also excluded from critical areas associated with the establishment of navigational and visual approach aids.

Exhibit 4.1 depicts the airport safety areas (RPZ, OFA, RSA and BRL). Exhibit 4.2 depicts the FAR Part 77 imaginary airspace surfaces and design criteria.

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EXHIBIT 4.1: RUNWAY SAFETY AREA REQUIREMENTS

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EXHIBIT 4.2: FAR PART 77 - IMAGINARY AIRPORT SURFACES

’

0 C 0 0 ,

4 7:1 T RANSI TIONAL 5,000' S

URFAC

E E B D 7:1 TR ANSITIO NAL SU RFACE

7:1 7:1

7:1 7:1 7:1 40:1 40:1 50:1 E (10,000 TO 50,000)

16,000' (0 TO 10,000') A 7:1 7:1 7:1 7:1 7:1

HORIZONTAL SURFACE 150 FEET ABOVE FACE AL SUR ESTABLISHED AIRPORT NSITION 7:1 TRA ELEVATION

RFACE NAL SU 5,000' NSITIO 7:1 TRA 20:1 CONICAL SURFACE

DIMENSIONAL STANDARDS (FEET) VISUAL NON-PRECISION PRECISION INSTRUMENT 1/2 C - 8,000 5,000 DIM ITEM APPROACH INSTRUMENT APPROACH RUNWAY B A B A C D WIDTH OF PRIMARY SURFACE & A APPROACH SURFACE AT INNER END 250 500 500 500 1,000 1,000

B RADIUS OF HORIZONTAL SURFACE 5,000 5,000 5,000 10,000 10,000 10,000

VISUAL NON-PRECISION PRECISION 1 : INSTRUMENT 7 APPROACH INSTRUMENT APPROACH RUNWAY B A B A C D C APPROACH SURFACE WIDTH AT END 1,250 1,500 2,000 3,500 4,000 16,000

D APPROACH SURFACE LENGTH 5,000 5,000 5,000 10,000 10,000 * E APPROACH SLOPE 20:120:1 20:134:1 34:1 *

4 0 0: 0 1 5,0

CONICAL SURFACE

PRECISION INSTRUMENT APPROACH 1,200

1 : 7 VISUAL OR NON-PRECISION APPROACH (SLOPE - E)

40 1/2 C :1 1 :

HORIZONTAL SURFACE 5 1

0, : 0 0 7 00 50 00 :1 4,

1 D

7 : B 7 10 ,0 00 1/2 A RUNWAY CENTERLINES

1/2 A

Source: FAA FAR Part 77, Objects Affecting Navigable Airspace, 1978 FACILITY REQUIREMENTS Page 4–12

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AIRPORT LIGHTING AND MARKING REQUIREMENTS

Airport lighting is used to assist in maximizing the utility of the airport during day, night, and adverse weather conditions. The following lighting systems and airport markings are recommended airfield items for JCIA.

Runway Lighting/Pavement Marking: Medium Intensity Runway Lighting (MIRL) defines the lateral and longitudinal limits of the runway. White MIRL, with pilot-controlled system, is the recommended standard lighting system for runways with a straight-in instrument approach procedure or when a facility accommodates Category B and turbine powered aircraft. Runway lighting systems should adhere to requirements as prescribed in FAA Advisory Circular 150/ 5340-24, Runway and Taxiway Edge Lighting System. Runway pavement markings should adhere to requirements as prescribed in FAA Advisory Circular 150/5340-1H, Standards for Airport Markings.

As a basic visual approach runway, Runway 9-27 should be marked only with white runway end designation numbers, as well as a white dashed runway centerline marking. Depending on the frequency of snow and ice removal activity at the airport, the runway markings may require repainting every 2-4 years. The markings and MIRL for Runway 9-27 appear to be in good physical condition.

Taxiway Marking/Pavement Marking: Blue or white omni-directional reflectors are sufficient to delineate the lateral limits of the airport taxiways, in lieu of Medium Intensity Taxiway Lighting (MITL). Centerline reflectors, in combination with a solid yellow/ white centerline stripe, are recommended for all taxiways and taxilanes. All paved taxiways and taxilanes are recommended to be painted with standard taxiway markings as prescribed in FAA Advisory Circular 150/5340-1H, Standards for Airport Markings.

Runway End Identifier Lights (REILs): This REIL lighting system provides rapid and positive identification of the runway approach end, consisting of a pair of white synchronized high-intensity photo-strobe lights located laterally along the runway threshold. REILs can be outfitted to a basic visual runway in cases which there is a lack of visual acuity and contrast with the surrounding landscape, particularly terrain, or surrounding ambient off-airport lighting. The REILs are highly recommended to be unobstructed from aircraft on the final approach path to the runway.

Visual Guidance Approach Aids: Visual guidance approach aids, such as a Precision Approach Path Indicator (PAPI-2L/2R), a two unit/lamp apparatus, emits red and white colored light beams providing continuous visual descent guidance information along the final approach path (normally at 3 degrees for 3 nautical miles during daytime, and up to 5 nautical miles at night) to the desired runway touchdown point. The system is installed in a row perpendicular to the runway being located 600-800 feet down the runway and offset 50 feet to the left or right side. It is recommended that each paved runway end have visual guidance indicators, particularly those ends where rising terrain might be an issue on the final approach path.

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Runway 9-27 currently has a PAPI-2L/2R in operation for the 9 and 27 ends and appears to be in good operating condition. With an extension of Runway 9-27, the PAPIs would require removal and relocation on the affected runway end.

Airport Signage: Standard airport signs provide mandatory instructions, runway and taxiway location, directional and destination information, as well as airport special informational signage providing awareness for aircraft maneuvering on the ground. FAA Advisory Circular 150/5345-44F, Specifications for Taxiway and Runway Signs and FAA Advisory Circular 150/5340-18C, Standards for Airport Sign Systems, should be followed for continued proper implementation and maintenance of airport signs.

The current airfield signage at JCIA, in some instances, appears to be non-standard and is recommended to be improved to follow specification as outlined in signage system Advisory Circulars.

Wind Indicator/ Segmented Circle and Airport Beacon: A dual colored red, yellow, or white segmented circle with a lighted wind indicator or wind sock is required as the standard indication of the wind direction and airport traffic pattern in the vicinity of the airport. Segmented circles should remain clear of all runway and taxiway safety areas and object free areas. The wind sock support pole should not be so tall as to encroach on FAP Part 77 airspace surfaces in the vicinity of the runway and it is also recommended to be orange in color. The wind sock is recommended to have a minimum opening diameter of 18 inches providing wind speed observations from five to 50 miles per hour and also should be distinguished by either white, yellow, or orange marking.

The airport beacon provides visual airport identification and location during night-time operations, as well as during inclement weather conditions (IFR). The light emitted from a beacon should be angled from one to ten degrees above the horizon depending upon the surrounding terrain or obstructions. Airport beacons should be regulated to emit a white-green flash of light at a rate of two to five times per minute.

The airport beacon at JCIA, located to the north of the main terminal area complex, is atop elevated ground with tree lines surrounding the area. The trees adjacent to the airport beacon are recommended to be topped regularly or removed to prevent obstruction of the light pulses to local aircraft activity. If this option is not possible, it might be well advised to remove and relocate the airport beacon to a point closer to the terminal area or airfield.

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AIRPORT NAVIGATION SYSTEMS (NAVAIDS)

Airport navigation aids (NAVAIDS) are installed on or near the airport to increase an airport's reliability during night and inclement weather conditions, and to provide electronic guidance and visual references for executing an approach to the airport or runway. Published instrument approach procedures are developed under the guidelines located in FAA Handbook 9260.3B, United State Standard for Terminal Instrument Approach Procedures (TERP), which specifies minimum activity levels to qualify for instrument approach equipment and approach procedures. The airport sponsor/owner/operator may request the establishment of published instrument approach procedure. Typically, precision instrument approach capabilities are planned when actual airport instrument approaches exceed 200. Based on airport activity and instrument flight rules (IFR) conditions, at this point in the study, basic visual approaches are planned for both runway ends. For information, the following paragraphs, however, describe the status of existing and new NAVAIDs used at general aviation airports, particularly those systems available to JCIA should an instrument approach procedure be considered in the future.

Global Positioning System (GPS): GPS is a highly accurate satellite based navigation system requiring three or more signals from any of the 24 GPS satellites currently in use to pinpoint the location of an aircraft. A GPS receiver on board an aircraft calculates time and distance measurements to determine relative aircraft position and velocity. The calculated aircraft position is accurate to within a few feet or a few meters. In addition, the concept of Differential GPS (DGPS) portends to provide the necessary accuracy for precision approaches (CAT I) through the installation of ground-based reference stations to improve the GPS signal accuracy. The key advantage of DGPS is that the improved signal accuracy, as well as the ground-based reference station will allow aircraft to make PI approaches a number of runway at a multitude of airports within a certain radius of the DGPS installation.

Wide Area Augmentation System (WAAS): WAAS is designed to enhance the capabilities of GPS signals to allow for CAT I precision instrument approaches without the need for on-airport ground-based equipment. Simply, WAAS will provide a ground- based augmentation signal through the installation of 24 ground-based stations to be coupled with the 24 GPS satellites to provide the necessary margin of safety and accuracy to allow CAT I precision instrument approaches to most U.S. airports.

Local Area Augmentation System (LAAS): LAAS involves the installation of a ground- based transmitter at an airport facility that augments satellite signals to provide for CAT II and CAT III precision instrument approaches at airports located within 60 miles of a LAAS transmitting station.

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MISCELLANEOUS AIRFIELD FACILITY REQUIREMENTS

AIRFIELD FENCING/ SECURITY REQUIREMENTS

Perimeter fencing, electronic gate access, and terminal area fencing between airport property and public (along the airport property boundary/perimeter) areas are recommended to discourage unauthorized access by people and wildlife to the airfield operating environment. For general aviation airports such as JCIA, the specific location, type and height of fencing is dependent upon the level of security desired by the airport sponsor and by the number and types of penetrations of the airport operations area. In the terminal area, medium intensity pole mounted lighting can supplement fencing as an added element of security. Generally, where wildlife hazards are not an issue, perimeter fencing is 4-5 feet in height. Where there is potential for wildlife hazards, the fencing is recommended to be from 7-10 feet above ground level.

Installation of perimeter fencing, at minimum, is recommended for JCIA within the initial phase of airport development. Terminal area fencing and electronic access gates, including installation of additional terminal area lights are also recommended within the initial to mid- phase of airport development.

SUMMARY OF AIRSIDE FACILITY REQUIREMENTS

Table 4.5 provides a summary of runway and airside facility requirements to accommodate the level of activity projected for the JCIA for each of the three planning phases spanning the 20- year planning period.

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Table 4.5 Summary of Airside Facility Requirements Jefferson County International Airport Phase 1 Phase 2 Phase 3 Existing Airport Component Short-Term Mid-Term Long-Term (2002) (0-5 Years) (6-10 Years) (11-20 Years)

RUNWAY 9-27 3,000' x 75' 3,200' x 75' 3,200' x 75' 3,200' x 75' Runway Strength 12,500 lbs. (swg) 12,500 lbs. (swg) 12,500 lbs. (swg) 12,500 lbs. (swg) Runway Marking Basic Visual NPI NPI NPI Runway Lights MIRL MIRL MIRL MIRL Visual Guidance REILs – 9 & 27 REILs – 9 & 27 REILs – 9 & 27 REILs – 9 & 27 PAPI-2L – 9 PAPI-2L – 9 PAPI-2L – 9 PAPI-2L – 9 PAPI-2R – 27 PAPI-2R – 27 PAPI-2R – 27 PAPI-2R – 27

Taxiway System Full Parallel Full Parallel Full Parallel Full Parallel Taxiway Marking Blue Reflectors MITL MITL MITL

GPS/ GPS/ GPS/ Airport Navigational None LAAS & WAAS LAAS & WAAS LAAS & WAAS (NAVAIDs) (optional only) (optional only) (optional only)

Acronyms: (GPS) Global Positioning System (MIRL) Medium Intensity Runway Lights (PAPI) Precision Approach Path Indicators (REIL) Runway End Identifier Lights (MITL) Medium Intensity Taxiway Lighting (NPI) Non-Precision Instrument

Note: Future projections are provided for planning purposes only. The rate or actual build-out experienced at the airport will occur based upon market factors consistent with the provisions of this plan.

Source: BWR, Airport Facility Requirement Summary, August 2002. FAA Advisory Circular 150/5300-13, Change #6, Airport Design, 2002.

COMMERCIAL SERVICE TERMINAL AREA FACILITY REQUIREMENTS

The commercial service terminal area is defined as the portion of JCIA terminal area that will accommodate potential non-scheduled, scheduled, or chartered commercial service aircraft and passengers. This defined area will share portions of the airport terminal building, aircraft apron, fuel facilities, as well as automobile parking space with general aviation aircraft and users that also utilize the same services and amenities at JCIA. A separate analysis was prepared for each terminal area component to determine future development requirements for cumulative commercial service activity and demand levels. The commercial service components located within the terminal area includes the following structures, services and activities:

¾ Passenger terminal building ¾ Fuel facilities for commercial service ¾ Passenger terminal parking and road access ¾ Passenger terminal fencing/ lighting ¾ Commercial service aircraft ramp/ apron areas

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COMMERCIAL SERVICE PEAKING CHARACTERISTICS

Table 4.6 summarizes the 20-year commercial service peaking characteristics calculated from the forecast of potential commercial service activity. Peaking characteristics quantify spacial requirements and facility capacities required to accommodate the anticipated commercial service aviation demand levels at the airport. The peak hour enplaned passenger refers to the average number of air passengers expected to use the terminal area during the average day of the peak month (design day). Passenger peaking activity can be cyclical, remain constant, or become stagnant. Passenger activity is based primarily upon the prevailing economic conditions of the local and national economies, airline economical condition and solvency, or the demand for or lack of demand for passenger service.

Table 4.6 Commercial Service Activity Peaking Characteristics Jefferson County International Airport 000 2002 2007 2012 2017 2022 Annual Passenger Enplanements 1,041 1,300 2,600 3,500 5,200 Peak Month Enplanements 125 156 312 420 624 Design Day Enplanements 4 5 10 14 21 Peak Hour Passenger Enplanements 2 2 5 6 9 Peak Month = Annual operations x 12% Design Day (Average Day of Peak Month) = Peak Month Operations / 30 Days Per Month Peak Hour = Design Day Enplanements x 45%

Source: BWR Commercial Service Activity Peaking Characteristics, August 2002.

COMMERICAL SERVICE PASSENGER TERMINAL AREA/SPACE REQUIREMENTS

The commercial passenger terminal building provides an important functional role central to the operation, promotion and visibility of the airport. Processing of enplaning and deplaning passenger is the primary function of the passenger terminal building. Based on an assessment of commercial service demands, the following individual terminal building components were identified for JCIA based on the accommodation of average peak-hour activity estimate during the planning period:

¾ Airline ticket counters ¾ Concessions area ¾ Lobby and waiting area ¾ Public restrooms and telephones ¾ Airline administrative office space ¾ Snow removal and equipment storage area

Based on an assessment of the commercial service demand requirements at JCIA, the following recommendations should be considered in the event that commercial service activity once again occurs at JCIA.

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¾ The terminal area will revolve around a centralized terminal building layout, where all passenger processing takes place at a centralized location. At general aviation airports with less than 100,000 annual operations, such a JCIA, a simple terminal building design concept is applicable. This concept has the passenger walking onto the airport ramp/ apron to board aircraft. Additionally, this concept provides for ample curb frontage and short walking distances for airport patrons.

¾ The airport terminal building is the interface between ground and air transportation and must be safe, efficient, and comfortable. In pursuing terminal building development, the overall design must strive for passenger convenience, demonstrate operational efficiency for the landside, as well as airside components of the airport, expandability to meet forecast demand and needs, and be aesthetically pleasing to convey community pride, value, and tradition.

¾ Initially, 360 to 1,620 square feet would be required to properly accommodate the estimated commercial service passenger demand at JCIA, not including general aviation peak hour activity. A dedicated airport terminal would be required to accommodate commercial service, as well as general aviation passenger mix.

¾ Any terminal building under development must adhere to requirements as set forth in Title II of the Americans with Disabilities Act of 1990 (ADA), as well as comply with Americans with Disabilities Act Accessibility Guidelines (ADAAG) (1991).

COMMERCIAL SERVICE AIRCRAFT APRON/RAMP AREA

At present, the main tie-down ramp/ apron area at JCIA accommodates 10,967 square yards of space. This main apron would be ideal to host twin-engine commercial service aircraft. Initially, should commercial service begin at JCIA in the near future, one (1) designated commercial service aircraft tie-down would be required. Approximately 360 square yards (3,240 square feet) is recommended to host aircraft for this type of use. For future commercial aircraft tie- down space requirements, one (1) additional tie-down space equaling 360 square yards (3,240 square feet) of ramp space is recommended bringing the total commercial aircraft tie-down space requirements to two (2) aircraft tie-downs. From that point forward, commercial tie-downs would be added as demand would warrant.

¾ Medium intensity fluorescent lighting is recommended to light the designated commercial service apron area during periods from sunset to sunrise. Additionally, these tie-downs should be located in close proximity to the airport passenger terminal with unrestricted passenger ingress from the terminal building.

COMMERCIAL SERVICE TERMINAL AREA AUTO PARKING

As a rule of thumb, commercial service auto parking demand increases proportionally to the increase in peak hour passenger enplanements. The commercial service auto parking requirements are based on approximately 1.5 spaces times the peak hour passenger. FACILITY REQUIREMENTS Page 4–19

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Approximately 330 square feet (36.6 square yards) per parking space should be provided, plus an additional 50 percent of that total area for maneuvering purposes.

¾ For future auto parking space requirements, approximately 14 auto parking spaces (6,950 square feet/770 square yards) should be set aside for commercial service passenger use with one (1) parking space being handicapped designated, as well as one (1) parking space being van accessible for disabled passengers. Additionally, passenger auto parking should be sited to minimize walking distances to the passenger terminal.

COMMERCIAL SERVICE FUEL FACILITY REQUIREMENTS

Commercial service fuel facility requirements are based upon the forecast of annual commercial service activity at the airport, as well as the average hourly fuel consumption rates for twin- engine piston powered aircraft. The fuel storage requirement estimate reflects a high and low range of anticipated activity (one to the three departures per day) with the assumption that fuel is dispensed once every departure or every two operations throughout a six day per week period.

¾ Approximately 1,000 gallons of 100 LL aviation fuel is recommended should commercial operational activity include only one departure per day throughout the year. Should commercial service activity reach three departures per day, approximately 2,800 gallons of aviation fuel storage would be required to accommodate the commercial service aviation demand at JCIA.

¾ The estimated fuel capacity for commercial service activity assumes that the six to eight passenger aircraft are propelled by piston-powered engines. However, should some of these aircraft be retrofitted with turbine engines, additional fuel facilities to accommodate JetA fuel, not to exceed 1,000 gallons, are recommended.

¾ A dedicated fueling truck system is generally utilized for Jet A, as well as 100LL fueling in lieu of towing an aircraft and having aircraft maneuvering around fuel islands. However, an aircraft tug is also a viable option to assist with large business aircraft. Should a fuel truck be acquired for fueling operations, it should be parked as well as operated at a minimum of 50’ from the airport passenger terminal building, as well as 50’ from all structures on the airport. Fuel trucks should not be parked within enclosed structures, including hangars, due to potential fire hazards involved and to ensure proper ventilation.

AIRCRAFT RESCUE AND FIREFIGHTING (ARFF) REQUIREMENTS

Smaller general aviation airports such as JCIA, with the potential of accommodating commercial service activity, are well advised to consider their emergency response capability at the airport. Generally, FAR Part 139 airports accommodating scheduled and unscheduled commercial service by aircraft with 30 to 60 passenger seats are required to have ARFF capability, as well as an ARFF facility at the airport. More recently, this requirement has extended to facilities that FACILITY REQUIREMENTS Page 4–20

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¾ In relying upon local and county firefighting services and capabilities, fire and emergency medical personnel are recommended to be present at the airport 15 minutes prior to and 15 minutes following commercial service operations at JCIA. This timeframe is ideal in the event that an emergency incident occurs during the approach or departure phase to and from the airport.

¾ During commercial service activity the recommended number of vehicles to provide emergency assistance would be one (1) lightweight firefighting vehicle occupied by fire and emergency service/medical response personnel. With regard to the recommended extinguishing agent(s), 500 pounds of dry chemical or Halon 1211, or 450 pound of dry chemical and 100 gallons of water or Aqueous Film Forming Foam (AFFF) would be adequate to address an emergency incident at the airport involving an aircraft less than 90’ in length.

COMMERCIAL TERMINAL AREA FENCING/ SECURITY REQUIREMENTS

¾ Installation of perimeter terminal area fencing, at minimum, is recommended for JCIA within the initial phase of airport development. Terminal area fencing and electronic access gates, including installation of additional terminal area lights are also recommended within the initial to mid phase of airport development to further safeguard the commercial service venue within the terminal area complex.

¾ Routine security patrol checks should be conducted by the Port staff or local law enforcement personnel to ensure security breaches are identified and corrected so as to prevent potential runway incursions, as well as prevent unauthorized access to the terminal and airside operations areas.

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SUMMARY OF COMMERCIAL SERVICE TERMINAL AREA FACILITY REQUIREMENTS

Table 4.7 summarizes the commercial service terminal area facility requirements to accommodate the projected demand activity at the Jefferson County International Airport for each of the three phases of the 20-year planning period.

Table 4.7 Commercial Service Terminal Area Facility Requirements Summary Jefferson County International Airport Existing Phase 1 (0-5) Phase 2 (6-10) Phase 3 (11-20) Facility (2002) Short-Term Mid-Term Long-Term Annual Enplaned 1,041 1,300 2,600 5,200 Passengers Peak Hour Passengers 2 2 5 9

***Commercial Service Apron Tie-Downs: None One (360 S.Y.) One (360 S.Y.) Two (720 S.Y.)

Total Apron Tie-Down Area 98,700 S.F. 98,700 S.F. 98,700 S.F. 98,700 S.F. (Main Airport Apron): (10,967 S.Y.) (10,967 S.Y.) (10,967 S.Y.) (10,967 S.Y.) *Terminal Building Size 360 S.F. 360 S.F. 900 S.F. 1,620 S.F.

Total Storage (100LL) 1,000 Gallons 1,000 Gallons 1,600 Gallons 2,500 Gallons Total Storage (Jet A) None None 500 Gallons 500 Gallons

Total Fuel Storage Volume 1,000 Gallons 1,000 Gallons 1,900 Gallons 2,800 Gallons

**Commercial Passenger Auto Parking: Auto Parking Area 1,485 S.F. 1,485 S.F. 3,960 S.F. 6,930 S.F. Auto Parking Spaces 3 spaces 3 spaces 8 spaces 14 spaces

Note (**): The paved auto parking area requirements are based on approximately 1.5 spaces times the peak hour passenger (FAA-AC 150/5360-13). Approximately 330 square feet (36.6 square yards) per parking space should be provided, plus an additional 50 percent for maneuvering.

Note (***): For planning purposes, approximately 360 S.Y. of apron space is reserved for transient/ itinerant aircraft parking.

Note: Future projections are provided for planning purposes only. The rate or actual build-out experienced at the Airport will occur based upon market factors consistent with the provisions of this plan.

Source: BWR, Commercial Service Terminal Area Facility Requirement Summary, August 2002.

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GENERAL AVIATION TERMINAL AREA FACILITY REQUIREMENTS

The terminal area, or landside, is defined as that portion of the airport other than the landing area, and includes facilities relating to the accommodation of people and the servicing of aircraft. A separate analysis was prepared for each terminal area component to determine future development requirements, which have been assessed as a cumulative total of airfield activity and demand levels. The general aviation, airport terminal area typically includes the following structures, services and activities:

¾ Airport terminal/administration building; ¾ Aircraft hangars and storage areas; ¾ Automobile parking areas and roadway access; ¾ Fuel storage and dispensing facilities; ¾ Aircraft ramp and apron areas for based ¾ FBO, commercial, and maintenance and itinerant aircraft; activities.

AIRPORT GENERAL AVIATION PEAKING CHARACTERISTICS

Table 4.8 summarizes the 20-year airport general aviation peaking characteristics calculated from the forecast of annual operations. Peaking characteristics quantify spacial requirements and facility capacities required to accommodate the anticipated general aviation demand levels at the airport. These requirements are in addition to those calculated for commercial service activity. The peak hour passenger refers to the average number of pilots and passengers (visitors) expected to use the terminal area during the average day of the peak month (design day). Peaking at general aviation airport often occurs during the summer months (June, July and August) as typically consistent with fuel sales and heavier periods of flight training and recreational flying.

Table 4.8 General Aviation Demand Peak Activity Characteristics Jefferson County International Airport 2002 2007 2012 2017 2022 Annual Aircraft Operations 47,600 50,800 59,700 70,400 82,500 Peak Month Operations 3,967 4,233 4,975 5,867 6,875 Design Day Operations 132 141 166 196 229 Peak Hour Operations 11 12 14 16 19 Passenger/ Operation Ratio 1.15 1.15 1.18 1.20 1.25 Design/ Peak Hour Passengers 12.6 13.5 16.5 19.2 23.7 Peak Month Operations= Annual operations / 12 months Design Day Operations (Average Day of Peak Month) = Peak Month Operations / 30 Days Per Month Peak Hour Operation = Design Day Operation / 12 hours Design/ Peak Hour Passenger = Peak Hour Operations x Passenger/ Operation Ratio

Source: BWR, General Aviation Demand Peak Activity Forecast, August 2002.

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GENERAL AVIATION TERMINAL BUILDING/SPACE REQUIREMENTS

Table 4.9 summarizes the existing and future public-use general aviation terminal building space requirements projected over the 20-year planning period. At general aviation airports, the terminal building provides a functional and social capacity central to the operation, promotion, and visible identity of the airport, as well as the community. The terminal building balances the present and future needs for passengers and airport patrons, provides convenience and ease of access, accommodates a wide range of aircraft operational activity, serves as the center of business commerce at the airport, and is the center of operational control at the airport. Below, is a roster of general aviation terminal building components which are ideal to fulfill the above mentioned parameters at JCIA.

¾ Passenger/ patron reception area; ¾ FBO office/retail space; ¾ Meeter and greeter waiting area; ¾ Pilot lounge/flight planning room; ¾ Public restrooms; ¾ Conference/board rooms; and ¾ Utility/mechanical storage area; ¾ Break room/dining area.

Siting and planning of a general aviation future terminal building at JCIA should consider the following recommendations:

¾ The general aviation terminal area will revolve around a centralized terminal building layout, where all passenger processing takes place at a centralized location. At general aviation airports with less than 100,000 annual operations, such a JCIA, a simple terminal building design concept is applicable. This concept has the passenger walking onto the airport ramp/apron to board aircraft. Additionally, this concept provides for ample curb frontage and short walking distances for airport patrons. At JCIA, a combined facility to accommodate both commercial and general aviation usage and needs may be a prudent alternative and an effective use of space and airport capital.

¾ Initially, 2,260 to 4,260 square feet would be required to properly accommodate the estimated general aviation passenger demand at JCIA not including commercial service peak hour passenger activity. A dedicated airport terminal would be required to accommodate a general aviation, as well as commercial passenger mix.

¾ Like the commercial terminal building, any terminal building under development must adhere to requirements as set forth in Title II of the Americans With Disabilities Act of 1990 (ADA), as well as comply with Americans With Disabilities Act Accessibility Guidelines (ADAAG) (1991). FACILITY REQUIREMENTS Page 4–24

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SNOW REMOVAL EQUIPMENT (SRE) BUILDING REQUIREMENTS

A dedicated SRE building for storing, protecting, and servicing airport snow removal and maintenance equipment is recommended as an option for future capital development at JCIA should the need arise. The basic requirements for an SRE building is to provide a warm and sheltered environment, protect equipment/ components from moisture, contaminants, or composition change, and be centralized to accommodate operational efficiency. In addition, the SRE should provide direct and convenient access to the airport operations area, must not interfere with Building Restriction Line (BRL) or Taxilane Object free Area (TOFA) requirements, provide for adequate space for future expansion. Space requirements of an SRE building at JCIA is largely dependent upon the number and type of equipment pieces to be stored at the airport and will most likely require a determination by the Port as to the SRE’s overall dimensions. The SRE building can be a separate stand-alone structure or be attached to an existing structure such as the airport terminal building or a T-hangar structure.

AIRCRAFT HANGAR/ STORAGE REQUIREMENTS

Future hangars located at JCIA should accommodate at least 95 to 100 percent of existing and forecast based aircraft. Generally, single-engine aircraft require 1,000 to 1,250 square feet, twin-engine piston aircraft usually require 1,400 to 2,500 square feet for storage, and approximately 3,000 square feet of space is recommended for cabin class business aircraft, including small to medium sized turbo-prop and business jet aircraft. In addition, hangar development should occur along an established flight line and be allowed additional area for future expansion while at the same time allowing for potential for on-airport commercial or industrial economical expansion. General hangar design considerations and recommendations at JCIA include the following:

¾ All future hangar structures at JCIA must be constructed outside of or immediately adjacent to the Building Restriction Line (BRL) providing a minimum of 370’ centerline offset to the proposed structures. In addition, the Taxilane Object Free Area (TOFA) clearance criteria between hangar structures is recommended to be 57.5’ for one-way traffic and 115’ for two-way traffic.

¾ All future hangar structures are recommended to be equipped with interior and exterior lighting and electrical connections, while also having potential access to utilities at the airport. Block-style straight-unit T-hangars occupy more space, but are generally preferred over nested T-hangars due to the fact that these T-hangars can be extended and expanded more easily. As with other airport buildings, the basic requirement for hangars is to provide a warm and sheltered environment, protect equipment/components from moisture, contaminants, or composition change, and be centralized to accommodate operational efficiency. The design should also prevent entry by unauthorized persons or local wildlife.

¾ Hangar development should allow for adequate drainage with minimal slope differential between the hangar door and the taxilane paved surface. A concrete slab FACILITY REQUIREMENTS Page 4–25

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surface hangar floor is recommended, with less than one percent downward slope to the taxilane and surrounding paved surfaces.

¾ Future hangar development, to the extent feasible, should be segregated based on the hangar size, type, and function. From a planning standpoint, hangars should be aesthetically pleasing and be centralized with respect to automobile access, aircraft access, and located along the existing flight line to minimize the potential costs associated with access, drainage, utility and auto parking expansion.

GENERAL AVIATION AIRPORT RAMP/AIRCRAFT PARKING APRON REQUIREMENTS

At present, the main general aviation paved tie-down ramp/apron, as well as the eastern tie- down apron extension area at JCIA, accommodates a total of 15,836 square yards (142,524 square feet) of tie-down space while at the same time accommodating 32 aircraft tie-downs. In addition, the centralized grass tie-down area provides an additional 36,110 square yards (325,000 square feet) of tie-down area including 36 designated aircraft tie-downs. From a planning standpoint, the current space available to airport patrons for tie-down space is adequate to fulfill the current and future demand for aircraft tie-down requirements. As a matter of process, Table 4.9 indicates the general aviation itinerant aircraft tie-down area/space requirements for JCIA throughout the 20-year planning period. In addition, Table 4.10 indicates the aircraft parking apron facility requirements for the 20-year planning period.

Paved aircraft parking apron and tie-down ramp areas should be provided for approximately 40 percent of the peak/design day itinerant aircraft, plus approximately five (5) percent of the total based aircraft. FAA airport planning criteria recommends 360 square yards (3,240 square feet) per itinerant aircraft space, and approximately 300 square yards (2,700 square feet) per based aircraft for determining future apron/ ramp area facility requirements. Other site specific aircraft apron/ ramp space planning and design considerations at JCIA are included below.

¾ The aircraft parking and tie-down area (paved or non-paved) should provide sufficient taxiing and maneuvering space to taxiway/taxilane egress and ingress the area without risk of structural damage to the aircraft or existing structures, and to allow two-way passing of aircraft along the main apron. Ideally, the main apron/ramp area is recommended be centralized along the runway mid-point, and allow for a continuation of building and hangar expansion adjacent to the terminal area flight line as future demand warrants.

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Table 4.9 General Aviation Itinerant Aircraft Tie-Down Space Requirements Jefferson County International Airport Existing Design Operations (Percentage) 2007 2012 2022 2002 Peak Day Operations 132 141 166 229 Peak Day Itinerant Operations (45%) 59 63 75 103

Transient Itinerant Operations (45%) 27 29 34 46

Transient Aircraft (50%) 13 14 17 23

Transient Aircraft at One Time (40%) 5 6 7 9

Source: BWR, Itinerant Aircraft Tie-Down Space Requirements, August 2002.

Table 4.10 General Aviation Aircraft Parking Apron Facility Requirements Jefferson County International Airport Existing 2002 2007 2012 2022 S.Y. A/C S.Y. A/C S.Y. A/C S.Y. A/C Transient Aircraft 1,800 5 2,160 6 2,520 7 3,240 9

Based Aircraft 96 109 128 177 Based Aircraft Tie-Downs 1,500 5 1,500 5 1,800 6 2,700 9 (5%) Total S.Y./ Tie-Downs 3,300 10 3,660 11 4,320 13 5,940 18 Required

21 (Main Apron) 11 (Main Apron) 13 (Main Apron) 18 (Main Apron) Total Tie-Down Spaces * 11 (East Apron) 0 (East Apron) 0 (East Apron) 0 (East Apron) 36 (Turf Area) 0 (Turf Area) 0 (Turf Area) 0 (Turf Area)

51,946 S.Y. 3,660 S.Y. 4,320 S.Y. 5,940 S.Y. Total Required Apron Area (467,514 S.F.) (32,940 S.F.) (38,880 S.F.) (53,460 S.F.)

Source: BWR, Aircraft Parking Apron Facility Requirements, August 2002. * Note: Existing tie-down areas include 21 (main apron), 11 (east apron), and 36 turf area tie-downs. The tie-downs identified in 2007, 2012, and 2022 are those needed by calculation based on airport activity. Clearly, existing tie-downs are sufficient over the planning period.

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FUEL STORAGE FACILITY REQUIREMENTS

General aviation fuel facility requirements are based upon the forecast of annual operational activity at the airport, as well as the average hourly fuel consumption rates for single and twin- engine piston powered aircraft. The current fuel facilities at JCIA are underground storage tanks (UST) consisting of one 10,000 gallon capacity fuel tank accommodating 100LL Avgas. The fuel meter/pump station is an automated 24-hour fuel pump which was installed approximately four years ago. According to the aviation activity forecasts, the current 100LL Avgas fuel facility and accompanying fuel storage capacity will be adequate to accommodate the future piston-engine aviation demand at JCIA.

Due to the forecast of ARC B-II aircraft, primarily small to medium sized turbo-prop aircraft, expected to operate at the airport in the latter phase of airport development, it is recommended that 500 gallons of Jet A fuel capacity be established to accommodate the anticipated turbine powered aircraft demand. Additional Jet A fuel storage capability beyond the 500 gallon total would be determined by the demand for additional Jet A fuel. Additional fuel facility planning and design considerations for JCIA include the following recommendations.

¾ Airports likely to conduct or have fueling operations on the airport assume responsibility over fueling practices with respect to safety from fire and explosions. This is the case with JCIA. The Port is recommended to establish standards that address facilities, procedures, and training of prospective fueling personnel. This could include posting of warning signs of the inherent hazards associated with fueling operations along with posting of the appropriate Dangerous Goods Placards in the area of the fueling facilities.

¾ The Port is recommended to inspect fueling operations on the airport every three months to ensure continued surveillance of the facilities and operations taking place at the airport. In the event that local jurisdictions require different inspection standards, the FAA has adopted generally accepted standards, and cites guidelines proposed by the National Fire Protection Association (NFPA) as being acceptable means to comply with the general standards.

¾ Operations should abide by National Pollutant Discharge Elimination System (NPDES) provisions of the Clean Water Act, as well as all federal regulations and legislation as well as in addressing environmental concerns as they relate to aircraft fueling operations and USTs.

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AUTO PARKING, CIRCULATION AND ACCESS REQUIREMENTS

As a rule of thumb, general aviation auto parking demand increases proportionally to the increase in peak hour passenger activity. The general aviation auto parking requirements are based on approximately 1.5 spaces times the peak hour passenger. Approximately 330 square feet (36.6 square yards) per parking space should be provided, plus an additional 50 percent of that total area for maneuvering purposes.

¾ For future auto parking space requirements, approximately 28 auto parking spaces (13,860 square feet) should be set aside for general aviation passenger use with one (1) parking space being handicapped designated, as well as one (1) parking space being van accessible for disabled passengers. Additionally, passenger auto parking should be sited to minimize walking distances to the passenger terminal. The current auto parking area is recommended to be remarked and reconfigured to adequately provide for existing and future demand at the airport during peak periods of activity.

With regard to airport access, the Port should consult with the State and the County regarding potential improvements to State Highway 19 in the vicinity of the Airport to safer access for both Airport users and pass-by travelers. This may include a left turn pocket at the intersection with Airport Road, and possibly a traffic signal at the intersection with Prospect Road. In addition, consideration should be given to the construction of a two lane paved access road originating from the west and providing direct airport access from State Highway 20.

TERMINAL AREA FENCING/SECURITY REQUIREMENTS

Perimeter fencing, electronic gate access, and terminal area fencing between airport property and public (along the airport property boundary/ perimeter) areas are recommended to discourage unauthorized access by people and wildlife to the airfield operating environment. For general aviation airports such as JCIA, the specific location, type and height of fencing is dependent upon the level of security desired by the airport sponsor and by the number and types of penetrations of the airport operations area. In the terminal area, medium intensity pole mounted lighting can supplement fencing as an added element of security.

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SNOW REMOVAL AND ICE CONTROL REQUIREMENTS

Given the fact that snow and icing conditions at an airport are classified as emergency situations, the timely removal and treatment of snow and ice at the airport are important considerations. Snow and ice clearance time requirements are based on the amount of time required to displace or clear one inch of snow weighing up to 25 pounds per cubic foot. Snow removal equipment requirements are based upon the annual operational activity at the airport, as well as the average annual snow fall amount at the airport.

The following considerations concerning snow and ice removal requirements apply to JCIA.

¾ Should JCIA accommodate future on-demand commercial service snow clearance time requirements include clearing of snow and ice once every one half (1/2) hour. During periods of non-commercial service aviation activity, snow clearance time requirements include clearing snow and ice once every two (2) hours.

¾ Given JCIA’s current and future operational activity, and annual snowfall amounts of 30 inches or less, it is recommended that a minimum of one displacement plow be made available to operate at the airport during periods of average to extreme snowfall.

¾ Snow and ice can be removed either by mechanical or chemical means. Along with mechanical snow removal techniques including rotary snow blowers, plows, broom sweepers, and loaders, chemical means including material spreaders that disperse de-ice/ anti-ice granules or liquid that can be utilized to remove and control ice and snow at JCIA. For preventing or removing snow and ice accumulations on airport pavement, the types of chemicals available include urea, acetate-based compounds (Cryotech, CMA, Clearway 2) and sodium formate (Safeway SF). Liquids approved for ice control and removal at airports include polypropylene glycol and ethylene glycol.

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SUMMARY OF GENERAL AVIATION TERMINAL AREA FACILITY REQUIREMENTS

Table 4.11 summarizes the general aviation terminal area facility requirements to accommodate activity projected for the Jefferson County International Airport for each of the three phases spanning the 20-year planning period.

Table 4.11 Summary of General Aviation Terminal Area Facility Requirements Jefferson County International Airport Existing Phase 1 (0-5) Phase 2 (6-10) Phase 3 (11-20) Facility (2002) Short-Term Mid-Term Long-Term

Based Aircraft 96 109 128 177

Annual Operations 47,600 50,800 59,700 82,500

Peak Hour Passengers 12.6 13.5 16.5 23.7

Apron Tie-Down Area: Public-Use Apron Tie- Downs: 68 (Marked) 11 (Marked) 13 (Marked) 18 (Marked)

Total Apron Tie-Down Area: 51,946 S.Y. 3,660 S.Y. 4,320 S.Y. 5,940 S.Y. (467,514 S.F.) (32,940 S.F.) (38,880 S.F.) (53,460 S.F.)

Total Hangar Space: Nested T-Hangars 89,175 S.F. 94,175 S.F. 115,425 S.F. 169,175 S.F. Common/ Maint. Hangars & Clear Span Hangars 6,000 S.F. 11,850 S.F. 15,750 S.F. 25,500 S.F. (Total Hangar Area Added (10,850 S.F.) (25,150 S.F.) (63,500 S.F.) During Planning Period) Total Hangar Space: 95,175 S.F. 106,025 S.F. 131,175 S.F. 194,675 S.F.

*Terminal Building Size 2,000 S.F. 2,430 S.F. 2,970 S.F. 4,266 S.F. (Admin. Offices)

Airport Fuel Storage: Total Storage (100LL) 10,000 Gallons 10,000 Gallons 10,000 Gallons 10,000 Gallons Total Storage (Jet A) N/A N/A 1,500 Gallons 1,500 Gallons

Total Fuel Storage Volume 10,000 Gallons 10,000 Gallons 11,500 Gallons 11,500 Gallons

**Public Auto Parking: Auto Parking Area 13,200 S.F. 9,900 S.F. 12,375 S.F. 17,820 S.F. Auto Parking Spaces 40 spaces 20 spaces 25 spaces 36 spaces

Note (*): For estimating purposes, 150 square feet of gross terminal building area was allotted per design peak- hour passenger; total passenger/visitor waiting lobby, and maneuvering space was estimated to be 20 percent of the total design peak-hour passenger activity. Note (**): The paved auto parking area requirements are based on approximately 1.5 spaces times the peak hour passenger (FAA-AC 150/5360-13). Approximately 330 square feet (36.6 square yards) per parking space should be provided, plus an additional 50 percent for maneuvering. Note: Future projections are provided for planning purposes only. The rate or actual build-out experienced at the airport will occur based upon market factors consistent with the provisions of this plan.

Source: BWR, Summary or General Aviation Terminal Area Facility Requirement Summary, August 2002. FACILITY REQUIREMENTS Page 4–31

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5 AIRPORT ALTERNATIVES ANALYSIS

EVALUATION ANALYSIS

This chapter describes various airfield and terminal area alternatives for implementation of the facility design recommendations stated in the previous chapter. The focus of this section is to evaluate the merits and deficiencies of alternatives, and provide the technical basis necessary for determining a preferred airport development plan. The preferred plan will be depicted in the Airport Layout Plan (ALP) set of drawings.

Overall, the airport plan is the formulation of a development concept, rather than the presentation of a design recommendation. While the assessment of alternatives is based on technical, economical, and practical judgment, the most favorable airport improvement option should be compatible with local planning initiatives, as consistent with social, economic, political and environmental goals of the Port, as well as the county. In order to determine the best possible course of action, the following factors should be considered in the development and evaluation of potential design options at JCIA.

¾ Compliance with FAA airport design standards and airspace criteria without modification to airport planning design standards; ¾ Maintain compatibility with existing and proposed on and off-airport land uses and zoning ordinances; ¾ Consideration of short and long-term development costs; ¾ Minimize the consequences of environmental impacts and provide for potential mitigation to any significant environmental impact.

AIRFIELD ALTERNATIVES

The alternatives that follow have been assembled to provide the Port with the full range of design options and are based on the unconstrained development of the JCIA. They are based on the demand forecasts and potential expanded usage of the airport. The major airfield design and expansion options for JCIA include the following alternatives:

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4 ALTERNATIVE A – Extend Runway 9 by 425’ and Runway 27 by 75’ (ARC B-II) and Realign/Reconstruct Taxiway A 4 ALTERNATIVE B – Extend Runway 9 by 200’ (3,200’ x 75’) and Establish Non- Precision Instrument (NPI) Approach Procedures 4 ALTERNATIVE C – Status Quo Option - Airport Remains an ARC B-I Facility

ALTERNATIVE A – Extend Runway 9 by 425’ and Runway 27 by 75’ (ARC B-II) and Realign/Reconstruct Taxiway A

As determined by the aviation demand forecasts for JCIA, it is anticipated that aviation activity by ARC B-II aircraft (King Air C90B) at the conclusion of the 20-year planning period will rise above the recommended activity threshold (500 annual operations) necessitating consideration of expanding Runway 9-27 to safely and efficiently accommodate the aircraft. Alternative A proposes extensions to both the Runway 9 (425’) and Runway 27 (75’) thresholds to minimize potential property acquisition and roadway realignment. It should be noted that this option is not a design “requirement;” but, based on reasonable expectations of airport usage, the Port should be aware of this potential need and be prepared to make an informed decision about this option.

Design Considerations:

¾ Extend the Runway 9 threshold 425’ to the west, while at the same time extend the Runway 27 threshold 75’ to the east, bringing the runway dimensions to 3,500’ X 75’ (ARC B-II). This option includes extending the Medium Intensity Runway Lighting (MIRL) an additional 500’ as well and remarking the runway for Basic Visual Approach activity.

¾ Extend Taxiway A an additional 425’ to the west, as well as 75’ to the east while widening the entire length of the taxiway to 35’ to adhere to ARB B-II design criteria. In addition, this option requires realignment of Taxiway A so that there is 240’ centerline separation between the runway and taxiway.

¾ In order for the existing site to accommodate the future Runway 9 OFA, State Highway 20 will require realignment. The depicted location of the realignment of Highway 20 is based on the necessary offset from the runway end in order to provide the adequate minimum adjusted clearance of 17’ over the roadway surface.

¾ Initial analysis appears to indicate that property acquisition, if necessary, will not be significant in the affected area of the Runway 9 extension.

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ALTERNATIVE B – Extend Runway 9 by 200’ (3,200’ x 75’- ARC B-I) and Establish Non- Precision Instrument (NPI) Approach Procedures

Alternative B proposes a 200’ extension to the Runway 9 threshold to accommodate future non- precision instrument approach capabilities as recommended by design criteria. The extension to the Runway 9 threshold is consistent with prevailing wind patterns in the area, as well as having minimal affect on wetlands areas on airport property.

¾ Extend the Runway 9 threshold 200’ to the west, bringing the runway dimensions to 3,200’ X 75’ (ARC B-I). This option includes extending the MIRL an additional 200’ as well and remarking the runway for NPI approach activity.

¾ Extend Taxiway A an additional 200’ to the west while retaining the width of 25’ the entire length of the taxiway to adhere to ARB B-I design criteria. In addition, this option requires maintaining the alignment of Taxiway A so that there is 225’ centerline separation between the runway and taxiway. Lastly, removal of the reflective markers installation of Medium Intensity Taxiway Lighting (MITL) along the entire length of Taxiway A (3,200’) is recommended.

ALTERNATIVE C – Status Quo Option - Airport Remain an ARC B-I Facility

Should the Port decide that extending the Runway to accommodate potential future aviation demand is not feasible, this alternative proposes that no changes be made to the airside/airfield geometric design. Runway 9-27 would remain at its current dimension of 3,000’ x 75’ throughout the planning period and Taxiway A would not require realignment or reconstruction.

TERMINAL AREA ALTERNATIVES

The major terminal area design and expansion options for JCIA include the following alternatives:

4 ALTERNATIVE A – EASTERN TERMINAL AREA DEVELOPMENT INLCUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT (SOUTH)

This alternative is viewed as the preferred alternative accommodating anticipated aviation demand while at the same time minimizing impacts to local wetlands areas. Terminal area Alternative A involves developing additional hangar space to JCIA’s ever growing demand for hangar storage area, as well as construction of terminal building facilities to host specific public amenities. This alternative proposes clear span/common hangar development to the immediate north of eastern tie-down area extension. In addition, maintenance/aerospace museum facilities and accompanying automobile parking area are proposed to be located northeast of the eastern tie-down extension.

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The airport terminal building would function in a dual role for scheduled commercial service and general aviation passenger use, and the proposed location would be ideally placed at the central portion of the main airport tie-down apron. This would provide ease of access, as well as improved line-of-sight and airfield visibility.

With regard to T-hangar development, the ideal location for this development would be to the east of the main airport apron area to include the property south and east of the eastern tie- down extension adjacent to Taxiway ‘B.’ To fulfill the demand for T-hangar space in the future, six T-hangars totaling 75,000 square feet of space would be needed. The additional four clear span/common hangars are to provide approximately 20,000 square feet of hangar space for additional single-engine and twin-engine based aircraft.

Next, a 25’ wide taxiway would be constructed to provide direct access between the existing western terminal area development and the future eastern hangar development area. The proposed taxiway would be sited approximately 690’ laterally from the runway centerline and link Taxiways B and C to further provide additional aircraft maneuvering and circulation capabilities.

Finally, a western airport paved access road is to be located to the northwest of the main terminal area complex adjacent to Highway 20. In addition, consideration should also be given to the development and planning for a future commercial/industrial development area located within the southern-most portion of the airport property being situated adjacent to Four Corners Road.

4 ALTERNATIVE B – EASTERN AND SOUTHERN TERMINAL AREA DEVELOPMENT INLCUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT (SOUTH)

This alternative assumes that based aircraft growth at JCIA will surpass anticipated activity levels with as many as 250 based aircraft. This alternative depicts additional hangar development to the south of Runway 9-27, as well as airport access from the south originating from Four Corners Road in order to avoid development to the east affecting wetlands areas.

The southern terminal/hangar area depicts the most likely location for siting additional T-hangar and clear span hangars, as well as accompanying taxilanes and automobile parking area, due to the abundance of designated wetlands located to the east of the existing terminal area complex. However, the terrain relief within the southern airport property boundary increases sharply and would require extensive earthwork and excavation and is likely cost-prohibitive from an economic and planning standpoint.

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The cost associated with excavation and earthwork of developing the southern terminal/hangar area versus the cost of mitigating wetlands to the east of the terminal area complex to accommodate additional hangar space beyond that required for future facility need and demand is a primary concern for the Port when considering Alternative B.

4 ALTERNATIVE C – EASTERN AND SOUTHERN TERMINAL AREA DEVELOPMENT INLCUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT (MAXIMUM UTILIZATION FOR AIRPORT RELATED DEVELOPMENT)

Alternative C merely depicts development of additional T-hangars within the eastern terminal area expansion to accommodate approximately 75 to 100 additional based aircraft. This growth assumes that additional hangar development to the south of the airport property boundary is either not possible or undesirable. In addition, this option is intended to illustrate the likely location for numerous hangars reflecting aggressive hangar development and based aircraft growth.

Finally, Alternative C involves substantial wetlands impacts primarily located within the eastern airport property boundary. This alternative is considered to be a last resort from an environmental standpoint due to the adverse environmental impact on the designated wetlands. As with Alternative B, the environmental and financial cost associated with mitigating wetlands for this option is a critical decision for the Port and should be given due consideration.

4 ALTERNATIVE D – EASTERN AND SOUTHERN TERMINAL AREA DEVELOPMENT INCLUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT (MAXIMUM UTILIZATION FOR AIRPORT AND INDUSTRIAL/ COMMERCIAL RELATED DEVELOPMENT)

Alternative D involves development of additional industrial area within airport property. This additional development likely could occur to the south of Runway 9-27 as an extension of the development proposed with Alternative A. This option is intended to depict potential airside/airfield access for tenants of this industrial development. Additionally, industrial development is proposed to the north and east of Runway 9-27 which abuts Highway 19, allowing maximum utilization for airport and industrial related on-airport development.

Finally, Alternative D involves substantial wetlands impacts primarily located within the eastern airport property boundary. As with Alternative C, the environmental and financial cost associated with mitigating wetlands for this option is a critical decision for the Port and should be given due consideration.

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SUMMARY OF AIRFIELD/TERMINAL AREA ALTERNATIVES

Various airfield design options have been prepared for Jefferson County International Airport to satisfy the objectives of Alternatives A through D. These design concepts represent the range of possibilities to reasonably improve certain design and operational characteristics at the airport. Following a review of these geometric alternatives and based on the merits of meeting the performance standards of future airport operational activity (individual or combination of strategies), a preferred airfield alternative design concept will be selected and will be carried through the remainder of the study ultimately used to update the JCIA Layout Plan.

ALTERNATIVE A AND B - RUNWAY 9-27 EXTENSION OPTIONS Exhibit 5.1: Airfield Alternative ‘A’ Exhibit 5.2: Airfield Alternative ‘B’

ALTERNATIVE C - STATUS QUO OPTION Exhibit 5.3: Airfield Alternative ‘C’

TERMINAL AREA ALTERNATIVE A – EASTERN TERMINAL AREA DEVELOPMENT INLCUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT Exhibit 5.4: Terminal Area Alternative ‘A’

TERMINAL AREA ALTERNATIVE B AND C – EASTERN AND SOUTHERN TERMINAL AREA DEVELOPMENT INLCUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT Exhibit 5.5: Terminal Area Alternative ‘B’ Exhibit 5.6: Terminal Area Alternative ‘C’

TERMINAL AREA ALTERNATIVE D – EASTERN/SOUTHERN TERMINAL AREA DEVELOPMENT INLCUDING COMMERCIAL/INDUSTRIAL DEVELOPMENT - MAXIMUM UTILIZATION Exhibit 5.7: Terminal Area Alternative ‘D’

PREFERRED AIRPORT ALTERNATIVE – TERMINAL AREA ALTERNATIVE ASSUMING UNCONSTRAINED BASED AIRCRAFT GROWTH EQUALING APPROXIMATELY 250 AIRCRAFT Exhibit 5.8: Preferred Airport Alternative

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6 ENVIRONMENTAL REVIEW

INTRODUCTION

This Environmental Review has been prepared pursuant to Section 102 (2) of the National Environmental Policy Act (NEPA) of 1969, as well as Title V of the Airport and Airway Improvement Act of 1982, as amended. The subject matter contained herein and environmental audits performed within the body of the narrative text are completed in accordance with FAA Order 5050.4A, Airport Environmental Handbook. In addition, an environmental review prepared in accordance with the provisions of the Washington State Environmental Policy Act (SEPA) was prepared at the programmatic non-project level. Further environmental review will be conducted as necessary, prior to use of this Master Plan as a foundation for a JCIA Subarea Plan to be incorporated into the Jefferson County Comprehensive Plan. Because the basic improvement plan at JCIA includes primarily projects that are termed “categorical exclusions” per FAA, a full environmental assessment is not required and will not be conducted. Any subsequent development proposals that would revise the main provisions of this plan would be subject to further environmental analysis per applicable FAA/SEPA/NEPA requirements.

This ER is being prepared pursuant to the completion of the Jefferson County International Airport Master Plan Update. The JCIA Layout Plan Update depicts the extension of the primary Runway 9-27 (3,000’ x 75’), as depicted in Exhibit 6.1, to accommodate primarily small to medium sized piston and turbine powered aircraft in a safe and efficient manner. The overall purpose for this ER is to assemble, determine, and document environmental considerations and potential impacts associated with runway extension at JCIA. In addition, the secondary purpose of this ER is to further provide for the formal coordination for the review of any potential significant environmental impacts to be reviewed by pertinent local, state, and Federal agencies involved with airport development.

Overall, the current environmental audit process contains four basic elements:

¾ To provide a determination of the numerous categories of environmental compliance that need to be addressed throughout the audit process; ¾ To review and highlight the applicable environmental regulations in order to determine compliance requirements; ¾ To develop and ascertain the level of environmental compliance of the proposed airport development; and ¾ To submit to applicable regulatory agencies a formal report of the findings of the environmental overview.

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EXHIBIT 6.1 AIRPORT LAYOUT DRAWING- JEFFERSON COUNTY INTERNATIONAL AIRPORT

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PROJECT BACKGROUND

Since the early 1970s, multiple studies (1973, 1975, and 1982) have been conducted to determine the feasibility of relocating and expanding the Airport. Due to economic considerations and environmental impacts, however, each time the community’s decision has been to retain and further develop the existing site. In 1987, the Port of Port Townsend proposed upgrading the JCIA to current FAA airport design standards and criteria, and in 1990, a new 3,000’ x 60’ paved runway was constructed along a new alignment 450 feet south of the abandoned turf runway. The assessment conducted during this Master Planning process indicates the future aviation demand at JCIA is expected to include a variety of more sophisticated twin-engine piston and turbine powered aircraft, as well as light to medium business jet aircraft activity. In order to safely and efficiently accommodate this aviation activity, a non-precision instrument approach procedure to the runway is necessary and will allow for the sustained long-term viability of the airport. This anticipated aviation demand in the Quimper Peninsula Region of Jefferson County, primarily within the Port Townsend area, coupled with the existing need for Runway 9-27 to gain an additional 200 feet in length to adequately support instrument approach operations, necessitates the initiation of this ER towards the ultimate goal of expanding the primary Runway 9-27 to a ultimate dimension of 3,200’ x 75’.

PROJECT NEED

The planned runway improvements and expansion to take place at the JCIA are to ensure safety and efficiency from an operational standpoint, to enable the Airport to meet the demands of future aviation demand activity, and to ensure compliance and compatibility with respect to environmental aspects and concerns.

AIRPORT ACTIVITY

BASED AIRCRAFT FORECAST/ ACTIVITY

Table 6.1 summarizes the various forecasts of based aircraft prepared for the JCIA throughout the 20-year planning period. Forecasts of based aircraft were developed using multiple methodologies such as regression, linear trend line/trend extension, market share, time-series, as well as FAA annual growth rates per the FAA Aerospace Forecasts (2001-2012). Judgmental or professional analysis was utilized in formulating the preferred forecasts as well. Overall, the forecast methods resulted in a range of 117 to 177 based aircraft by the end of the planning period (2022), representing a 0.6% to 3.6% annual growth rate, respectively.

Table 6.1 provides a detailed breakdown, by category, of the preferred mix forecast of based aircraft. The projected based aircraft estimate at the completion of the 20-year planning period represents a 42 percent overall growth rate which further accounts for an annual growth rate of two (2) percent. This growth rate is representative of growth at small general aviation airports throughout the U.S. that are similar in size and activity to JCIA.

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Table 6.1 Based Aircraft Forecast(s)/ Activity Jefferson County International Airport Environmental Review

Single-Engine Multi-Engine Multi-Engine Business Total Based Aircraft Piston Turbine Jets Fixed-Wing Year (A-I) (A-I to B-I) (B-II) (B-I to B-II) Helicopters Aircraft

2002 96 6 0 0 0 102

2007 100 9 0 0 0 109

2012 117 11 0 0 0 128

2017 138 13 0 0 0 151

2022 160 15 1 1 2 177 Note: Forecasts have not been prepared for other aircraft; ultralights, rotorcraft, sailplanes/ gliders, or non- airworthy aircraft.

Source: BWR, Based Aircraft Forecast/ Activity, January 2002.

AIRCRAFT/ AIRPORT OPERATIONS FORECAST AND ACTIVITY

Table 6.2 summarizes the forecast of annual aircraft operations at the JCIA forecast phase. The forecast of operations was projected in reference to the forecast of based aircraft, as well as JCIA’s utilization rate. The utilization rate, as specific to individual airports, is a common means to extrapolate future total traffic levels in using based aircraft figures.

The forecasts of operations, similar to the based aircraft forecast, is a reasonable expectation of activity demand throughout the planning period. The additional 18,050 annual operations represent a 1.3% growth per year, an increase consistent with state and national projections for general aviation airports.

COMMERCIAL SERVICE FORECASTS/ ACTIVITY

Table 6.3 summarizes the forecast of annual commercial service operational activity at the JCIA throughout the 20-year planning and forecast phase. The forecast of commercial service operational activity was projected by determining the seating capacity of aircraft anticipated to utilize the Airport, passenger load factor, aircraft departures per day, as well as the catchment area retention rate.

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Table 6.2 Aircraft/Airport General Aviation Operations Forecast & Activity Jefferson County International Airport Environmental Review

Total Total Total Itinerant Operations Total Based Utilization Local Other Forecast Year Aircraft Rate Operations Military Air Taxi Itinerant Operations

2002 102 466 14,280 (30%) 50 1,500 31,700 47,600

2007 109 466 15,240 (30%) 50 1,600 33,900 50,800

2012 128 466 17,910 (30%) 50 1,700 40,000 59,700

2017 151 466 21,120 (30%) 50 1,800 47,400 70,400

2022 177 466 24,750 (30%) 50 1,900 55,800 82,500

Source: BWR, Aircraft/ Airport Operations Forecast and Activity, May 2002.

Table 6.3 Commercial Service/Passenger Enplanement Retention Forecast Jefferson County International Airport Environmental Review

Catchment Total Annual Load Departures Area Passenger Peak Design Peak Year Seating Factor per Day Retention Rate Enplanements Month Day Hour 2002 - - - 6.8% 1,041 125 4 2

2007 6 70% One (1) 7.6% 1,300 156 5 2 2012 6 70% Two (2) 13.6% 2,600 312 10 5

2017 8 70% Two (2) 16.0% 3,500 420 14 6 2022 8 70% Three (3) 21.3% 5,200 624 21 9

Peak Month = 12% of the total passenger enplanements Design Day = Peak month / 30 days Peak Hour = Design day x 45%

Note: 2000 and 2001 passenger activity utilized as 2002 baseline of passenger enplanement activity at the airport. Annual passenger enplanements are rounded to the nearest hundred.

Source: BWR, JCIA Commercial Service/ Passenger Enplanement Retention Forecast, May 2002.

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COMMERCIAL SERVICE FLEET UTILIZATION ACTIVITY

Table 6.4 depicts the forecast of the commercial fleet mix for JCIA throughout the 20-year forecast period. The commercial service fleet utilization typically identifies a number of pertinent parameters in airport planning. At JCIA, this is primarily related to terminal area design features including ramp size, strength and geometry, passenger processing areas and servicing equipment needs, and public circulation areas. Airfield factors include an assessment of runway lengths based on maximum aircraft stage length capabilities (average distance traveled by an aircraft in order to determine its operating parameters at an airport), taxiway systems, and lighting and approach capabilities associated with the commercial aircraft design family.

Table 6.4 Commercial Service Fleet Utilization/ Activity Jefferson County International Airport Environmental Review Aircraft Categories/ Annual Operations Annual Nine (9-12) Passenger Six (6) Passenger Seat Eight (8) Passenger Commercial Seat Single and Twin- Year Twin-Piston Seat Twin-Piston Service Engines Operations 2002 - - - - 2007 600 - - 600 2012 1,200 - - 1,200

2017 200 1,300 - 1,500 2022 100 1,700 100 1,900

Source: BWR, Commercial Service Fleet Utilization/ Activity, May 2002.

ANNUAL INSTRUMENT APPROACH (AIA) FORECAST/ ACTIVITY

Table 6.5 summarizes the forecast of annual civilian instrument approaches for JCIA during the 20-year planning period. The forecast of annual instrument approaches (AIA’s) provides further guidance in determining requirements for the type, extent, and timing of future navigational (NAVAID) equipment.

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Table 6.5 Annual Instrument Approach (AIA) Forecast/ Activity Jefferson County International Airport Environmental Review

Total Itinerant Air-Taxi/ Actual Itinerant Operations- Commercial Percent Itinerant AIA Operations Transient/ Service IFR Rated Percent AIA (% of Total Year Flight Training Operations Pilots IMC Operations Operations) Annual Instrument Approach (AIA) Forecast EXCLUDING Commercial Service Operational Activity

2002 31,700 1,500 48.6% 3.9% 659 330 (0.69%)

2007 33,900 1,600 48.6% 3.9% 705 352 (0.69%)

2012 40,000 1,700 48.6% 3.9% 824 412 (0.69%)

2017 47,400 1,800 48.6% 3.9% 969 484 (0.69%)

2022 55,800 1,900 48.6% 3.9% 1,132 566 (0.69%)

Annual Instrument Approach (AIA) Forecast INCLUDING Commercial Service Operational Activity

2002 31,700 1,500 48.6% 3.9% 660 330 (0.69%)

2007 33,900 2,200 48.6% 3.9% 729 364 (0.71%)

2012 40,000 2,900 48.6% 3.9% 871 436 (0.73%)

2017 47,400 3,300 48.6% 3.9% 1,027 514 (0.74%)

2022 55,800 3,800 48.6% 3.9% 1,206 603 (0.75%)

Note: Forecast based on unconstrained condition – IFR flight plans are completed and canceled after executing the full approach. Military operations are not included in the AIA forecast.

Source: BWR, Annual Instrument Approach (AIA) Forecast/ Activity, May 2002. NOAA, International Station Meteorological Climate Summary (Version 4.0, September 1996).

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AIRCRAFT FLEET MIX FORECAST/ ACTIVITY

Table 6.6 presents the aircraft fleet mix forecast at JCIA for each phase throughout the 20-year planning period.

Table 6.6 Aircraft Fleet Mix Forecast/ Activity Jefferson County International Airport Environmental Review

Aircraft Approach Category (AAC) - This grouping is based on 1.3 times the stall speed of the aircraft at the maximum certified landing weight in the landing configuration (knots).

Phase 1 Phase 2 Phase 3 Aircraft Existing Short-Term Mid-Term Long-Term Approach Category (2002) (2002-2007) (2008-2012) (2013-2022)

Category A (Less 91 knots) 42,600 (89.5%) 44,700 (88.0%) 51,900 (87.0%) 71,400 (86.5%)

Category B (92 to 120 knots) 5,000 (10.5%) 6,100 (12.0%) 7,800 (13.0%) 11,100 (13.5%)

Category C (121 to 141 knots) (0.0%) (0.0%) (0.0%) (0.0%)

Category D (142 to 165 knots) (0.0%) (0.0%) (0.0%) (0.0%)

Category E (166 knots or more) (0.0%) (0.0%) (0.0%) (0.0%)

Airplane Design Group (ADG) - A grouping of aircraft based on wingspan dimension (feet).

Phase 2 Phase 3 Airplane Phase 1 Existing Mid-Term Long-Term Design Group Short-Term (2002) (2002-2007) (2008-2012) (2013-2022) Group I (Less than 49’) 47,400 (99.5%) 50,550 (99.5%) 59,350 (99.25%) 81,800 (99.25%)

Source: FAA Advisory Circular 150/5300-13 (Change #6), Airport Design, BWR, Aircraft Fleet Mix Forecast/ Activity, May 2002.

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ULTIMATE CRITICAL AIRCRAFT/FAMILY OF AIRCRAFT

Table 6.7 provides information about the ultimate critical aircraft for JCIA. The critical aircraft is the largest airplane within a composite family or category of aircraft conducting at least 500 itinerant operations (combination of 250 takeoffs and landings) per year at JCIA. The future critical aircraft is evaluated with respect to size, speed and weight, and is important for determining airport design, structural, and equipment needs for the airfield and terminal area facilities. A common business turbo-prop representative of the ARC B-II fleet is the Raytheon/ Beechcraft King Air C90, a six to twelve passenger pressurized cabin aircraft commonly used for executive travel and limited cargo and air ambulance transport.

Table 6.7 Critical Aircraft Information – Future Aircraft Jefferson County International Airport Environmental Review

Max. Ground Gross Wing Aircraft Aircraft Roll Approach Takeoff Aircraft Type & (ARC) Span Length Height Seating Distance* Speed** Weight Raytheon/ Beechcraft King Air C90B 50’ 3” 35’ 6” 14’ 3” 6-12 10,100 2,710’ 101 knots (ARC B-II) pounds

Note : Takeoff distance for JCIA computations are based on aircraft manufacturers’ specification and conditions. Note: (*) Takeoff distance over 50’ obstacle at 10,100 pounds with flaps up; (**) Landing at 9,600 pounds, flaps down (without reversing), ISA, sea level, landing distance over 50’ obstacle is 2,290 feet.

Source: BWR, Aircraft Performance File, 2002; Raytheon Aircraft, Wichita, Kansas, 2001.

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AIRPORT DEVELOPMENT ALTERNATIVES

The following discussion highlights the range of alternatives considered for the proposed airport development at the Jefferson County International Airport. The range of proposed development alternatives at JCIA considers the current and future role of the Airport, estimated aviation demand activity and facility needs to accommodate the anticipated demand, the potential environmental impacts of runway and terminal area development, economic resources of the airport sponsor to appropriately accommodate required financial obligations of airport expansion, and public issues and/or public opinion, positive or otherwise, regarding expansion of the Airport. Lastly, the proposed airside and landside alternatives will concentrate on preserving the safety and efficiency of JCIA, preserving the overall infrastructure of the facility, addressing environmental concerns, while at the same time remaining compliant according to applicable current and future airport design criteria and federal standards.

The airport development alternatives under consideration for the JCIA include the following:

¾ Preferred Airfield Alternative (Alternative B) - Extend the Runway 9 threshold 200’ to the west, bringing the runway dimensions to 3,200’ x 75’ (ARC B-I). This option includes extending the MIRL an additional 200’ as well and remarking the runway for NPI approach activity.

Extend Taxiway A an additional 200’ to the west while retaining the width of 25’ the entire length of the taxiway to adhere to ARB B-I design criteria. In addition, this option requires maintaining the alignment of Taxiway A so that there is 225’ centerline separation between the runway and taxiway. Lastly, removal of the reflective markers and installation of Medium Intensity Taxiway Lighting (MITL) along the entire length of Taxiway A (3,200’) is recommended.

¾ Preferred Landside/ Terminal Area Alternative (Terminal Area Alternative A) - Terminal area Alternative A involves developing additional hangar space to JCIA’s ever growing demand for hangar storage area, as well as construction of terminal building facilities to host specific public amenities. This alternative proposes clear span/common hangar development to the immediate north of eastern tie-down area extension. In addition, maintenance/aerospace museum facilities and accompanying automobile parking area are proposed to be located northeast of the eastern tie-down extension.

With regard to T-hangar development, the ideal location for this development would be to the east of the main airport apron area to include the property south and east of the eastern tie-down extension adjacent to Taxiway ‘B.’ To fulfill the demand for T-hangar space in the future, six T-hangars totaling 75,000 square feet of space would be needed. The additional four clear span/common hangars are to provide approximately 20,000 square feet of hangar space for additional single- engine and twin-engine based aircraft.

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SPECIFIC ENVIRONMENTAL IMPACT CATEGORIES

The purpose of this section of the ER chapter is to examine the potential environmental impacts of the proposed runway development and implementation of the Preferred Airfield and Terminal Area Alternatives at the JCIA. The following discussion(s) address each of the specifically identified impact categories as outline in FAA Order 5050.4A, Airport Environmental Handbook.

AIRCRAFT/ AIRPORT NOISE

Noise can be broadly defined as any sound that is unwanted. Accurately identifying particular noise that is unwanted or intrusive is difficult due to the subjective nature of judgment on the part of the listener. Moreover, it may be just as difficult to measure the intrusiveness of the sound effects. In most cases, individual attitudes regarding airports are more important in determining reactions to airport noise rather that actual noise exposure. Regarding most modern day airports, aircraft arrivals and departures are generally considered intrusive and unwanted noise in the opinion of some listeners. These facts alone constitute aircraft and airport sound emissions as the most notable environmental impact to the local community.

The prime methodology for objectively determining aircraft noise emissions at airports includes combining single event noise measures into a cumulative noise profile to objectively measure and analyze the effects of aircraft noise. The most common technique for determining and forecasting cumulative noise exposure at airports is the Day-Night Average Sound Level (DNL).

DNL is based on noise averaging rather than relying on loud single events that characterize normal aircraft operation. DNL’s method of calculating a predictable correlation to human response characteristics involves establishing an A-weighted sound pressure level in decibels (dBA) to account for single event noise measurements. The A-weighted decibel accounts for the relative efficiency of the human ear at high, middle, and low frequencies providing a reliable relationship of noise exposure to reactions to such noise.

DNL combines all sounds levels in A-weighted decibels and averages the sound levels over a period of 24-hours from midnight to midnight. For noise occurring after the hours of 10 p.m. and 7 a.m., a 10 decibel penalty is added to noise events occurring at night. This dBA penalty is to account for the perceived aircraft noise disturbance during the night time and early morning hours. To obtain a daily DNL exposure reading, aircraft noise is measured in one second intervals and recorded for a 24-hour period. The cumulative aircraft noise exposure compiles all noise measurements during the specified period of time and is averaged over an hourly and then daily basis. The resulting Noise Exposure Map (NEM) is a compilation of defined or identified specific categories of aircraft operating at the airport, identified and specific aircraft flight tracks (arrival, departure, touch-and-go), runway use percentages, types of engines installed on aircraft, and average day, evening, and night use percentage by aircraft.

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The Integrated Noise Model (INM) Version 6.0c was utilized to develop the contour internal noise map to depict the areas affected by varying levels of noise emissions in the vicinity of the Jefferson County International Airport. The INM utilized to generate an NEM is a detailed and complex procedure that depicts the noise contours for a specified fleet mix of aircraft relative to the airport’s existing and ultimate runway configuration. In assisting with identifying compatible land uses in the vicinity of airports, the INM is also the standard noise prediction and depiction model utilized for airports nation wide.

In plotting noise contours, INM depicts only those noise contours with the most significance, including those affected areas where levels of noise exposure approaches significant to severe exposure which are unacceptable from an environmental aspect. These levels of noise exposure include the 65 and 75 DNL, respectively. In addition, the majority of noise exposure determinations include other noise contour intervals such as the 50, 55, 60, 70, 80, 85, and 90 DNL. These supplemental noise contour intervals depict specific noise exposure areas and assist all relevant parties associated with airport development in determining relative (minimal to severe) noise exposure, potential incompatible land uses, and providing guidance for potential development adjacent to the airport. According to federal guidelines, land uses adjacent to airports are considered to be compatible in areas where the noise exposure level in less than 65 DNL. Sensitive land uses such as Residential and Public Use zones are generally incompatible with noise exposure levels greater than 65 DNL. Refer to Exhibit 6.2 which notes the general compatibility between airports and particular land uses commonly experienced near airports as they relate to aircraft and airport noise exposure, under federal law.

However, the federal guidelines further provide that responsibility for the interpretation of the effects of noise contours upon subadjacent land uses, including the relationship between noise contours and specific properties, rests with the sponsor or state and local government. The 1998 Jefferson County Comprehensive Plan required the adoption of a noise overlay zone and noise ordinance to ensure address compatibility issues and ensure the continuation of the airport as a safe and efficient essential public facility, which has not yet occurred. In addition, Washington State Department of Transportation land use compatibility guidelines contain recommendations on compatible uses within identified zones based on safety considerations.

Although under state growth management law, residential development surrounding an airport is potentially considered incompatible (for reasons such as noise and safety), the rural-level (1:5 and 1:10) densities surrounding the airport, as well as the limited noise impacts of a rural-scale airport, help to alleviate this concern. However, the broad range of uses allowed by the County in rural density zones does raise an issue of compatibility. See Inventory, page 2-36. Further, the Port and County should consider whether additional measures can be taken to protect the future of the airport as an essential public facility, given the surrounding existing residential development and current zoning.

The Port is working with Jefferson County to establish regulations addressing noise and safety issues that will discourage the siting of new incompatible uses in the vicinity of the airport and ensure the continued viability of the airport. Further common sense measures being considered include maps to be published to show safety zones and noise contours, revisiting the uses allowed at the airport based on the DOT guidelines, and requiring an acknowledgment of airport impacts for all development other than rural-scale single-family residential. These are increasingly standard operating procedures around the county, and will serve to perpetuate the

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Results of Aircraft/Airport Noise Exposure Analysis

For purposes of determining airport noise exposure, JCIA Master Plan Update aviation demand forecasts were utilized to generate an ultimate baseline of activity of approximately 84,400 annual operations for the year 2022. The baseline condition for 2022 was generated based on anticipated aircraft activity including categories of aircraft expected to be operating at the airport, as well as different types of aircraft operations being conducted. The anticipated aircraft activity at the Airport is slightly below the threshold of 90,000 annual operations and/or 700 annual jet operations justifying the need for the creation of a NEM. However, due to potential airport and aircraft noise impacts upon the local community, the decision was made to conduct an airport noise analysis for existing, as well as ultimate airport operating conditions.

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EXHIBIT 6.2

LAND USE COMPATIBILITY WITH YEARLY DAY-NIGHT AVERAGE SOUND LEVELS AT A SITE FOR BUILDINGS AS COMMONLY CONSTRUCTED

YEARLY DAY-NIGHT AVERAGE LAND USE SOUND LEVEL (DNL) IN DECIBEL Residential 556065707580 Residential-Single Family, Duplex, Mobile Home Y Y N N N N Apartments and Two Units Y Y N N N N Residential-Multi Family Y Y N N N N Transient Lodgings Y Y N N N Public Use Schools, Hospitals and Nursing Homes Y Y N N Churches, Auditoriums, and Concert Halls Y Y N N Government Services Y Y Y N Transportation (Railroad/Airport/Motor Vehicle/Maritine) Y Y Y N Public Right-of-Way Y Y Y N Parking YYY N Commercial Use Offices, Business, Professional Y Y Y N Wholesale & Retail Building Materials Y Y Y N Hardware and Farm Equipment N Retail Trade (General) Y Y Y N N Utilities Y Y Y N Communication Y Y Y N Manufacturing and Production Manufacturing (General) Y Y Y N Photographic and Optical Y Y Y N N Agriculture (Except for Livestock) and Forestry Y Y Lifestock Farming and Breeding Y Y N N Mining and Fishing, Resource Production and Extraction Y Y Y Y Y Y Recreational Outdoor Sports Arena and Spectator Sports Y Y N N Outdoor Music Shells and Amphitheaters Y Y N N N N Nature Exhibits and Zoos Y Y Y N N N Amusements, Parks, Resorts, and Camps Y Y Y Y N N Golf Courses, Riding Stables, Water Recreation and Cemeteries Y Y Y N

Land use and related structures compatible without restrictions Y Land use and related structures compatible with restrictions Land use and related structures not compatible N

Source: FAA Advisory Circular 150/5020-1, Noise Control and Compatibility Planning For Airports (August 5, 1983).

Note: The designations contained in this table do not constitute a Federal determination that any use of land covered by the program is acceptable under Federal, State or local law.

The responsibility for determining the acceptable and permissible land uses and the relationship between specific properties and specific noise contours rests with the authorities. FAA determinations under Part 150 are not intended to substitute federally determined land uses for those determined to be appropriated by local authorities in response to locally determined needs and values in achieving noise compatibility land uses.

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EXHIBIT 6.3 EXISTING (2002) INM 6.0c NEM- JEFFERSON COUNTY INTERNATIONAL AIRPORT

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The current operating conditions at JCIA include approximately 48,000 annual aircraft operations. INM Version 6.0c was utilized to create existing noise contours at the Airport to provide a visual depiction of noise output generated at the Airport during an annual one year timeframe. Additionally, the existing NEM is utilized as a baseline of noise exposure from which the ultimate noise contours of the Airport can be compared in order to arrive at a good faith judgment of the overall noise impact of the JCIA.

¾ Current Airport Operating Conditions- A NEM utilizing INM 6.0c was generated according to the existing operating conditions at JCIA. It was determined that the apparent cumulative noise affect at the JCIA in the year 2002 amounts to overall minimal and acceptable noise exposure to the adjacent community with the entire 65 DNL noise contour being well confined within the airport property boundary. This noise impact to the surrounding area is clearly acceptable from a federal guideline standpoint and will require no special considerations to control airport/aircraft noise. However, see the discussion at p 6-14 which addresses for the action that may be taken by Jefferson County to address noise and safety issues. Refer to Exhibit 6.3 depicting the existing (2002) cumulative noise impact of the Jefferson County International Airport.

¾ Preferred Airfield Alternative- A NEM utilizing INM 6.0c was generated according to the above demand forecast conditions. Simply stated, the cumulative noise affect of the proposed airport and airfield development at JCIA will not significantly impact the quality of life in those areas potentially impacted by airport and aircraft noise. As with the current airport operating conditions, the 65 DNL is confined within the airport property boundary and does not pose an undue hardship on inhabitants residing within the immediate vicinity of JCIA. In addition, as discussed with the existing airport noise affect on the surrounding community, the ultimate 50 DNL does reach to both coasts to the east and west of the Quimper Peninsula. As with the existing airport conditions and noise exposure, the future cumulative noise affect is these areas are acceptable from a planning and quality of life standpoint. Refer to Exhibit 6.4 depicting the ultimate (2022) cumulative noise impact of the JCIA.

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EXHIBIT 6.4 ULTIMATE (2022) INM 6.0c NEM- JEFFERSON COUNTY INTERNATIONAL AIRPORT

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Aircraft/Airport Noise Mitigation

Airport/aircraft noise mitigation measures will not be required for implementation of the Preferred Airfield Alternative for runway development to take place on Runway 9-27.

Conclusions of Aircraft/Airport Noise Exposure Analysis

Land uses located within the immediate vicinity of the JCIA are considered compatible with projected airport/aircraft cumulative noise levels that will potentially be generated as a result of the proposed Preferred Airfield Alternative.

COMPATIBLE LAND USES

With regard to existing and future land uses adjacent to the JCIA, the surrounding land use(s) in the vicinity include low density single family residences, an abandoned quarry, a commercial sand and gravel operation, a fire district facility, and vacant land. The land use(s) to the west and northeast of the Airport are zoned RR 1:5 meaning that one single family residence is permitted for every five acres of land. Land use(s) to the north, southeast, and south of the Airport are zoned RR 1:10 which limit the residential development to one unit per ten acres.

The land use designations described are expected to remain the same and be used primarily as rural residential and agricultural activity throughout the phased planning periods, and will not be significantly impacted by normal daily airport operation.

SOCIAL IMPACTS

Assessment of potential social impacts related to airport development and expansion generally include relocation of utility infrastructure that potentially affects the Airport and outlying areas, community disruptions in the form of housing and business structure acquisition and relocation, and changes in land use designations related to property acquisition, and alteration of surface transportation patterns related to road closure and/or realignment.

The Preferred Airfield and Terminal Area Alternatives involve airport capital development within the confines of the exiting airport property and will not require the relocation of existing utility infrastructure. Additionally, due to the logistics involved with the proposed airport development alternatives, structure acquisition and relocation, as well as changes to existing land use designations will not be required. Finally, the proposed airfield development does not involve any road relocation or realignment except for a dedicated airport access road transecting the Runway 9 approach due to safety and operational efficiency concerns.

Regarding utility, land use, housing and surface transportation infrastructure, the Preferred Airfield and Terminal Area Alternatives will not contribute any significant social impacts to the surrounding Jefferson County/ Port Townsend community.

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INDUCED SOCIOECONOMIC IMPACTS

FAA Order 5050.4A addressed induced socioeconomic impacts by stating, “Induced impacts will normally not be significant except where there are also significant impacts in other categories, especially noise, land use, or direct social impacts.” Induced socioeconomic impacts address those secondary impacts on the local and surrounding communities that relate to the proposed airport development including overall population increases or fluctuations, increased public service demands, and influenced changes to the local business, political, or economic conditions to the extent brought about by airport/runway development.

Two indicators that measure the airport’s importance to a community are its economic impacts within the community, as well as the transportation benefits it provides. The overall impacts that are attributed to an airport include the direct, indirect, and induced benefits derived from the airport in the form of airport employee payroll, goods and services purchased by airport businesses, capital improvements, as well as the tax base provided by airport activity. Indirect benefits of an airport are a measurement of the dollars spent within the local community by patrons who utilize the airport’s services. The induced benefit of airport operation measures the multiplier affect of the successive turnover or recycling of dollars throughout the community that eventually generate additional revenue.

The second benefit of the airport is the transportation benefit provided to airport users, as well as non-users alike. Although intangible, transportation benefits are measured in terms of the value individual travelers and users place on benefits. These benefits include economic infusion through attracting outside business interests, time saved and costs avoided by using air rather than another form of transit, ability to provide emergency medical air transport, providing support to existing business at the airport and within the community, and instilling or boosting a sense of community pride. Overall, transportation benefits are those benefits a community hopes to obtain by maintaining and expanding their local airport.

With regard to population impacts, the proposed runway and terminal area development at JCIA, although hypothesized to increase the overall service area population as to enhanced aviation services provided to an increased number of airport users, will not have an appreciable affect on the local area population as a whole. Nor will it adversely affect or increase public service demand within the immediate Jefferson County/Port Townsend region. Lastly, although immeasurable in this case, the total economic benefit afforded by sustained growth of the Airport will certainly have a positive affect on the Jefferson County/Port Townsend economic activity, as well as the surrounding area economies in other portions of the region as a whole. This economic stimulation might involve attracting businesses from abroad, while at the same time, ensuring future economic stability. At the same time, expansion of the JCIA will provide additional important aviation transportation benefits and services to northwestern Washington.

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AIR QUALITY

The Clean Air Act of 1970 (CAA) was enacted to protect the nation’s air quality, as well as the public health. Amendments in 1970, 1977, and 1990 established federal standards to control air pollution emissions and to delegate the implementation of such standards to the states. The CAA Amendments of 1977 stated that any federally-funded project shall conform to all State Implementation Plan (SIP) criteria in order to assure that airport development projects conform to state Plans for controlling potential regional air pollution impacts. The SIP is a federally mandated measure to assist in combating air pollution within states, as well as meeting federal air quality standards. Once approved, the SIP has the force and effect of federal statute. If the proposed action or project involves runway development, an air quality analysis is required to determine air quality compliance.

According to FAA Order 5050.4A, Airport Environmental Handbook, as well as FAA Handbook entitled, “Air Quality Procedures for Civilian Airports and Air Force Bases,” Report No. FAA EE 82-21, no air quality analysis is required for general aviation airports if the level of forecast demand activity at the airport is less than 180,000 annual operations. The forecasted aviation demand activity at JCIA Airport of 84,400 annual operations is far below the required number of annual operations to warrant an air quality analysis; therefore, no further investigation into this matter is necessary from an environmental standpoint. In addition, should the State of Washington require an indirect resource review (ISR) for runway development projects, an ISR determination is not required for the Proposed Action alternative due to the Airport not exceeding the threshold level of forecast operational activity required for an air quality analysis.

WATER QUALITY

The Federal Water Pollution Control Act of 1972 (FWPCA) sought to restore the nation’s navigable waterways and lakes so that they provide safe conditions to humans and wildlife. The FWPCA, as amended by the Clean Water Act of 1977 (CWA), provided for the establishment of water quality standards, control of discharges into surface and subsurface waters, development of waste treatment management plans and practices, as well as issuing permits for discharges and for dredged or fill material. The purpose of this ER is to ensure that the design, mitigation measures, and construction controls applicable to the Preferred Airfield and Terminal Area Alternatives demonstrate that state, local and federal water quality standards can and will be achieved.

The following subject matter and issues are most often related to concerns which address sustained water quality during and after airport expansion and runway development projects:

¾ Water Supply; ¾ Solid Waste and Sewage Disposal; ¾ Surface Runoff and Soil Erosion; and ¾ Handling and Storage of Petroleum Products.

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Water Supply

Potable water supply is provided through the Public Utility District #1 water system. This system provides city water supply to the Airport via a public utility infrastructure. Although the proposed airport development alternatives will likely increase the overall operational activity at JCIA, the increased water supply demands at the Airport are not anticipated to attain a high level of consumption and, therefore, will not have a significant or adverse impact on the community’s water supply.

Solid Waste and Sewage System

JCIA is currently served by a self-contained septic system and tile field rather than a City or County maintained sanitary sewer collection system. Currently, there are no plans to extend City/ County sanitary sewage infrastructure to the Airport for wastewater collection purposes. Wastewater produced by the Airport will continue to be collected and sustained by the current septic tank system. Future development at the Airport will be limited to those activities that can be adequately served with septic systems and, as a result, there will not be a need to extend urban sewer service to this rural portion of the County.

Surface Runoff and Soil Erosion

Surface runoff and soil erosion resulting from airport development projects is primarily due to the creation of additional impermeable surfaces. Examples of impermeable surfaces include those that allow liquids to flow off of the surface in large quantities or sheets, including paved surfaces such as runways, taxiways, and automobile parking areas. Surface water runoff from a paved surface is classified as a non-point source (NPS) pollution resulting from precipitation, atmospheric deposition, or drainage and seepage into a body of water, rather than from a specific point or source. Petroleum products such as oil, grease, fuel, and other chemicals that have accumulated on paved surfaces are carried over into the surrounding soils by storm water runoff and are capable of carrying sediment and other contaminants into surface and subsurface waters. Preconstruction and post-construction water quality protection practices such as detention/retention basins and other techniques can minimize affects of storm water runoff and NPS pollution.

The general topography of the area immediately affected by the Preferred Airfield and Terminal Area Alternatives is contained within relatively broad swale with moderately sloping hilly terrain to the north and south of the site. Drainage occurs naturally to the east and southeast, but is principally concentrated to the east. The surface runoff and storm water contributed by JCIA flow into an unidentified tributary of the lower Chimacum Creek. Additional drainage from the northern portion of the airport site is directed into drainage basins that are situated parallel to the Runway 9-27. Storm water contained within these basins then drain into a detention pond located to the eastern portion of the airport property. The detention pond water in turn flows beneath State Highway 19 into a narrow low lying swale that eventually empties into the Chimacum Creek.

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In preventing storm water runoff and soil erosion during construction of the Preferred Airfield and Terminal Area Alternatives, exercise of Best Management Practices (BMP) is encouraged to reduce erosion, minimize sedimentation, and control non-storm water discharges in order to maintain water quality on and off the Airport premises. BMPs are structural and non-structural practices that provide the maximum efficient means of preventing erosion and pollution of storm water runoff. BMPs are based on site specific characteristics and are also based on those issues that are within the airport sponsor’s and general contractor’s control. The following BMP categories are examples of preventive measures to be utilized during construction of the proposed airfield and terminal area alternative:

¾ SCHEDULING: Steps to be taken to reduce the likelihood of erosion and storm water runoff pollution include areas of exposed earth or those void of vegetation which should be minimized to the extent possible and period of time that exposure occurs; construction of permanent storm water control facilities should be completed in a timely and orderly manner to avoid sedimentation and erosion; avoid construction activities during months of above average inclement weather such as rainy and snowy months and conditions; and perform landscaping tasks in a timely and efficient manner.

¾ EXPOSED EARTH: Construction activities, to the extent possible, should avoid pooling of large amounts of water in areas of exposed earth void of vegetation; ensure grading and sloping contours occur at a rate of less than 2 percent; replace native vegetation when affected or removed due to construction activities; and storm water runoff should be monitored to minimize or prevent a high rate of storm water dispersal.

¾ REDUCTION OF STORM WATER RUNOFF: Construction of dams or banks to dissipate runoff velocity allow sediment settlement; sloping terrain is recommended to be limited to 2:1 and 3:1; strengthen slopes by providing soil stabilization; and erect barriers to intercept storm water runoff from reaching area of excessively sloping terrain.

¾ REDUCTION OF SEDIMENT ACTION: During construction, utilize temporary sediment barriers such as silt fences, straw hay bales, sand bags, gravel barriers or buffers, and sediment traps for runoff rich in sediment.

¾ INSPECTION PRACTICES: Regularly scheduled inspections of storm water runoff and sediment control devices are encouraged to prevent water quality degredation, and make improvements and repairs to water quality sustainment system as necessary.

Construction of the Preferred Airfield and Terminal Area Alternatives will result in relatively minor impacts in the immediate area while the above mentioned resulting impacts are expected to be short-term in nature. Water quality in the vicinity of the proposed airport development alternative can be preserved should the recommended preventive measure be instituted and

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Airport Master Plan Update Port of Port Townsend, Washington practiced on a regular and proficient basis. Accordingly, the Preferred Airfield and Terminal Area Alternatives will not have a significant or adverse impact on the contribution of surface runoff and soil erosion in the immediate area of the planned airport development project.

Handling and Storage of Petroleum Products

The current fuel storage capacity at the JCIA consists of a 10,000 gallon fuel storage tank. The method by which fuel is dispensed at the Airport is through the use of a fuel meter/pump being located immediately adjacent to the underground fuel storage facility. In addition, during the aviation demand forecast and airport facility requirement phases of the JCIA Airport Master Plan it was determined that future anticipated aviation demand at the airport may possibly require the installation of additional above ground or below ground fuel storage facilities to accommodate Jet A fueling operations at the Airport. The fuel storage capacity of the future Jet A demand has been determined to be 1,000 gallons. The total fuel storage capacity throughout the airport development planning period will not exceed 20,000 gallons of fuel capacity.

In storing and dispensing of petroleum products and other chemical solvents at the JCIA, the airport sponsor (Port) assumes various responsibilities with regard to maintaining acceptable water quality standards mandated by Federal and state statutes. The following permits and countermeasure initiatives are recommended for sustained water quality in the immediate area of the Preferred Airfield and Terminal Area Alternatives, as well as the outlying area from the JCIA.

¾ National Pollution Discharge Elimination System (NPDES) Permit: As authorized by the Clean Water Act (CWA), NPDES permit program controls water pollution by regulating point sources that discharge pollutants into waters of the United States. Point sources are discrete conveyances such as pipes or man-made ditches. Individual homes that are connected to a municipal system, use a septic system, or do not have a surface discharge do not need an NPDES permit. However, industrial, municipal, and other facilities, such as airports, must obtain permits if their operations, facilities, or construction activities potentially impact the water quality environment.

¾ Spill Prevention Control, and Countermeasure (SPCC) Program: The SPCC Program are comprehensive written plans required by the Environmental Protection Agency (EPA) and made applicable by the CWA. The SPCC program must address spill prevention, facility inspections, spill release reporting requirements, facility equipment and operations, security, as well as personnel and training requirements.

¾ FAA Advisory Circular (AC) 150/5230-4 Aircraft Fuel Storage, Handling, and Dispensing On Airports (8-27-82): Provides advisory or recommended information on aviation fuel deliveries to airports, storage and the handling of fuel, as well as dispensing fuel at airports.

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From the standpoint of water quality at the JCIA, the Preferred Airfield and Terminal Area Alternatives may result in some less than significant environmental impacts, but none that would adversely impact the local area’s water quality as a whole. By utilizing of Best Management Practices (BMP), as well as compliance with all federal , state, and local statutes and permitting requirements, the Preferred Airfield and Terminal Area Alternatives will have not have an adverse or significant impact on water quality and will not require further mitigation measures or studies.

SECTION 4(f) LANDS

With regards to Section 4(f), FAA Order 5050.4A states that:

(7) The Department of Transportation Act of 1966, Section 4(f), (codified at 49 USC Subtitle I, Section 303) (a) Section 4(f) of the DOT Act provides that the Secretary (of Transportation) shall not approve any program or project which requires the use of any publicly owned land from a public park, recreation area, or wildlife and waterfowl refuge of national, state, or local significance or land of an historic site of national, state or local significance as determined by the official having jurisdiction thereof unless there is no feasible and prudent alternative to the use of such land and such program or project includes all possible planning to minimize harm from the use….

Following an investigation into the likelihood of the Preferred Airfield and Terminal Area Alternatives potentially affecting Section 4(f) land adjacent to JCIA, it was determined that Section 4(f) lands do not exist within the vicinity of the proposed runway and terminal area development area(s) and, therefore, no further investigation is warranted with regard to Section 4(f).

HISTORIC, ARCHITECTURAL, ARCHEOLOGICAL, AND CULTURAL RESOURCES

The National Historic Preservation Act of 1966 purports to determine if any properties in or eligible for inclusion into the National Register of Historic Places are within the area of the proposed action’s potential environmental impact, and if so, what impacts, direct and indirect, could be expected to affect the cultural, historic, archeological or architectural qualities of the property. Another piece of legislation, the Archeological and Historic Preservation Act of 1974, provides for the recovery, survey, and preservation of scientific, prehistorical, historical, archeological, and paleontological data where the data may be adversely affected by a federal, federally funded, or federally licensed project.

In this matter, the Washington Office of Community Development, Office of Archeology and Historic Preservation was contacted advising the agency of the Preferred Airfield and terminal Area Alternatives being considered for the Jefferson County International Airport. The State Archeologist advised that the proposed airport development would not have an effect on cultural

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Airport Master Plan Update Port of Port Townsend, Washington properties included in the National and State Registers of Historic Places and the Washington State Archeological and Historic Sites inventories, thus no historic properties will be affected.

BIOTIC COMMUNITIES AND ENDANGERED OR THREATENED SPECIES

The Endangered Species Act of 1973 provides for the preservation of threatened and endangered species of fish, wildlife and plants in their respective biotic communities which refers to the flora and fauna habitats (vegetation and wildlife) that might be present in the locality of proposed construction projects. The Act attempts to ensure that proposed project development is not likely to jeopardize the existence of any endangered or threatened specie or result in the destruction or adverse modification of specie habitat. In addition, should a construction project affect water resources including wetlands, groundwater, impoundment, diversion, deepening, controlling, modifying, polluting, dredging, or filling of any stream or other body of water, provisions of the Endangered Species Act make the Fish and Wildlife Coordination Act, as amended, applicable as well.

With regard to threatened or endangered species, the U.S. Department of the Interior, U.S. Fish and Wildlife Service - Pacific Region, Western Washington Office was contacted to provide an assessment of regulatory compliance with regard to protecting biotic communities. The U.S. Fish and Wildlife Service reviewed the airport development proposal and consulted the list of Endangered or Threatened Wildlife and Plants and determined that no federally listed species or endangered critical habitat occurs within the area of the Preferred Airfield and Terminal Area Alternatives and, therefore, no further analysis in necessary.

With regard to biotic communities, the Preferred Airfield and Terminal Area Alternatives will impact only man-dominated areas including existing airport property and unpopulated areas. Therefore, it is assumed that the proposed runway and terminal area development will have no significant impact on biotic communities in the area.

WETLANDS

The importance of wetlands is emphasized in Executive Order (EO) 11990, issued May 24, 1977. E.O. 11990 is implemented by DOT Order 5660.1A, Preservation of the Nation’s Wetlands. Wetlands are defined in E.O. 11990, Protection of Wetlands, as:

“...those areas that are inundated by surface or ground water with a frequency sufficient to support and under normal circumstances does or would support a prevalence of vegetative or aquatic life that requires saturated or seasonally saturated soil conditions for growth and reproduction. Wetlands generally include swamps, marshes, bogs, or similar areas…”

The intent of the Clean Water Act, Section 404, as well as E.O. 11990, is to avoid short and long-term adverse impacts associated with damaging or modifying wetlands area, as well as to avoid construction in wetlands where there is a reasonable alternative. In addition, federal legislation sought to avoid wetlands impacts unless that is not a feasible or practical alternative.

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With regards to existing wetlands areas within the property boundary of JCIA, Landau Associates located in Edmonds, Washington conducted a wetlands delineation study to identify wetlands areas on airport property and to assist in determining the potential impact of airport capital development on local wetlands areas. The study completed by Landau Associates determined that there are currently 10 identified and confirmed wetlands within the airport property. The wetlands area are located primarily to the west of Runway 9-27, south of the western T-hangar area, west of the airport entrance road, east of the main terminal area complex, as well as east and southeast of Runway 9-27. According to Landau Associates, the Preferred Airfield and Terminal Area Alternatives will impact approximately 0.08 to 0.10 acre of wetlands area.

The Department of the Army, Corp of Engineers (CoE), Seattle District Office, Regulatory Branch, as well as the Washington Sate Department of Ecology, Shorelands and Environmental Assistance Program (Ecology) was contacted to determine the potential permitting and compliance requirements for implementation and development of the Preferred Airfield and Terminal Area Alternatives at JCIA. Ecology offered that following contact with CoE regarding permitting requirements under Section 404 of the Clean Water Act, the Port would need to contact Ecology regarding approval, or certification, of a Corp permit. Ecology also offered that the most expedient course of action would be for the Port to complete a Joint Aquatic Resources Permit Application (JARPA) and submit it simultaneously to the CoE, Ecology, Jefferson County Community Development and, if appropriate, the Washington State Department of Fish and Wildlife. Refer to Appendix F for a copy of the CoE JARPA, as well as corresponding instructions for completing and instructions on how to submit the form to state and Federal agencies.

Furthermore, prior to issuance of a certification or administrative order from Ecology, the Port would need to present a satisfactory wetland mitigation plan. Ecology states, “Wetland mitigation should be provided according to a sequence, beginning with the avoidance of a wetland impact to the extent possible, minimization or rectification of wetland impacts over the life of the project, and ending with compensation of unavoidable wetlands impacts. Compensation typical [sic] requires the restoration, creation, or enhancement of additional wetlands in the general vicinity of the project impacts.”

The CoE offered that it appears that the Preferred Airfield and Terminal Area Alternatives at the Jefferson County International Airport will impact waters of the United States, to include delineated wetlands areas on airport property. Furthermore, the CoE offered that prior to any construction activities or runway development, the Port is suggested to seek required authorization from the CoE under Section 404 of the Clean Water Act for the discharge of dredged or fill material in waters of the United States.

FLOODPLAINS

Floodplains are characterized as low lying flatlands adjoining inland and coastal waters where the possibility of flooding on any given year is approximately one percent or greater. These

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Airport Master Plan Update Port of Port Townsend, Washington inland and coastal waters susceptible to flooding are most likely within the 100-year floodplain. Knowledge of floodplains in the vicinity of an airport is important in reducing the risk of flood loss, restoration and preservation of natural beneficial values of floodplains including groundwater recharge to aquaculture and forestry, and protection of human health and welfare.

COASTAL ZONE MANAGEMENT PROGRAM

Based on initial analysis (as required for the Environmental review), the exact locations of the 100-year and 500-year floodplains could not be identified; therefore, the impact from the JCIA development program on these areas has not been identified. To ensure that floodplains are not affected, it is recommended that additional analyses be conducted prior to construction.

The Coastal Zone Management Program (CZMP) was authorized by the Coastal Zone Management Act of 1972 and administered at the federal level by the Coastal Programs Division (CPD) within the National Oceanographic and Atmospheric Administration’s Office of Ocean and Coastal Resource Management (OCRM). The CPD is responsible for advancing national coastal management objectives, as well as maintaining and strengthening state and territorial coastal management capabilities. The resources of the CPD are not applicable to the current airport and airport development proposal and, thus do not warrant further consideration or investigation.

COASTAL BARRIER RESOURCE SYSTEM

The U.S. Fish and Wildlife Service Coastal Barrier Resource System is a collection of undeveloped units of land and associated aquatic environments that serve as barriers protecting the Atlantic, Gulf, and Great Lakes coasts from full force waves, winds and tidal energy. The resources and scope of the Coastal Barrier Resource Program are not applicable to the current airport and airport development project, thus they do not warrant further consideration or investigation.

WILD AND SCENIC RIVERS

The National Wild and Scenic Rivers System is a classification of certain selected rivers of the U.S. which, with their immediate environments, possess outstandingly remarkable scenic, recreational, geologic, fish and wildlife, historic, cultural or other similar values, shall be preserved in free-flowing condition, and that they and their immediate environments shall be protected for the benefit and enjoyment of present and future generations. Currently, the national inventory for the Wild and Scenic Rivers System does not list any rivers of this classification within the vicinity of the Preferred Airfield and Terminal Area Alternatives and, therefore, will not warrant further consideration or investigation regarding the proposed runway development project.

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PRIME AND UNIQUE FARMLAND

The Farmland Protection Policy Act (FPPA) of 1984 authorizes the U.S. Department of Agriculture (USDA) to develop criteria for evaluating the potential affects of federally funded transportation projects on the conversion of farmland to nonagricultural uses. This evaluation includes determining the adverse impacts to prime farmland, mitigation or minimizing adverse effects, and ensuring that transportation projects are compatible with local, state, and private programs aimed at preserving farmland areas.

The USDA, Natural Resource Conservation Service (NRCS) was notified of the proposed airport development alternatives potentially taking place at the Jefferson County International Airport. Generally for airport development projects that involve acquisition of property, the NRCS completes Form AD-1006, Farmland Conversion Impact Rating, based on a scoring of relative value of the site development alternative in terms of preservation of farmlands. However, due to the fact that the proposed airport development and improvements at JCIA do not involve property acquisition at this time, no further review is necessary and it is assumed that the Preferred Airfield and Terminal Area Alternatives will not significantly impact prime or unique farmland in the vicinity of the Airport.

ENERGY SUPPLY AND NATURAL RESOURCES

For purposes of this ER, the Preferred Airfield and Terminal Area Alternatives will be evaluated to determine any significant impacts on stationary facilities that would affect local energy supplies and natural resources including construction of additional buildings or aviation related facilities such as a terminal building, numerous hangars, and airfield and terminal area lighting. In addition, those airport operations functions that include the movement of air and ground vehicles which will result in increased fuel consumption, change of flight traffic patterns, increased ground maneuvering activity by automobiles, as well as aircraft, will be evaluated to determine any potential significant environmental impact.

Regarding changing demand for adding additional or relocating stationary facilities, the Preferred Airfield and Terminal Area Alternatives likely will not involve any known utility relocation or removal to include above ground or buried power lines. However, an underground gas main is located to the north, south, and west of the proposed development and is not expected to be impacted by potential construction activities. Due to the logistics involved with the Preferred Airfield and Terminal Area Alternatives, local energy supplies will not be overly burdened by runway development at the Jefferson County International Airport.

Regarding increased ground and air traffic at the Airport, air and ground demand activity is anticipated to increase in their respective activity levels. Consumption of additional aviation fuel will be a result of additional demand at the Airport brought about by the increased capacity of the new expanded primary runway. Although more fuel consumption will take place, expected demand levels will not exceed supplies in the region. Additionally, the expansion of the new runway will likely create a longer departure, arrival and crosswind traffic pattern to the Runway 9 end. However, following the noise analysis completed during the initial phases of this ER, it was

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Airport Master Plan Update Port of Port Townsend, Washington determined that the proposed runway development would not create any adverse social impacts associated with airport and aircraft noise within the immediate area, nor will the proposed runway expansion place a burden on arriving and departing aircraft from an operational or safety standpoint. Finally, the Preferred Airfield and Terminal Area Alternatives will not adversely affect automobile fuel consumption due to the additional terminal area expansion likely to provide additional access time for ingress or egress purposes, nor will the proposed development result in a substantial change to surface transportation movement patterns for airport service or other vehicles due to the fact that increased airport access needs will only serve to expedite vehicle traffic activity and traffic flow by providing direct access to and from the Airport in a number of locations around the Airport.

LIGHT EMISSIONS

Light emissions created by the Preferred Airfield Alternative requires consideration to determine whether or not runway lighting would create an annoyance to the population residing in the vicinity of JCIA. Ultimate capital expansion at JCIA associated with runway development will include the installation of the following runway lighting systems:

¾ Medium Intensity Runway Lighting (MIRL): MIRL is a steady burning lighting system classified by the system’s intensity or brightness. The brightness of the system in classified by a series of “steps” varying from low (15 watts) to medium (40 watts) intensity depending on the visibility conditions, as well as 10, 30, and 100 percent of the required level of brightness. MIRL is currently installed on Runway 9-27.

¾ Threshold Lighting and Runway End Indicator Lights (REILs): This low to medium intensity, pole mounted, frangible, and steady burning lighting system marks the end of the runway by utilizing colored split lens. Arriving aircraft see green lighting to indicate the start of the usable runway, while departing aircraft see red lights indicating the end of the usable paved surface. The REIL lighting system provides rapid and positive identification of the runway approach end, consisting of a pair of white synchronized high-intensity (200 watt) photo-strobe lights located laterally along the runway threshold and angled 15 degrees from the extended runway centerline. Threshold lighting and REILs are currently installed to serve Runway 9- 27.

¾ Precision Approach Path Indicator (PAPI): This visual guidance system consists of a two or four-unit lamp apparatus that emits red and white colored light beams providing continuous visual descent guidance information along the final approach path (normally at 3 degrees for 3 nautical miles during daytime, and up to 5 nautical miles at night) to the desired runway touchdown point. The system is installed in a row perpendicular to the runway being located 600’ to 800’ down the runway and offset 50’ to the left or right side. PAPIs are currently installed to serve Runway 9-27.

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Given the alignment and siting of the ultimate expansion and development projects associated with Runway 9-27, as well as the proposed lighting systems to be utilized for the runway, the Preferred Airfield Alternative will not contribute significant or adverse light emissions to warrant further investigation and, therefore, will not require a more detailed examination within the scope of this ER.

SOLID WASTE

FAA Order 5200.5, FAA Guidance Concerning Sanitary Landfills On or Near Airports, provides guidance with respect to the establishment, elimination, or monitoring of sanitary landfills, transfer facilities, and solid waste facilities on or in the vicinity of airports. Assessing the potential impacts of the Proposed Action alternative on the generation of solid waste is necessary to determine potential available disposal capability and capacity of waste facilities in the region. Additionally, assessing potential impacts of solid waste disposal facilities on the operational viability and safety of the JCIA is a necessary step in determining environmental compliance.

The Washington State Department of Ecology, Office of Permits, Licenses, and Certifications was contacted to determine the location of the nearest sanitary landfills and transfer station facilities to Jefferson County International Airport. It was found that solid waste generated at the JCIA is stored in solid waste facilities in either Port Angeles or Roosevelt, Washington located within Clallam County. The nearest solid waste facility was found to be located in the City of Port Angeles. During this investigation, it was also determined that there are no additional demolition landfill, infectious waste, special waste landfill, utility waste, closed, or planned facilities in the vicinity of Jefferson County International.

With regard to wildlife strikes by aircraft, adverse environmental impacts associated with these incidences is relatively low in terms of potential bird strikes and other wildlife species.

CONSTRUCTION IMPACTS

Potential environmental impacts as a result of the Preferred Airfield and Terminal Area Alternatives include noise of construction equipment on the site, noise and dust from delivery of materials through public roadways, creation of burrow pits and disposal of soil, air pollution from burning debris, and water pollution from erosion and storm water runoff. Impacts associated with construction are of a lesser magnitude than long term impacts and shall be temporarily confined to the construction site during the period of development and construction of the proposed airfield and terminal area alternatives.

During construction activities at the JCIA, during the development and construction phase of the Preferred Airfield and Terminal Area Alternatives, all parties associated with the construction of the proposed airfield and terminal area development, either directly or indirectly, shall employ measures and abide by specific standards as recommended in FAA Advisory Circular (AC) 150/ 5370-10, Standards for Specifying Construction of Airports in a coordinated effort to minimize potential temporary adverse environmental impacts in the local community. Additionally, all

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Airport Master Plan Update Port of Port Townsend, Washington parties associated with the construction of the Preferred Airfield and Terminal Area Alternatives, either directly or indirectly, shall abide by, as well as procure, all required permits, licenses, pay all fees, charges, and taxes, and conduct business in accordance with local, state, and federal statutes and regulations, as well as abide by all federal grant assurances and agreements.

HAZARDOUS WASTE

Regulatory law affecting airports includes the Resource Conservation and Recover Act of 1976 (RCRA). Through this legislation, the U.S Congress directed the Environmental Protection Agency (EPA) to develop and implement programs meant to protect human health and welfare, as well as the environment from improper hazardous waste management practices. The RCRA is applicable to any party who transports or generates hazardous waste, as well as those parties who own or operate a facility for the storage, treatment, or disposal of hazardous wastes. Procedures made applicable by the RCRA include comprehensive record keeping practices, placement of hazardous wastes into proper containers bearing appropriate warning labels and placards, and creation of transport manifests. Other pertinent legislation regarding this matter includes legislation that was a national campaign aimed at toxic waste cleanup efforts which included The Comprehensive Environmental Response, Compensation, and Liability Act of 1980 (CERCLA), a.k.a. Superfund Act, as well as The Superfund Amendments and Reauthorization Act of 1986 (SARA).

Waste is defined as a solid, liquid, or contains gaseous materials that are no longer used, and is either recycled, thrown away, or stored until enough is accumulated to be treated or to be disposed of in another way. Hazardous wastes are those materials that can cause injury or death, or that can damage or pollute the air, land and water. Material waste might also be considered hazardous if the material exhibits any one or all of the following characteristics including ignitibility (flammable or combustible), reactivity (rapid, violent chemical reaction with H2O or other element), toxicity (high concentrations of heavy metals or pesticides), or corrosiveness (burns or dissolves other elements or various materials).

Hazardous wastes and materials are not anticipated to be produced or stored at the JCIA during the development and construction phase of the Preferred Airfield and Terminal Area Alternatives. The following contacts are national assistance numbers necessary for use by the airport manager (sponsor) in the event of a release of hazardous substances into the environment.

¾ Chemical Transportation Emergency Center (CHEMTREC ®) 1 (800) 424-9300 ¾ CHEM-TEL, Inc. 1 (800) 255-3924 ¾ National Response Center (NRC) 1 (800) 424-8802 ¾ U.S. Army Operations Center 1 (800) 851-8061

The overall responsibility of the airport manger (sponsor-Port) with regard to potential hazardous substances according to the SARA, requires the manager to provide and have posted in all work areas material safety data sheets (MSDS) where hazardous material and substances might exist. MSDS are technical bulletins that describe how to use, handle, or

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ENVIRONMENTAL JUSTICE

In accordance with Executive Order (E.O.) 12988, Federal Action to Address Environmental Justice in Minority Populations and Low Income Population (1994), an overview to determine potential disproportional impact of the Preferred Airfield and Terminal Area Alternatives on low income or minority communities will be considered as part of this ER.

According to the Washington State Office of Financial Management in 2000, the total population of Jefferson County was approximately 25,953, of which approximately 92.2 percent (23,929) of the residents are of White/Caucasian origin. Citizens of African American, American Indian, Hispanic or Latino, Asian, or other ancestry comprise approximately 7.8 percent (2,024) of the population of Jefferson County. Additionally, at $19,788, the Jefferson County PCI( spell out) is approximately 83 percent of the State’s ($23,834) and 88 percent of that of the United States ($22,373) while at the same time nearly 35 percent of the county population earns greater than $35,000 annually.

Given the population of the Proposed Action alternative study area as compared to the remaining county minority and low income population, it is apparent that minorities and low income residents residing in Jefferson County do not represent a higher than average demographic group impacted, directly or indirectly, by the proposed runway development project to occur at Jefferson County International Airport.

ENVIRONMENTAL CONSEQUENCES (OTHER CONSIDERATIONS)

The Preferred Airfield and Terminal Area Alternatives are consistent with the policies, objectives, and goals of local, state, and regional transportation planning authorities. In addition, the Preferred Airfield and Terminal Area Alternatives are consistent with the National Plan of Integrated Airport Systems (NPIAS), as well as the Washington State Aviation System Plan (WSASP).

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Refer to Table 6.8 for summarization of the environmental determinations considered within each of the 22 environmental consequence categories evaluated within the narrative of this ER audit.

Table 6.8 Summary of Environmental Consequence Determinations Jefferson County International Airport Environmental Review Proposed Action Alternative Environmental Consequence Category Impacts Mitigation Aircraft/ Airport Noise Not Significant No further actions Required UDC and CP Amendments Compatible Land Uses Not Significant Monitor/ Update Airport Zoning/ Ordinance(s) as Necessary Social Impacts None None Required Induced Socioeconomic Impacts None None Required Air Quality None None Required Water Quality Not Significant NPDES, SPCC Section 4(f) Lands None None Required Historic, Architectural, Archeological, None None Required and Cultural Resources Wetlands Not Significant/ Evident DA Section 404 Permit Biotic Communities and Endangered or None None Required Threatened Species Floodplains None None Required Coastal Zone Management Program None None Required Coastal Barrier Resource System None None Required Wild and Scenic Rivers None None Required Prime and Unique Farmland None None Required Energy Supply and Natural Resources None None Required Light Emissions None None Required Solid Waste Impacts None None Required Construction Impacts Not Significant None Required Abide by CERCLA and SARA Hazardous Waste Not Significant Guidelines Environmental Justice None None Required Environmental Consequences None None Required (Other Considerations)

Source: BWR; Jefferson County International Airport Environmental Review, January 2003.

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Table 6.9 lists those state and Federal agencies contacted during the completion of the Environmental Review for the Jefferson County International Airport.

Table 6.9 Agency Coordination Roster Jefferson County International Airport Environmental Review Individual Contact/ Title Agency Contact Seattle District Corp of Engineers Regulatory Branch, CENWS-OD-RG Mr. Thomas Mueller P.O. Box 3755 Seattle, Washington 98124-3755 Washington State Office of Archeology & Historic Preservation Dr. Robert G. Whitlam 420 Golf Club Rd # 201 State Archeologist P.O. Box 48343 Olympia, Washington 98504-8343 Washington State Department of Ecology Water Quality Division Mr. Tom Tebb P. O. Box 276 Twisp, Washington 98856-0276 U.S.D.A. Natural Resource Conservation Service (NRCS) Mr. Raymond “Gus” Hughbanks Western Region State Conservationist 316 W. Boone Ave., Suite 450 Spokane, Washington 99201-2348 Washington State Department of Ecology Ms. Ann Boeholt Shorelands and Environmental Assistance Program Wetland Specialist P.O. Box 47775 Olympia, WA 98504 Washington State Office of Community Development Growth Management Ms. Dee Caputo 3rd Floor, Davis-Williams Building 906 Columbia Street SW Olympia, Washington 98504-8300 Jefferson County, Washington Mr. Al Scalf 621 Sheridan Street Director of Community Development Port Townsend, Washington 98368 Jefferson County, Washington Mr. Frank Gifford P.O. Box 2070 Director of Public Works Port Townsend, Washington 98368 U. S. Fish and Wildlife Service- Pacific Region Ms. Yvonne Dettlaff Western Washington Office U.S.F.W. Biologist 510 Desmond Drive SE, Suite 102 Lacey, Washington 98503 Washington State Department of Natural Resources Resource Protection Division Mr. Dave Doan 1111 Washington St. SE PO Box 47037 Olympia, Washington 98504-7037 Bureau of Indian Affairs Olympic Peninsula Agency Mr. Raymond Maldonado P.O. Box 120 Hoquiam, Washington 98550 Washington State Parks and Recreation Commission Mr. Bill Jolly P.O. Box 42668 Olympia, Washington 98504-2668

Source: BWR; Jefferson County International Airport Environmental Review, January 2003.

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Table 6.10 lists those individuals responsible for preparation and completion of the Environmental Review for the JCIA. Qualifications and experience of the involved parties involved are also identified for supporting background purposes.

Table 6.10 List of Environmental Review (ER) Preparers Jefferson County International Airport Environmental Review Name of Individual Expertise Professional Experience Mr. Michael A. Waller, C.M. Airport Planner Airport Master Planning M.S., Aviation Safety; Bucher, Willis & Ratliff Corporation Airport Layout Planning/ Design Four Years Experience 7920 Ward Parkway Environmental Documentation Kansas City, Missouri, 64114-2021 Mr. Derek “Rick” Bowen, AICP Principal Airport Master Planning Vice President, Airport Planning Airport Layout Planning/ Design B.S., Geography/ History; Bucher, Willis & Ratliff Corporation Aviation Demand Forecasting 27 Years Experience 7920 Ward Parkway Environmental Documentation Kansas City, Missouri, 64114-2021

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7 PHASED AIRPORT DEVELOPMENT PLAN

INTRODUCTION

This narrative incorporates the facility requirements for the Jefferson County International Airport Master Plan Update into a 20-year phased development plan as consistent with the preferred design alternative(s). The purpose of the airport development plan is to provide a strategic approach for continued airport operations, the maintenance, upgrade and expansion of facilities, and the appropriate development of neighboring properties owned or acquired by the Port.

PHASE ONE (0-5 YEAR) AIRPORT DEVELOPMENT PLAN

The airport development plan at JCIA is an orderly series of improvements intended to provide a safe, efficient and attractive public facility providing flexibility to meet the short and long-range needs of the Airport in a timely and economical manner. The Airport Layout Plan (ALP) drawings, to be completed later in the master plan study process, will depict the existing and proposed developments as identified by the JCIA Master Plan program.

Projects have been identified in order to satisfy airport design criteria and to allow for facility needs based on existing and ultimate spatial requirements. Therefore, one individual development phase should not be considered a single project, but rather a series of projects that contribute to the ultimate airport development concept. The scheduling of projects within the development plan has been prioritized to permit improvements in a coordinated approach. Each project is prioritized with respect to existing and projected facility needs, as identified by 1) airport safety and efficiency, 2) environmental coordination and preservation, 3) preservation of airport infrastructure, 4) federal aviation regulation compliance, and 5) terminal and landside capacity expansion. The development plan is structured so projects can be re-prioritized to meet specific design and funding considerations.

It should be noted that the development plan does not represent an obligation of local, state, or federal funds, nor does it require a funding commitment without justification of aviation demand activity levels. In addition, the expressed desire, intent, and ability of the Port of Port Townsend to achieve airport land use compatibility, coupled with favorable community and business support of the airport, remains an important consideration in the future development of JCIA.

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AIRSIDE DEVELOPMENT

AIRPORT PAVED SURFACES

An important part of the phased development plan is to assess existing pavement conditions in order to develop an understanding of future maintenance and rehabilitation requirements for the Runway 9-27, taxiway system, as well as aircraft parking apron. Current physical conditions through on-site observations as well as functional life-cycles indicate the need for nominal pavement maintenance at JCIA in the short-term planning period (0-5 years). Table 7.1 depicts the airport development history and pavement maintenance at JCIA over the past two (2) decades.

Table 7.1 Grant Assisted Airport Development Project History Jefferson County International Airport Decade Airfield Project Description Total Cost

2000s 2002: Airport Master Plan Update and Environmental Assessment (EA). $150,000

1996: Construct general aviation tiedown apron; Construct six taxilanes and one $1,061,231 taxiway; Rehabilitate five taxilanes. 1992: Improve drainage. $264,648 1990s 1992: Conduct master plan update. $29,970 1990: Construct R/W 9-27 (3,000’ x 75’); Construct parallel T/W; Construct 2 $1,174,603 connecting T/W’s; Construct tiedown apron; Construct segmented circle; Relocate wind cone.

1989: Acquire land for approaches and development (Parcels 28-1A, 28-2A, 32-2, 32- $936,828 JA, 33-F, J3-3A, 33-5, 33-6, 33-7, 33-8A, 33-9, 33-10A, 34-3, JC-3A) including

relocation assistance. 1980s 1988: Obstruction removal, R/W 7-25, including project formulation cost for ALP and $818,886 environmental assessment; preparation of a site selection study for a new

airport in the vicinity of Port Townsend, Washington. $9,933 Total $4,446,099 Note: Project costs reflect only eligible projects under the federal airport aid program(s), and do not include routine operational and maintenance costs assumed by the Port or private investors.

Source: FAA Grant Assurance Agreements, FAA Northwest Mountain Region, Seattle Airports District Office.

RECOMMENDATION: A combination of pavement improvements is proposed for the mid to latter part of Phase I of the airport development plan, including crack seals and slurry seals of Runway 9-27, as well as Taxiways A, B, and C as preventive maintenance to improve surface ride. Additional pavement maintenance required during Phase I of airport development includes crack seal and slurry seal of the main and eastern tie-down apron areas. This would include seal coating the apron area in the immediate vicinity of the fueling facilities to reduce the potential solvent action by aviation fuel and oil on the surrounding paved asphalt surface. Given the physical condition of the PHASED AIRPORT DEVELOPMENT Page 7–2

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runway surface, as well as the taxiway and apron surfaces, overlay maintenance projects will not be required for the runway or taxiway surfaces until the latter stages of Phase II of airport development.

PRIMARY RUNWAY 9-27

Currently, Runway 9-27 experiences and accommodates an annual operational level of approximately 47,000 operations. Although constructed in 1990, Runway 9-27’s pavement surface is in very good physical condition, having a Pavement Condition Index (PCI) rating of 85. This fact, coupled with a load bearing pavement strength of 12,500 pounds (SWG), indicates that Runway 9-27 will not require an overlay until the mid to latter stages of Phase II development and will require mere slurry seal and crack repair projects during Phase I.

RECOMMENDATION: Slurry seal and crack seal Runway 9-27 (3,000’ x 75’). Additional pavement maintenance includes marking the Runway surface with Basic Visual Approach markings per applicable Advisory Circulars (AC) 150/ 5340-1H. In order to accommodate potential published instrument approaches, Runway 9-27 will require a 200 foot extension to take place at the Runway 9 threshold (3,200’ x 75’). This project includes relocation of the threshold lighting for Runway 9, removal of non-standard and installation of standard REILs, and reconfiguration of the airfield signage at the Runway 9 threshold. Additionally, a recommendation is being made to remove the existing non-standard Runway End Indicator Lights (REILs) at the approach end of Runway 27. These REILs should also be replaced and upgraded with standard REIL lighting. Also, the PAPI-2l at the Runway 9 end is recommended to be removed and relocated approximately 200 feet to the west. Finally, the current airfield signage is non-standard and is recommended to be replaced by a standard signage plan per applicable AC 150/ 5340-18C.

TAXIWAY SYSTEM (TAXIWAYS A, B, and C)

Constructed in 1990, Taxiways A, B, and C pavement surfaces are in excellent physical condition, having a Pavement Condition Index (PCI) rating of 97. Like Runway 9-27, Taxiways A, B and C will not require an overlay until the mid to latter stages of Phase II development and will require mere slurry seal and crack repair projects during Phase I.

RECOMMENDATION: Taxiways A, B, and C are recommended to be slurry sealed and crack sealed during the latter stages of Phase I of airport development. Additionally, as the 200-foot extension occurs at the Runway 9 threshold, Taxiway A will require expansion by 200 in length feet and 25 feet in width. Installation of Medium Intensity Taxiway Lighting (MITL) is recommended along the entire length of Taxiway A, while the retro-reflective markers are to be removed from Taxiway A and remain in place for Taxiways B and C. In addition to slurry seal and crack repair, Taxiways A, B, and C are also recommended to be marked in accordance with AC 150/ 5340-1H.

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LANDSIDE/TERMINAL AREA DEVELOPMENT

AIRPORT APRON AREAS

Like the runway and taxiways at JCIA, the main tie-down apron area, as well as the eastern tie-down apron extension area, are in excellent physical condition having been given a PCI rating of 93. From a planning - as well as an aviation demand - standpoint, the apron area(s) at JCIA will not require future expansion to accommodate aviation demand activity, but mere pavement maintenance projects to ensure further efficient utilization.

RECOMMENDATION: Slurry seal and perform crack repair to the main tie-down apron area (10,976 S.Y.), as well as the eastern tie-down extension area (4,869 S.Y.). Additionally, following slurry seal and crack repair, both apron areas are to be marked in accordance with AC 150/ 5340-1H. In addition, the western terminal area taxilanes, constructed/rehabilitated in 1996, are recommended to be slurry sealed, crack sealed and marked.

AIRCRAFT HANGAR EXPANSION

Development of additional hangars, primarily nested T-hangars, for single and twin-engine aircraft (2, 4 and 6 seat airplanes) will be needed to accommodate the hangar waiting list, as well as the future based aircraft demand at JCIA. Due to the volume of aircraft storage space required for the 20-year planning period, careful consideration should be given to the siting and placement of future nested T-hangars, as well as clear span hangars to minimize potential environmental affects and adhere to airport design standards and criteria.

RECOMMENDATION: Construct one (1) 10-unit nested T-hangar (12,500 S.F.) including two 20’-wide taxilanes to provide nested T-hangar access. The placement of this, as well as future nested T-hangars, will be located to the southeast of the eastern tie-down extension apron adjacent to Taxiway B. As the initial nested T-hangar is developed, the six individual T-hangar units located to the north of the eastern tie-down extension are to be removed and demolished. The tenants of these hangar units may be relocated to the newly developed 12-unit nested T-hangar structure. Additionally, two (2) clear span/ common box hangars (10,850 S.F.) are recommended to be developed immediately north of the eastern tie-down extension apron.

AIRPORT PASSENGER TERMINAL BUILDING

JCIA does not currently have a dedicated passenger terminal building. The Spruce Goose Café acts as a terminal building for airport patrons and transient passengers, but does not necessarily provide the amenities of a terminal building. The general aviation passenger demand for JCIA indicates that approximately 2,500 S.F. is required to accommodate the peak hour passenger at JCIA. Should frequent on-demand commercial service operational activity

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RECOMMENDATION: Construct a dedicated passenger terminal building (2,800 S.F.) to accommodate general aviation and potential commercial service passengers, as well as local airport patrons. This terminal building should include a pilot/passenger lounge, flight planning area, public restroom and telephone access, passenger meeting/greeting area, and limited office space for a possible FBO operation. The passenger terminal building would be ideally located to the immediate north of the main aircraft tie-down apron, adjacent to the airport fuel facilities.

Additional projects associated with construction of a terminal building would be to demolish the structure housing the Spruce Goose Café, and, ideally, relocate this business into the current 2,000 S.F. airport administration building.

AIRPORT ACCESS AND VEHICULAR AUTO PARKING

The current automobile parking area measures approximately 13,900 S.F. and accommodates nearly 40 auto parking spaces. However, during peak hour vehicular activity, the auto parking area becomes congested due to the decentralized nature of the parking area, as well as lack of clearly defined and marked parking spaces. In addition, during peak periods of airport activity, vehicular traffic also becomes congested at the intersection of the Airport Road and Highway 19. This increased ground traffic activity is viewed as creating potential hazards with regard to ingress and egress at JCIA.

RECOMMENDATION: For future auto parking space requirements, approximately 28 auto parking spaces (13,860 S.F.) should be set aside for general aviation passenger use with one (1) parking space being handicapped designated, as well as one (1) parking space being van accessible for disabled passengers. In addition, auto parking area is recommended to be remarked and reconfigured to adequately provide for existing and future demand at the airport during peak periods of activity.

With regard to traffic congestion at the Airport Road and State Highway 19 intersection, it is recommended that a traffic signal warrant analysis be conducted to determine the feasibility of installing a directional/ traffic signal at this intersection to reduce potential hazards to vehicular travelers, as well as reduce congestion on the airport entrance road.

OTHER CAPITAL DEVELOPMENT/EXPANSION

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RECOMMENDATION: Installation of terminal area, as well as airfield perimeter, fencing, at minimum, is recommended for JCIA within the initial phase of airport development. Terminal area fencing and electronic access gates, including installation of additional terminal area lights, are also recommended within the initial to mid phase of airport development to further safeguard the general aviation and potential commercial service venue within the terminal area complex. Airfield perimeter fencing is recommended to have several control/access points secured with a padlock and chain.

Development of property owned or acquired by the Port south of the runway should be utilized for rural level development activities that directly or indirectly support the operation of the airport as a self-sustaining economic enterprise. This will not only reduce or eliminate the need for operating subsidies, but will promote more compatible land uses and provide for further economic development opportunities in the County. Future development plans should include provisions for additional hangar space as well as job generating, light manufacturing or industrial uses that generate revenues to support airport operations. All development activities must be rural in character, only requiring rural levels of service, and must comply with FAA safety requirements for height, light, smoke, etc. All supportive development activities must also comply with the provisions of the Jefferson County Comprehensive Plan and Unified Development Code. A strict set of design standards will be adopted to insure compatibility with surrounding land uses and to further visually screen the low profile buildings.

Access to the property south of the runway should be provided through the Port easement onto Four Corners Road, a designated County Arterial. This will enable vehicles to access Highways 19 and 20 from controlled intersections and will avoid the potential adverse traffic impacts associated with turning movements into additional driveway accesses. This new point of access shall be designed and constructed in accordance with specific design standards to provide adequate turning movements, safe ingress and egress, and to be visually attractive. In addition, the Port shall, in consultation with the County, WSDOT, Fire District 6, and neighboring property owners, explore the feasibility of installing a traffic signal at the intersection of Highway 19 and Prospect Road. This would provide a second means of ingress and egress to the area south of the runway, could improve response times by the Fire Department should a new facility be built on District property, and could facilitate access to Providence Point as well as regional traffic flows.

In addition, it should be noted that some property owners, given their immediate proximity to the airport may seek to sell their property to the Port. If the resources exist to do so, the Port will give careful consideration to opportunities to purchase additional property between Highways 19 and 20 and Four Corners Road. This would provide the highest level of assurance that future land uses are compatible with safe airport operations, and would minimize potential adverse effects on the private use and enjoyment of neighboring properties. This could also provide additional revenue generating opportunities to support the airport as a self-sustaining economic

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RECOMMENDATION: In order to promote the orderly and compatible development of property owned or acquired by the Port, south of the runways the Port shall continue with the following planning activities, pending specific development plans for individual parcels:

1. Continue planning with Fire District 6 and/or its Contractors or assignees, to finalize a site, site layout, and timelines for a new fire facility serving the airport and surrounding neighborhoods, such as Providence Point. These joint planning efforts shall emphasize the joint use of access roads, and promote safe traffic flows, and as appropriate, may include the analysis of installing a signal at the intersection of Highway 19 and Prospect Road.

2. Finalize preliminary design plans for access onto Four Corners Road.

3. Incorporate into the County Unified Development Code specific design standards to guide future development south of the airport runway.

4. Continue to analyze septic system requirements to ensure that adequate areas for drain fields and replacement reserves have been set aside. This can be removed if accomplished prior to plan adoption.

PHASED DEVELOPMENT PROGRAM

This section of the Master Plan incorporates the facility requirements for the Jefferson County International Airport into a phased development program intended to provide guidance for the maintenance, improvement and expansion of the airfield and terminal area over the 20-year planning period. Projects have been identified in order to satisfy airport design criteria and to allow for facility needs based on existing and ultimate demand activity and spatial requirements. In addition, the expressed desire, intent and ability of local community (Port and City of Port Townsend and Jefferson County) and businesses to lend support to the airport development program is an important funding consideration.

Each phase, as follows, consists of projects and improvements categorized by one of four groups as identified on the following page, including: 1) property and easements acquisition needs; 2) runway and taxiway needs; 3) terminal area needs; and 4) other, if applicable.

Phase One (0-5 Years) - Short-term development projects Phase Two (6-10 Years) - Mid-term development projects Phase Three (11-20 Years) - Long-term development projects

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AIRPORT CAPITAL DEVELOPMENT COSTS

Table 7.2 shows the 20-year phased airport development costs for the JCIA. Projects are summarized by funding category, and include eligible and ineligible items, with total costs reflecting a 25 percent fee for engineering, administration and legal services as a reasonable contingency for implementation and construction of the development plan. Eligible airport development projects are shown to be funded under the FAA program at 90 percent federal and 10 percent local.

Table 7.2 Estimated Airport Project Development Costs (Federal and Local Funding) Jefferson County International Airport

Total (0-5 Year) (6-10 Year) (11-20 Year) Project Cost Funding Source Project Cost Project Cost Project Cost

AIP Eligible Improvement Projects (90%-10% Funding Program)

Total Federal Funding $1,695,194 $1,457,800 $1,907,919 $5,060,913

Total Local Funding $1,567,566 $1,100,700 $1,615,491 $4,283,757

Total Project Cost $3,262,760 $2,558,500 $3,523,410 $9,344,670

Total AIP Eligible Costs $1,857,760 $1,599,400 $2,077,810 $5,534,970

AIP Ineligible Improvement Projects (100% Local Funding)

Total Ineligible Costs $1,405,000 $959,100 $1,445,600 $3,809,700

Note: FBO and private hangar/building construction cost assumed under private financing.

Note: Hangar and building costs for commercial aircraft repair/service company expansion is assumed to be financed using state obligation funds/grants, local-only funds, and private investment financing.

Note: Projects not eligible for federal grants associated with the construction, alteration, or repair of the following: 1.) public parking facilities for passenger automobiles; 2.) hangars 3.) fuel facilities.

Source: BWR Airport Development Cost Estimates (Federal vs. Local), November 2002.

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PHASE ONE - AIRPORT DEVELOPMENT PLAN SHORT-TERM (0-5 YEARS)

RUNWAY & TAXIWAY NEEDS (AIRSIDE IMPROVEMENTS)

¾ Crack seal/ slurry seal/ mark Runway 9-27 (3,000’ x 75’) ¾ Crack seal/ slurry seal/ mark Taxiways A, B and C ¾ Extend Runway 9-27 200’ by 75’ to accommodate non-precision instrument (NPI) approach procedures (3,200’ x 75’; NPI) • Relocate Runway 9 threshold lights/ REILs • Replace non-standard/ install standard REILs to Runway 9 • Extend Taxiway A 200’ by 25’ to the west to serve Runway 9 threshold • Install Medium Intensity Taxiway Lighting (MITL) for Taxiway A • Remove/ relocate PAPI-2L at Runway 9 end 200 feet to the west • Reconfigure airfield signage at Runway 9 threshold • Close road transecting Runway 9’s inner approach area to public access (Install barriers) ¾ Remove/ replace non-standard REILs to Runway 27 • Install standard REILs for Runway 27 ¾ Remove/ replace non-standard airfield signage • Install standard signage plan

TERMINAL AREA NEEDS (LANDSIDE IMPROVEMENTS)

¾ Crack seal/ slurry seal/ mark main tie-down apron area (12,230 S.Y.) ¾ Crack seal/slurry seal/ mark east tie-down extension (5,550 S.Y.) ¾ Seal coat apron in vicinity of airport fueling facilities (2,090 S.Y.) ¾ Crack seal/ slurry seal/ mark western terminal area taxilane(s) (28,400 S.Y.) ¾ Construct one (1) 10-unit nested T-hangar (12,500 S.F.) • Construct two (2) 20’-wide taxilanes to provide hangar access ¾ Remove/ demolish the seven (7) individual T-hangar units located to the north of the eastern tie-down extension • Construct two (2) clear span/ common hangars (10,850 S.F.) • Reconstruct T-hangar area taxilane ¾ Construct 2,800 S.F. passenger terminal building • Dismantle/ remove restaurant structure (Spruce Goose Café) • Relocate restaurant business to airport administration building ¾ Reconfigure/ pave/ mark automobile parking area to accommodate 23 parking spaces (11,385 S.F.)

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OTHER CAPITAL EXPANSION/ DEVELOPMENT

¾ Install left turn pocket, traffic signal, or other improvements as may be necessary to ensure safe ingress and egress at the Highway 19 and airport access road intersection. ¾ Install wildlife/ security perimeter fencing (7 feet high) adjacent to airside and landside portions of the airport. ¾ Identify and acquire site(s) suitable for the offsite mitigation of impacts to onsite wetlands and buffers. Prepare and implement an offsite wetland enhancement plan in consultation with the appropriate State and Federal agencies and potential local non-profit stewards, in accordance with the provisions of the County Unified Development Regulations. ¾ Finalize design and install an access road onto Four Corners Road. ¾ Continue to explore the feasibility of installing a traffic signal at the intersection of SR 19 and Prospect Road. ¾ Carefully consider opportunities to acquire additional properties between Highways 19 and 20, and Four Corners Road to promote orderly and compatible development around the airport.

Note: Clear span/common hangar and nested T-hangar and public auto parking facilities financing is assumed through conventional methods using local (airport) and private investment options.

Note: Future projections are provided for planning purposes only. The rate of actual build-out experienced at the airport will occur based on market factors consistent with the provisions of this plan.

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PHASE ONE (0-5 YEARS) AIRPORT CAPITAL DEVELOPMENT COSTS

Table 7.3 provides a summary of the Phase One (0-5 years) development costs projected for the Jefferson County International Airport. Refer to the Appendix E for detailed cost estimates for Phase One capital development.

Table 7.3 Phase One (0-5 Years) Capital Development Cost Estimates Jefferson County International Airport Total Local AIP/ FAA Project Capital Improvement Project Funding Funding Cost RUNWAY AND TAXIWAY NEEDS (AIRSIDE IMPROVEMENTS) Crack Seal/ Slurry Seal/ Mark Runway 9-27 (3,000’ x 75’) $19,900 $178,900 $198,800 Crack Seal/ Slurry Seal/ Mark Taxiways A, B, and C $9,366 $83,994 $93,360 Extend Runway 9-27 200’ (3,200’ x 75’; NPI) $55,600 $501,100 $556,600 Remove/ Replace Non-Standard REILs (Runway 27) $3,100 $27,600 $30,600 Remove/ Replace Non-Standard Airfield Signage $2,900 $25,400 $28,100 Total Estimated Costs (Airside Improvements) $90,866 $816,994 $907,860 TERMINAL AREA NEEDS (LANDSIDE IMPROVEMENTS) Apron/ Pavement Improvements Crack Seal/ Slurry Seal/ Mark Main Apron (12,230 S.Y.) $5,500 $49,100 $54,600 Crack Seal/ Slurry Seal/ Mark Eastern Apron (5,550 S.Y.) $3,100 $28,100 $31,300 Seal Coat Apron in Vicinity of Fueling Facilities (2,090 S.Y.) $2,900 $25,900 $28,800 Crack Seal/ Slurry Seal/ Mark West Terminal Taxilanes $10,800 $96,400 $107,100 Hangar & Structure Development Construct (1) 10-Unit Nested T-Hangar (12,500 S.F.) $332,900 $126,800 $459,700 Construct (2) Clear Span/ Common Hangars (10,850 S.F.) $278,800 $107,300 $386,000 Construct Passenger Terminal Building (2,800 S.F.) $446,000 $0.00 $446,000 Additional Terminal Area Development Reconfigure/ Pave/ Mark Automobile Parking Area $347,300 $0.00 $347,300 (11,385 S.F.) Total Estimated Costs (Landside Improvements) $1,427,300 $433,700 $1,861,000 OTHER AIRPORT CAPITAL EXPANSION/ DEVELOPMENT Install Automobile Traffic Signal at Junction of Highway 19 $15,600 $140,600 $156,200 and Airport Access Road Install Wildlife Security Perimeter Fencing (7 Foot Height) $33,800 $303,900 $337,700 Total Estimated Costs (Other Capital Expansion) $49,400 $444,500 $493,900

Total Phase One (0-5 Year) Estimated Development Costs $1,567,566 $1,695,194 $3,262,760

Source: BWR, Airport Capital Development Cost Estimates, December 2002.

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PHASE TWO - AIRPORT DEVELOPMENT PLAN MID-TERM (6-10 YEARS)

RUNWAY and TAXIWAY NEEDS (AIRSIDE IMPROVEMENTS)

¾ Overlay/ mark Runway 9-27 (3,000’ x 75’; NPI) ¾ Overlay/ mark Taxiways A, B, and C ¾ Construct two connector taxiways (25’ wide) providing access/ aggress from Runway 9-27 • Refurbish/ retrofit airfield signage as required ¾ Expand aircraft holding bay/ apron at Runway 27 end (3,200 S.F.)

TERMINAL AREA NEEDS (LANDSIDE IMPROVEMENTS)

¾ Overlay/ mark main tie-down apron area (12,230 S.Y.) ¾ Seal coat apron in vicinity of airport fueling facilities (2,090 S.Y.) ¾ Slurry seal/ crack seal/ mark eastern tie-down extension area (5,550 S.Y.) ¾ Construct two (2) 10-unit nested T-hangars (25,000 S.F.) • Construct three (3) 20’-wide taxilanes to provide hangar access ¾ Expand passenger terminal building by an additional 1,100 S.F. (3,890 S.F. total) ¾ Install one (1) 1,500 gallon capacity UST accommodating Jet A aviation fuel ¾ Expand/ pave/ mark auto parking area to accommodate an additional 10 parking spaces (4,950 S.F.) to total 33 parking spaces ¾ Pave (asphalt) western airport access road from State Highway 20 (20’ wide) ¾ Construct taxiway (25’ wide) connecting Taxiway B and C linking the eastern and western terminal area complex

Note: Clear span/common hangar and nested T-hangar and public auto parking facilities financing is assumed through conventional methods using local (airport) and private investment options.

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PHASE TWO (6-10 YEARS) AIRPORT CAPITAL DEVELOPMENT COSTS

Table 7.4 provides a summary of the Phase Two (6-10 years) development costs projected for the JCIA. Refer to the Appendix E for detailed cost estimates for Phase Two capital development.

Table 7.4 Phase Two (6-10 Years) Capital Development Cost Estimates Jefferson County International Airport Total Local AIP/ FAA Project Capital Improvement Project Funding Funding Cost RUNWAY AND TAXIWAY NEEDS (AIRSIDE IMPROVEMENTS) Overlay/ Mark Runway 9-27 (3,000’ x 75’; NPI) $41,500 $373,600 $415,100 Overlay/ Mark Taxiways A, B, and C (20,120 S.Y.) $16,100 $145,500 $161,700 Construct (2) Connector Taxiways (25’ Wide) $18,100 $162,900 $181,100 Expand Runway 27 Aircraft Holding Bay (3,200 S.F.) $3,800 $33,300 $36,900 Total Estimated Costs (Airside Improvements) $79,500 $715,300 $794,800 TERMINAL AREA NEEDS (LANDSIDE IMPROVEMENTS) Apron/ Pavement Improvements Overlay/ Mark Main Tie-Down Apron (12,230 S.Y.) $16,000 $144,000 $160,000 Crack Seal/ Slurry Seal/ Mark Eastern Apron (5,550 S.Y.) $3,100 $28,100 $31,300 Seal Coat Apron in Vicinity of Fueling Facilities (2,090 S.Y.) $2,900 $25,900 $28,800 Hangar & Structure Development Construct (2) 10-Unit Nested T-Hangar (25,000 S.F.) $707,300 $184,900 $892,100 Expand Passenger Terminal building by 1,100 S.F. (3,870 $172,300 $0.00 $172,300 S.F.-Total) Install 1,500 Gal. Jet A Fuel Facility (Skid Mounted) $50,000 $0.00 $50,000 Additional Terminal Area Development Expand/ Pave/ Automobile Parking Area to Accommodate 10 $29,500 $0.00 $29,500 Additional Spaces (4,950 S.F.) to Total 33 Parking Spaces Reconstruct/ Pave Western Airport Access Road From State $23,800 $213,300 $237,000 Highway 20 Construct Access Taxiway Linking Taxiways B and C $16,300 $146,300 $162,600 Total Estimated Costs (Landside Improvements) $1,021,200 $742,500 $1,763,600

Total Phase Two (6-10 Year) Estimated Development Costs $1,100,700 $1,457,800 $2,558,500

Source: BWR, Airport Capital Development Cost Estimates, December 2002.

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PHASE THREE - AIRPORT DEVELOPMENT PLAN LONG-TERM (11-20 YEARS)

RUNWAY and TAXIWAY NEEDS (AIRSIDE IMPROVEMENTS)

¾ Crack seal/ slurry seal/ mark Runway 9-27 (3,200’ x 75’; NPI) ¾ Crack seal/ slurry seal/ mark Taxiways A, B and C ¾ Remove/ relocate lighted wind cone and segmented circle

TERMINAL AREA NEEDS (LANDSIDE IMPROVEMENTS)

¾ Overlay/ mark eastern tie-down extension area (5,550 S.Y.) ¾ Reconstruct western terminal area taxilanes (28,200 S.Y.) ¾ Slurry seal/ crack seal/ mark eastern terminal area taxilanes (3,190 S.Y.) ¾ Slurry seal/ crack seal/ mark main tie-down apron area (12,230 S.Y.) ¾ Seal coat apron in vicinity of airport fueling facilities (2,090 S.Y.) ¾ Construct three (3) 10-unit nested T-hangars (37,500 S.F.) • Construct five (5) 20’-wide taxilanes to provide hangar access • Construct taxiway (25’ wide) connecting eastern nested T-hangar expansion area with Taxiway A ¾ Construct two (2) clear span/ common hangars (9,750 S.F.) ¾ Expand passenger terminal building by an additional 2,010 S.F. (5,900 S.F. total) ¾ Expand/ pave/ mark auto parking area to accommodate an additional 17 parking spaces (8,415 S.F.) to total 50 parking spaces

Note: Clear span/common hangar and nested T-hangar and public auto parking facilities financing is assumed through conventional methods using local (airport) and private investment options.

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PHASE THREE (11-20 YEARS) AIRPORT CAPITAL DEVELOPMENT COSTS

Table 7.5 provides a summary of the Phase Three (11-20 years) development costs projected for the JCIA. Refer to the Appendix E for detailed cost estimates for Phase Three capital development.

Table 7.5 Phase Three (11-20 Years) Capital Development Cost Estimates Jefferson County International Airport Total Local AIP/ FAA Project Capital Improvement Project Funding Funding Cost RUNWAY AND TAXIWAY NEEDS (AIRSIDE IMPROVEMENTS) Crack Seal/ Slurry Seal/ Mark Runway 9-27 $20,500 $184,000 $204,000 (3,200’ x 75’; NPI) Crack Seal/ Slurry Seal/ Mark Taxiways A, B, and C $11,191 $101,119 $112,410 Remove/ Relocate Lighted Wind Cone and Segmented Circle $2,600 $23,900 $26,600 Total Estimated Costs (Airside Improvements) $34,291 $309,019 $343,310 TERMINAL AREA NEEDS (LANDSIDE IMPROVEMENTS) Apron/ Pavement Improvements Overlay/ Mark Eastern Tie-Down Apron (5,550 S.Y.) $16,000 $144,000 $160,000 Reconstruct Western Terminal Area Taxilanes (28,400 S.Y.) $109,100 $982,500 $1,091,600 Crack Seal/ Slurry Seal/ Mark Main Apron (12,230 S.Y.) $5,500 $49,100 $54,600 Crack Seal/ Slurry Seal/ Mark East Terminal Area Taxilanes $2,000 $18,500 $20,600 (3,190 S.Y.) Seal Coat Apron in Vicinity of Fueling Facilities (2,090 S.Y.) $2,900 $25,900 $28,800 Hangar & Structure Development Construct (3) 10-Unit Nested T-Hangars (37,500 S.F.) $741,500 $271,600 $1,013,100 Construct (2) Clear Span/ Common Hangars (9,750 S.F.) $278,800 $107,300 $386,000 Expand Passenger Terminal Building by 2,010 S.F. $297,000 $0.00 $297,000 (5,900 S.F.-Total) Additional Terminal Area Development Expand/ Pave/ Automobile Parking Area to Accommodate 17 $128,300 $0.00 $128,300 Additional Spaces (8,415 S.F.) to Total 50 Parking Spaces Total Estimated Costs (Landside Improvements) $1,581,200 $1,598,900 $3,180,100

Total Phase Three (11-20 Year) Estimated Development $1,615,491 $1,907,919 $3,523,410 Costs

Source: BWR, Airport Capital Development Cost Estimates, December 2002.

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8 AIRPORT FINANCING PROGRAM

INTRODUCTION

The main objective of the airport financing program is to identify, ascertain, and highlight the financial obligations associated with airport capital development. Capital development at an airport requires that a number of factors be present in order for the Port of Port Townsend, as well as local community, to benefit from the resources that are invested into an airport. Airport capital development involves each of the following: need for and desire to develop the facility; available land and facilities; a supportive sponsor and local community; suitable financial resources; and potential economic gain from the investment. Should theses factors exist, the airport has the potential to generate substantial economic vitality, as well as be a self-sustaining facility.

The first step of airport development includes determining the permitted land use of the facility, as well as the surrounding area. Land use and property acquisition are affected by physical site constraints, zoning and ordinance regulations and restrictions, and political and social factors.

Second, as already completed for JCIA, is the preparation of a market analysis to determine whether a demand exists for the planned facility, such as an industrial park in concert with an airport facility. The market analysis is an important tool for identifying potential market niches and facility users, as well as the strength of demand of the market within the region. Should the market analysis show a demand for the proposed airport developments, the next step would be to conduct an economic analysis would be recommended to determine the applicable rates, fees, and charges and a projected operating budget and expenses which would include maintenance, insurance, utilities, and taxes. Along with operating costs, the economic analysis would also determine loan amortization and construction costs.

The fourth and fifth steps of airport capital development include the construction phase, as well as the establishment of an operating plan for the life of the facility (airport industrial park) or development of a master plan to administer the airport facility for a specified planning period (20 years for an airport master plan).

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AIRPORT FUNDING SOURCES AND OPTIONS

Funding for capital development at general aviation airports such as Jefferson County International Airport is generally available through federal, state, and local sources. The JCIA is recognized within the FAA National Plan of Integrated Airport Systems (NPIAS), 2001-2005, as well as the Washington State Aviation System Plan (WSASP; 2001), which qualifies it for federal and state airport funding. In addition, job generating economic development activities that directly or indirectly support airport operations may be eligible for state or local economic development funding assistance.

FEDERAL AVIATION ADMINISTRATION (FAA) FUNDING

Federal funding including disbursement of Airport Improvement Program (AIP) general aviation entitlement, discretionary and state apportionment funding for public-owned, public-use airports within the State of Washington is administered by the FAA Northwest Mountain Region located in Seattle, Washington. The federal funding allocation for eligible AIP-funded capital improvement projects generally totals 90 percent of the total project development cost. The remainder of the project development costs is derived from local monies which total 10 percent of the total costs of the project.

The AIP, enacted by federal legislation in 1982 known as the Airport and Airway Improvement Act of 1982 (AAIA), provides for funding of planning and airport development grants-in-aid to public use airports identified within the NPIAS. The Airport and Airway Trust Fund, enacted by the Airport and Airway Revenue Act of 1970, was established to fund aviation user-supported initiatives. The Aviation Trust Fund is appropriated though congressional mandate and is comprised of funds derived from user taxes on airline tickets, aircraft fuel, freight waybills, and international departures, and is not generated from U.S. Treasury Department general tax allocations. The Trust Fund is utilized for aviation-related development projects nationwide.

With regard to future federal funding, The Aviation Investment and Reform Act for the 21st Century (AIR 21), enacted by legislation in 2001, is a comprehensive reauthorization of the FAA and the AIP. AIR-21 is a comprehensive 5-year authorization of the AIP/Aviation Trust Fund to allocate funds to complete airport and aviation-related projects as needed according to the Airport Capital Improvement Program (ACIP) in accordance with the Revised National Priority System (NPS). The ACIP and NPS were developed as a means of ranking, prioritizing, and evaluating regional and national aviation transportation needs. To date the AIP, through AIR 21, was authorized to increase to approximately $3.5 billion for fiscal year 2003. Throughout the next decade the AIP and Aviation Trust Fund allocation levels will be susceptible to annual appropriation changes resulting from various legislative initiatives.

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The formal FAA AIP grant process is initiated with the filing of a pre-application or, in the event of planning projects, the filing of an application. The pre-application is intended to serve as an airport sponsor’s interest in a planning or engineering project. Next, the FAA will issue a Notice of Allocation identifying work items, fund amount, and schedule for grant award, during which time the sponsor will also seek to choose a consultant and complete the consultant selection process. From there, the sponsor will submit a formal application to the FAA following refinement of the contract and scope of services. Following submittal of the formal application, the FAA will issue a grant offer to the airport sponsor identifying the amount of the project grant. The formal application serves as an offer from the FAA identifying the work to be done and specifying the FAA’s share of the grant, as well as the obligation of sponsor and all parties involved with the project. The final step in the AIP grant application process is the Notice to Proceed which follows the signing of the contract(s) signifying the official start of the project.

STATE OF WASHINGTON (WSDOT) FUNDING

Within the State of Washington, the Department of Transportation, (WSDOT) Aviation Division, is the guiding agency charged with the implementation of the State Airport Improvement Program for the nearly 130 public-use airports currently in operation within the state. The WSDOT, Aviation Division receives FAA state apportionment, discretionary funds, general aviation entitlement funds, as well as the additional state mandated aviation user revenue generated from fuel taxes, aircraft and pilot registration fees, personal property taxes, and sales and use taxes. A portion of these funds are then accumulated in a dedicated aviation state trust fund to be allocated to the various airports throughout the state. The Local Airport Aid Program assists with distributing these user-generated state aviation fees for the improvements at airport facilities which include planning, development and engineering projects.

LOCAL FUNDING (JEFFERSON COUNTY and PORT OF PORT TOWNSEND)

Local airport funding requirements for eligible AIP projects total 10 percent of the total project development costs. Non-eligible funding items such as auto parking improvements, hangars development, commercial or exclusive use development, fuel facilities, and revenue generating portions of airport terminal buildings generally require 100 percent of the development costs with no federal participation. Depending on the specific facility need and planned improvements taking place at JCIA, a significant portion of the funds necessary for accommodating future aviation demand will require local-only funding participation.

The following discussion differentiates between the different instruments available for funding airport development projects on a local level utilizing locally available funds:

¾ General Obligation Bonds (G.O. Bonds): G.O. Bonds are a debt financing method by which airport funds are generated through the issuance of bonds, backed by the full faith and credit and taxing-power of the issuing governmental agency and community. G.O. Bonds, which generally require voter approval, pledge the full faith and credit of the bond issuer as security to the investor. The issuer, in turn, is providing a pledge to support the bond as necessary in order to cover the required debt service. The full faith and credit backing of the G.O. Bond implies that all AIRPORT FINANCING PROGRAM Page 8–3

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sources of generated revenue can be utilized to pay debt service on the bonds. A principal advantage of G.O. Bonds is that they can be issued at a lower interest rate than other types of bonds or commercial loans at a rate of two to five percent. G.O. Bonds are generally financed for a period of 10 to 15 years.

¾ Revenue Bonds: Revenue Bonds are generally issued by government entities with statute authority such as a state or local government and includes an airport authority or Port District. Revenue Bonds, based on the philosophy that facilities should be paid for and financed by those who use them, are payable from other specific sources of revenue rather than property taxes and are not backed by the full faith and credit of the issuer. Therefore, Revenue Bonds do not generally require voter approval and can be issued for a period of 25 to 30 years, resulting in lower monthly payments.

General Airport Revenue Bonds (GARB) are revenue bonds issued to finance a specific revenue generating project, and unless backed by third party guarantees, are generally secured solely by the revenue generated from the specific development project.

¾ Industrial Development Bonds (IDB) and Exempt Facility Bonds: IDBs are a specific type of revenue bond ideally suited for small general aviation airports. Securities are issued by a governing entity to finance facilities which are then leased to a private entity or user at a rental equal to the debt service of the bond and for a term equal to the maturity of the securities. These IDBs are also referred to as private activity or exempt facility bonds. Private activity bonds are those bonds issued by a public entity which will benefit primarily a private industry or activity. These bonds are tax exempt only if they are not designed to generate revenue and serve the public good, such as runways and taxiways, or those facilities servicing aircraft or the transferring of passengers.

¾ Hybrid Source Bonds: Hybrid Source Bonds are those that are joined with a GARB to fund a project. Also referred to as Double Barreled Bonds, the bonds are debt instruments that have two distinct revenues pledged to them. This is defined where the full faith and credit of the issuer is pledged to meet debt service requirements, but facility generated revenues are expected to cover all other debt and financial requirements. Generally, the taxing power of the bond issuer is not exercised.

¾ Economic Development grants and Loans: The Port is eligible to receive sate and federal grant and loan funds to certain job-generating economic development activities. These funds may, under certain circumstances, be used to finance infrastructure improvements such as roads, or possibly buildings for manufacturing or light industrial uses.

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PRIVATE (THIRD PARTY) FINANCING

General aviation airports serving smaller recreational and business aircraft, such as JCIA, rely heavily on private individual or private sector financing for less capital intensive non-eligible AIP airport improvements and airfield equipment projects, particularly those capital development projects which have the potential to generate a sustained stream of revenue for the airport.

AIRPORT OPERATING BUDGET

Table 8.1 states a summary of the airport operating revenue and expenses for the Jefferson County International Airport during the period of 1998 through the first ten months of 2002. During this five year period, JCIA generated an average of approximately $152,700 in gross annual revenues, while at the same time incurring average operating expenses of approximately $386,100, resulting in an average net operational income (loss) of approximately $233,400.

Table 8.1 Historic Airport Revenue and Expenditure Summary Jefferson County International Airport 2002 Items 1998 1999 2000 2001 (10-months)) Operating Revenue(s) $71,850 $87,431 $169,336.59 $248,692.59 $186,151.99 Direct Operating Expenses $74,951 $96,181 $208,363.22 $295,564.52 $203,898.83 (Excluding Depreciation) Net Operating Income (Loss) ($3,101) ($8,750) ($39,026.63) ($46,871.93) ($17,746.84) (Excluding Depreciation) Depreciation $155,500 $158,610 $238,868.64 $244,278.34 $199,056.70 Total Direct Operational $251,655 $288,801 $447,231.86 $539,842.86 $402,955.53 Expenses Net Operating Income From ($179,805) ($201,370) ($277,895.27) ($291,150.27) ($216,803.54) Operations (Loss)

Note: Total Direct Operational Expenses includes A & G allocations (overhead expenses). Note: Operating revenues for the year 2000 and 2001 rose sharply due to the Port taking over fueling operations at the airport.

Source: Airport Revenue and Expenditure Summary (1998-2002), Port of Port Townsend, Washington, December 2002.

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AIRPORT REVENUES

Initially, fees, rates, and charges rely heavily on the airport sponsor and aeronautical users, as well as market characteristics within which the airport environment operates. To that end, rates, fees, charges, rentals and other service charges levied at an airport are imposed on the aeronautical users of the facilities from which they, the users, will benefit. Moreover, the fees imposed on airport users must be fair, reasonable, equitable, and must not unjustly discriminate against any class of aircraft or users without due consideration and/or just cause. In discussing fees and charges at airports, the basic premise behind establishing a reasonable fee and rate schedule is so that given the circumstances at a particular facility, the fee schedule will allow for and encourage financial self-sufficiency, to the extent possible and reasonable.

The following section discusses the principles applicable to establishing airport fees, rates and charges at the JCIA. The particular revenue sources of rates and charges are generally categorized as follows:

Operating rental/ lease revenue sources:

¾ Port-owned hangar rental rates; ¾ Privately-owned hangar land lease rates; ¾ On-airport commercial business lease rates; ¾ Rental property lease/ rent rates; ¾ Passenger terminal building structured lease rates; and ¾ On-airport commercial/ industrial area land lease rates.

Airport operational income revenue sources:

¾ Vehicle parking revenue; ¾ Aircraft landing fees; ¾ Aircraft parking fees; and ¾ Fuel sales/ flowage fee revenue.

PORT-OWNED HANGAR REVENUE/ RENTAL RATES

Currently, the Port of Port Townsend owns two (2) eight-unit nested T-hangars (Building No. 5 and 6) located west of the central terminal area complex. The total square footage for each of the hangars equals 7,050 square feet (14,100 S.F. total). The current single unit rental rate for these two hangars is $130 per month equating to approximately $24,500 in revenue annually. During 2001, a Port sanctioned market analysis was performed by the Shorett, Kidder, Mathews, and Segner Valuation Advisory Group in which they recommended increasing this rental rate to a current market value of $140 per month. This rental rate is representative of the average current hangar demand market conditions at general aviation airports in the northwestern U.S., as well as various parts of the nation.

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Accordingly, the following suggested Port-owned hangar rental rates reflect a four (4) percent annual adjustment during the short and mid-term phases of airport development and a three (3) percent annual adjustment during the long-term phase of capital development:

Year Rental Rate

Existing $140/ Month/ Year

2007 $168/ Month/ Year

2012 $201/ Month/ Year

2017 $231/ Month/ Year

2022 $265/ Month/ Year

PRIVATELY-OWNED HANGAR REVENUE/ LAND LEASE RATES

Table 8.2 provides existing leased hangar facilities and lease rate information. At JCIA, land leased hangar revenues constitute a majority of revenues derived from the overall airport income. Current hangar lease rates, as of January 1, 2003, are based primarily on the Shorett, Kidder, Mathews, and Segner Valuation Advisory Group market analysis lease recommendation.

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Table 8.2 Existing Airport Leased Hangar Facilities/ Lease Rate Assessment Jefferson County International Airport Hangar/ Hangar Land Lease Characteristics Building Aircraft Dimensions/Area Current Yearly Hangar(s) Number Spaces/ Bays (S.F.) Lease Rate 1A T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576 1B T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576 1C T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576 1D T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576 1E T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576 1F T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576

1G T-Hangars (Portable) 1 40’ x 30’/ 1,200 S.F. $.48/ S.F./ Yr.- $576 4 T-Hangar 4 120’ x 70’/ 8,400 S.F. $.48/ S.F./ Yr.- $4,032 7 T-Hangar 10 310’ x 35’/ 10,850 S.F. $.48/ S.F./ Yr.- $5,208 8 T-Hangar 3 155’ x 35’/ 5,425 S.F. $.48/ S.F./ Yr.- $2,604 *T-Hangar/ 205’ x 50’/ 10,250 S.F. 9 8-10 $.48/ S.F./ Yr.- $6,360 Common Hangar 60’ x 50’/ 3,000 S.F. 10 T-Hangar 10 205’ x 50’/ 10,250 S.F. $.48/ S.F./ Yr.- $4,920 **T-Hangar/ 205’ x 50’/ 10,250 S.F. 11 7 $.48/ S.F./ Yr.- $6,360 Common Hangar 60’ x 50’/ 3,000 S.F. 12 T-Hangar 12 225’ x 50’/ 11,250 S.F. $.48/ S.F./ Yr.- $5,400

Total Hangar Storage Space 79 Aircraft 81,075 S.F. $38,916

Source: JCIA Existing Airport Leased Hangar Facilities/ Lease Rate Assessment, December 2002.

Table 8.3 illustrates estimated future hangar development costs, associated land lease rates, and estimated airport revenues at JCIA during the 20-year planning period. This table illustrates a hypothetical scenario detailing reasonable hangar rental rates for newly constructed T- hangars should the Port find it necessary to consider investing in and financing T-hangar development. Additional nested T-hangars, as well as clear span/common hangars are required, as shown in aviation demand forecast and airport facility needs sections, to accommodate existing and forecast hangar demand for single and multi-engine aircraft during each phase of airport capital development. The projection of hangar development at JCIA during the 20-year planning period takes into account a reasonable assessment of demand levels, total airport revenue capabilities, and debt financing considerations (retirement of existing and new debt).

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Hangar construction, exclusive of or not eligible for federal grant assistance, is often the most capital-intensive development at any airport, with hangar construction and development for either nested T-hangars or clear span hangars, often being accomplished through financial interest by a private or group of individuals and financed by a conventional loan repaid, with interest, by hangar rental revenues. Development of clear span/common hangars at general aviation airports, such as JCIA, would generally serve a local or commercial business need from abroad. Privately owned hangar financing of clear span/common hangars would likely be exclusive of local or Port funds. The land lease rate for privately financed hangars is recommended to be lower than those of any Port-owned hangar area to encourage additional hangar development that is beyond the resources available to the Port.

Accordingly, the following suggested Port land lease rates for Port-owned, as well as privately- owned, hangars, reflect a three and a half (3.5) percent annual adjustment during the 20-year period of airport capital development.

Land Lease Rate Year (Privately Owned Nested T-Hangars) Existing $.48/ S.F./ Year

2007 $.57/ S.F./ Year

2012 $.67/ S.F./ Year

2017 $.79/ S.F./ Year

2022 $.93/ S.F./ Year

Land Lease Rate Year (Privately Owned Clear Span/ Common Hangars) Existing $.54/ S.F./ Year

2007 $.63/ S.F./ Year

2012 $.74/ S.F./ Year

2017 $.87/ S.F./ Year

2022 $1.02/ S.F./ Year

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Table 8.3 Port Financed/ Owned T-Hangar Development (Estimated Rental Rate) Jefferson County International Airport Representative Total Monthly Total Annual Area Stored Cost Construction Rental Rate Hangar Rents Hangar (S.F.) Aircraft (S.F) Cost Estimate (See Notes) (See Notes)

T-Hangar (Phase I) 12,500 10 $26.50 $330,000 $282.00 $33,840

T-Hangar (Phase II) 12,500 10 $26.50 $330,000 $343.00 $41,160

T-Hangar (Phase III) 12,500 10 $26.50 $330,000 $355.00 $42,600

T-Hangar (Phase III) 12,500 10 $26.50 $330,000 $356.00 $42,720

Total - New 75,000 60 -- $1,980,000 -- $244,200

Note: Rates based on 2002 current dollar amount for fully-enclosed hangars with electrical outlets.

Note: Reasonable monthly hangar rental rate to cover principal, interest (6.25%) and achieve a five (5%)percent return of investment over a 15-year finance term without no ($0) initial down payment.

Note: It is anticipated that the hangars will have a functional economic benefit well beyond the normal depreciation cycle (20 years), and that physical replacement is not a factor during the planning period.

Note: Hangar revenues (income) are subject to ownership and investment arrangements, with ground leases commonly collected by the Port on privately owned common hangars in order to defray the cost of regular maintenance and upkeep assumed by the airport.

Source: JCIA Existing Airport Leased Hangar Facilities/ Lease Rate Assessment, December 2002.

RENTAL PROPERTY LEASE/RENTAL RATES

Currently, the Port owns property situated south of the Airport environ in which it rents a residence to a private individual. The current rental rate being assessed is $575 per month yielding the Port approximately $6,900 per year in revenue. Although a good business relationship might exist, it would be more ideal for private residences to be located outside the Airport property boundary due to the potential social issue that might exist with this sort of arrangement. Should the Port decide to continue this relationship, consideration might be given to rate adjustments to account for inflation and economic conditions.

Accordingly, the following suggested Port-owned rental property lease rates reflect a four (4) percent adjustment during the short, mid, and long-term phases of airport capital development:

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Year Rental Property Lease Rate

Existing $575/Month

2007 $598/Month

2012 $647/Month

2017 $673/Month

2022 $700/Month

PASSENGER TERMINAL BUILDING STRUCTURED LEASE RATES

Currently, JCIA is not equipped with a dedicated passenger terminal building. Due to forecast aviation demand activity at the airport with respect to aircraft operations, as well as general aviation and potential commercial service peak hour passenger activity, a 2,800 square foot dedicated terminal building has been recommended to be constructed during the initial phase (0-5 year) of airport capital development. The overall terminal building need at the conclusion of the 20-year planning time frame will approach 5,900 square feet of terminal building space.

Table 8.4 illustrates the estimated passenger terminal building construction costs, construction cost per square foot, monthly rental/ lease rate per square foot, , as well as estimated annual terminal building rental amount including total revenue amounts by year and phase for JCIA throughout the 20-year planning period.

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Table 8.4 Port Financed Passenger Terminal Building Development (Estimated Rental Rate) Jefferson County International Airport Representative Annual Required Total Monthly Terminal Area Construction Construction Rental Rate Building Rent Terminal Building (S.F.) Cost/ S.F. Cost Estimate (See Notes) (See Notes)

General Aviation Terminal Building Development Financing

G.A. Terminal Space $2.51/S.F./ $29,276.00 (Phase I) 2,430 S.F. $159.00 $386,680 Month ($146,383.00)

G.A. Terminal Space 2,970 S.F. $3.07/S.F./ $54,707.00 (Phase II) (540 S.F.) $245.00 $132,150 Month ($273,537.00)

G.A. Terminal Space 4,266 S.F. $3.60/ S.F./ $110,592.00 (Phase III) (1,296 S.F.) $166.00 $214,730 Month ($1,105,920.00)

Total 4,266 S.F. $171.95 $733,560 -- $1,525,840

Commercial Service Terminal Building Development Financing

Commercial Service $2.60/S.F./ $4,492.00 Space (Phase I) 360 S.F. $165.00 $59,320 Month ($22,464.00)

Commercial Service 900 S.F. $3.16/S.F./ $17,064.00 Space (Phase II) (540 S.F.) $74.00 $40,150 Month ($85,320.00)

Commercial Service 1,620 S.F. $3.70/ S.F./ $43,156.00 Space (Phase III) (720 S.F.) $114.00 $82,270 Month ($431,568.00)

Total 1,620 S.F. $112.00 $181,740 -- $539,352

Grand Total 5,886 S.F. $155.50 $915,310 -- $2,065,192

Note: Rates based on 2002 current dollar amount. Note: The amount of leaseable area for the general aviation and commercial service portion of the terminal building for Phase I, II, and III of planned airport development are 40%, 50%, and 60%, respectively. Note: Information contained within parenthesis within the ‘Required Area (S.F.)’ column indicates total amount of square footage needed during the planning phase to accommodate demand activity at the airport. Note: Information contained within parenthesis within the ‘Representative Annual Terminal Building Rent’ column indicates the total dollar amount collected from the specified monthly lease rate during the planning phase to assist with the financing/ amortization rate for construction of the terminal building. Note: Total construction cost estimate of the terminal building does not include finance fees and interest. Note: Each development phase in which terminal building expansion occurs, the monthly square footage lease rate includes an annual interest rate calculation (6.5%), applicable principal loan amount, payments per year (12), total number of payment (360), as well as periodic interest rate (0.5417%).

Source: JCIA Port Financed Passenger Terminal Building Development/ Lease Rate Assessment, December 2002.

ON-AIRPORT COMMERCIAL BUSINESS LEASE RATES

The existing airport administration building is a modernistic wood frame structure that houses various commercial enterprises at any given period of time. The businesses that occupy space within the building are generally aviation-related and derive a fair quantity of their business clientele from JCIA. The current market value of the business space rental rates within the administration building range from $.48/S.F./month up to $.54/S.F./month AIRPORT FINANCING PROGRAM Page 8–12

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The measurements of the airport administration building include 1,770 square feet of total commercial use area. The administration building appears to be in good to fair physical condition. Currently, there are two businesses that utilize space in the administration building.

The following suggested commercial business lease rates for the airport administration reflect a three (3) percent adjustment during the short, mid-term and long-term phases of airport capital development.

Commercial Lease Rate Year (Administration Building)

Existing $.54/ S.F./ Month

2007 $.62/ S.F./ Month

2012 $.71/ S.F./ Month

2017 $.82/ S.F./ Month

2022 $.94/ S.F./ Month

The Spruce Goose Café is a very popular attraction to JCIA and is located just north of the main aircraft parking apron. The overall physical condition of the restaurant building is fair to poor and occupies approximately 1,152 square feet of space. The current fair market value of the area occupied by the Spruce Goose Café ranges from $.25/S.F./month up to $.75/S.F./month. The current lease rate is $187/ month or $.16/S.F./month.

The following suggested commercial business lease rates for the Spruce Goose Café reflect a three (3.5) percent adjustment starting with the mid-term and long-term phases of airport capital development:

Commercial Lease Rate Year (Spruce Goose Café)

Existing $.16/ S.F./ Month

2007 $.50/ S.F./ Month

2012 $.59/ S.F./ Month

2017 $.69/ S.F./ Month

2022 $.81/ S.F./ Month Due to the economics involved with, and business characteristics of, restaurant operation, an alternative method for determining an appropriate commercial lease rate for the Spruce Goose Café might include determining a percentage of gross sales in lieu of a fixed lease rate to allow for seasonal fluctuations. For instance, instead of a lease rate per square footage, an agreed on percentage of gross sales ranging from five (5) percent to eight (8) percent might be a more efficient and amicable business arrangement. However, negotiations with the proprietor will have the most beneficial outcome as to the appropriate method of lease rate determination. AIRPORT FINANCING PROGRAM Page 8–13

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ON-AIRPORT COMMERCIAL/ INDUSTRIAL AREA LAND LEASE RATES

In order for the JCIA to become a self sustaining economic enterprise, additional revenue generating activities must occur on airport property south of the runaways. These activities must be compatible with airport operations and FAA safety requirements, and shall be limited to rural scale, job-generating activities that only require rural levels of service.

During the completion of the JCIA market study analysis performed in 2001, Shorett, Kidder, Mathews, and Segner Valuation Advisory Group studied land values within the market area as compared with property values on the Quimper Peninsula, as well as other airports in the region. The market analysis indicated that the prime market value for property within the region as ranging from $4.00 to $5.00/S.F. Should industrial development take place at the airport, this land lease rate is fair and equitable from a financial planning standpoint. The aforementioned land lease rate is subject to current regional and national economic conditions, and may result in the lease rate less than or greater than the existing land value. Accordingly, given the current market land value, the following industrial area land lease rate(s) are suggested:

Land Lease Rate Year (Future Industrial Development)

Existing --

2007 $4.00/ S.F./ Year

2012 $4.50/ S.F./ Year

2017 $4.75/ S.F./ Year

2022 $5.00/ S.F./ Year

MOTOR VEHICLE PARKING REVENUE

The Port currently has in place a vehicle parking revenue fee that is paid based on the “honor system” and incurs revenue from motor vehicles that are parked at the airport for an extended period of time. Automobile parking rates are instituted due to the fact that motor vehicle parking facilities at JCIA are strained by a lack of parking area. Vehicles parked on the premises for extended periods of time that contribute to parking congestion should, therefore, pay for use of the parking facilities at the airport. The current weekly, monthly and yearly rates for extended parking are $10, $30, and $180, respectively. In establishing future parking rates, the weekly parking rate is recommended to be invoked on the owner of the vehicle should a vehicle be parked, unattended, at the airport for a period of greater than 48 hours.

Accordingly, the following suggested Port terminal area extended motor vehicle parking rates reflect a four (4) percent annual adjustment during the short and mid-term phases of airport capital development, while a five (5) percent annual adjustment is recommended to allow for parking area upkeep and maintenance: AIRPORT FINANCING PROGRAM Page 8–14

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Motor Vehicle Parking Rate(s) Year Weekly Monthly Yearly

Existing $10.00 $30.00 $180.00

2007 $12.00 $36.00 $216.00

2012 $14.00 $44.00 $260.00

2017 $18.00 $55.00 $325.00

2022 $23.00 $68.00 $405.00

AIRCRAFT LANDING FEES

In 2001, the Port initiated an aircraft landing fee based on the total weight of an aircraft. Currently, the landing fee is $.30 per 1,000 pounds of gross weight. During 2001 and the first ten months of 2002, the landing fee imposed on on-demand commercial service aircraft has yielded a total of approximately $1,500 in airport revenues. As with the automobile parking rental rate, the landing fee is based on an “honor system” as well.

To ensure future viability and security of an airport landing fee, it is recommended that the Port pursue reasonable use agreement discussions with existing and potential commercial service operators at JCIA. The most viable course of action to pursue this end is to proceed with establishing landing fees by utilizing a compensatory approach to establishing landing fees. In this model of rates and charges determination, the user (commercial service operator) is charged based on their actual use for the facility from which they, too, derive a benefit rather than an unchecked honor system. A fee is levied against the user to cover the corresponding cost of the expenses to maintain and operate the facility. Furthermore, the cost/ rate of the imposed fee is based on the air carrier’s prorated share of occupancy or usage. This share of usage or occupancy can be based on total weight of the aircraft, annual operational activity, passenger enplanement/deplanement activity, or share of administration/ terminal building occupancy. A landing fee for commercial service operators might be classified under different nomenclature such as a ramp fee, etc.

Aside from commercial service operators, operators of large aircraft (gross weight in excess of 12,500 pounds) may also be levied landing fees utilizing the compensatory approach to rates and charges. The reasoning behind this recommendation is that larger, hence heavier, aircraft place a burden on existing facilities (pavement) designed primarily for small general aviation aircraft. Therefore, it is a reasonable assertion that larger aircraft are subject to landing fees based primarily on their weight, for which the airport must be compensated to maintain the facilities for the aircraft’s future use.

Determination of an actual fee amount would be best decided on by the Port and the commercial service operator through contractual agreements. Suggested landing fees might be $5.00 to $10.00 per departure or even $1.00 per enplaned/deplaned passenger. With regard to large general aviation aircraft, a flat fee of $15.00 to $20.00 per departure would be a AIRPORT FINANCING PROGRAM Page 8–15

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Airport Master Plan Update Port of Port Townsend, Washington reasonable expectation. Actual determination of a landing/ ramp fee would be best decided on by the Port, given their legal and governmental posture as the airport sponsor.

AIRCRAFT PARKING/TIE-DOWN FEES

With regard to aircraft tie-down spaces, a majority of the aircraft based at JCIA are stored within hangar structures. According to airport design standards, it is recommended that there be adequate tie-down space to accommodate five percent of the total based aircraft. In addition, approximately 45 to 50 percent of the total tie-down spaces will be occupied at any given period of time by transient aircraft visiting the airport. For these transient aircraft, if staying overnight, it is customary that should these aircraft purchase fuel, the overnight tie-down fee is waived. It is recommended that for future reference, a business plan be developed to collect aircraft tie-down fees from airport patrons through agreements with on-airport businesses to be responsible for collection of such fees for disbursement of such fees to the Port.

As compared to other airport markets in the region, the following suggested nightly and monthly aircraft tie-down rental rates reflect a three (3.5) percent annual adjustment throughout all phases (20-year) of airport capital development.

Aircraft Tie-Down Rental Rate(s) Small Aircraft (Paved) Large Aircraft (Paved) Small Aircraft (Grass) Year Nightly Monthly Nightly Monthly Nightly Monthly

Existing $5.00 $53.50 $10.00 $63.00 $5.00 $37.00

2007 $6.00 $62.00 $12.00 $74.00 $6.00 $43.00

2012 $7.00 $73.00 $14.00 $87.00 $7.00 $51.00

2017 $8.00 $86.00 $16.00 $102.00 $8.00 $60.00

2022 $9.00 $100.00 $19.00 $120.00 $9.00 $71.00

FUEL SALES FLOWAGE FEES

In June 2000 the Port assumed responsibility for fueling operations at JCIA, during which time the Port has collected fuel flowage fees of approximately $.40 to $.50 per gallon. The current fuel flowage fee of $.45 per gallon has net the Port approximately $113,000 in revenues during the first ten months of 2002. With respect to current general aviation trends, average market fuel flowage fees range between $.05 to $.10 per gallon at airports where there is a dedicated Fixed Base Operator (FBO) responsible for fueling operations. In the future, should JCIA have one or more FBOs responsible for fueling operations, this current rate might be renegotiated to better compensate the FBO business(s). However, given the current operating conditions and characteristics at JCIA, should they remain the same throughout the planned period, the current fuel flowage fee is a fair and equitable rate administered by the Port.

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Accordingly, should the current conditions at JCIA prevail throughout the 20-year period of capital development, the following fuel flowage fee reflects a three (3) percent annual adjustment to be levied on fuel flowage revenue at JCIA.

Year Fuel Flowage Fee (per gallon)

Existing $.45/ gallon

2007 $.51/ gallon

2012 $.58/ gallon

2017 $.66/ gallon

2022 $.76/ gallon

AIRPORT EXPENSES

Airport operating expenditures reflect the variety of services, as well as the distinct variation of services among airports, and coincide with the airport operational activity. For instance, landing fees are a significant source of operational revenue at hub airports rather than non-hub and general aviation airports where other forms of revenue are relied on for continued airport operation. So, too, are the operational expenses in reflecting the variation among airports. For example, operational expenses such as wages, maintenance, and insurance are vastly different between hub, non-hub, and general aviation airports.

Airport expenses at the JCIA are classified into two categories: 1) operating expenses, and 2) non-operating expenses.

Operating Expenses (Direct): Expenses for the airfield, terminal and landside areas, as well as general expenses, include wages and benefits, services, excise taxes, insurance, advertising, supplies, utilities, consultants, and vehicle, building, equipment and ground maintenance.

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Operating Expenses (Direct)

5% 2% 1% 6% 26%

4% 7% 0% 48% 1%

Wages & Benefits Services Insurance Advertising Supplies Aviation Fueling Expenses Utilities Repair/ Maintenance Bank Charges Miscellaneous Expenses

In reviewing the operating expenses for JCIA over the past five year period, it is evident that the various expense centers remain relatively constant throughout the period. The operating expense breakout above depicts the average (± 2% to 3%) allocation per each area of direct operational expenses that correspond with operational budgets for JCIA. For presentation purposes and simplicity, expense centers such as travel and training, memberships and dues, excise tax, and miscellaneous expenses are represented in the chart as ‘Miscellaneous Expenses.’

Non-Operating Expenses: Non-operating expenses for the airfield, terminal and landside areas, as well as general expenses, include depreciation, debt service, capital improvement, government contribution and interest payments.

According to operational budget information for JCIA, it appears that non-operating airport expenses consist of one non-operating expense center - which is depreciation expense. Depreciation expenses at JCIA account for approximately 82 percent of the total budgeted expenses.

Other non-operating airport expenses are those associated with airport capital improvement. Airport capital improvement expenses are those costs that are considered above and beyond the normal necessary day-to-day operational requirements of the airport.

Although not currently applicable, airport capital development cost estimates were generated in Chapter 7, Airport Development Program. These capital development

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cost estimates are provided as a guide for future capital improvement funding requirements which are an estimate of the future non-operating airport expenses at JCIA. Table 8.5 depicts the Port’s anticipated capital improvement non-operating expenses throughout the 20-year planning period.

Table 8.5 Capital Improvement Non-Operating Expenses (Estimated) Jefferson County International Airport Landside Improvements Hangar/ Additional Other Phase of Airside Pavement Structure Terminal Area Expansion/ Development Improvements Improvements Development Development Development

Phase One $90,866 $22,300 $1,057,700 $347,300 $49,400 (0-5 Years)

Phase Two $79,500 $22,000 $929,600 $69,600 n/a (6-10 Years)

Phase Three (11-20 $34,291 $135,500 $1,317,300 $128,300 n/a Years)

Total Phased $204,657 $179,800 $3,304,600 $545,200 $49,400 Development

Source: Airport Phased Development Plan Cost Estimates, December 2002.

AIRPORT FINANCING PROGRAM SUMMARY

The establishment and collection of fees, rates, and charges at JCIA require consideration of the different concepts of government ownership, formulation of an airport management philosophy, establishment of a policy on rates and charges, and an evaluation of the Airport’s/ Port’s relationship with the public, airport patrons and aviation community. The airport management philosophies and scenarios discussed below will largely affect the outcome of the airport’s current and future financial situation.

¾ Common Welfare Scenario: This scenario reflects the management philosophy that the JCIA should provide free public facilities at the expense of the Port and be financially supported by a general tax revenue. This philosophy of airport operation maintains that the community is economically benefited through rapid transportation, emergency services availability, as well as economic activity generated by the Airport. It is the belief that these benefits are diffused throughout the community, thereby providing a common welfare to the local community. For this reason, the airport should be supported by tax levies and revenues.

Should the prevailing management philosophy view the airport as being essential to the public welfare, the decision making, budgeting, supporting airport operations, and collection of revenue should reflect that management philosophy. AIRPORT FINANCING PROGRAM Page 8–19

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Furthermore, if the airport services are not provided by private interests, the community welfare management philosophy adopted by the Port must accept the obligation to provide those necessary services.

¾ Airport as Business Enterprise Scenario: This scenario reflects the management philosophy that JCIA is a commercial industry where goods and services are exchanged, hence the airport is viewed as a profit making venture. This premise supports the notion that since the airport is a business enterprise it should be self- sustaining and unsupported by local tax funds.

Should the prevailing management philosophy view the airport as a business enterprise, the airport sponsor must adopt a fee and rate structure that would assist in recovering revenues to accomplish the goal of the airport being a purely self-sustaining entity, regardless of its public welfare role. This fee and rate structure must make a balanced assessment of the resulting fee and the ability of and cost to the Port in collecting the fees.

For both philosophies of airport management and operation, the revenue collection system in place must be considerate of its potential public relations affect on airport patrons. The Revenue collection structure is recommended to allow for ease of payment methods to reduce the cost of administering a fee and charges collection system. In the same instance, the Port must take special care to inform the airport patrons, as well as the general flying public, of its philosophy and revenue collection methods through an effective and efficient public relations campaign. Lastly, collection of airport revenues must be fair, equitable, universal, and reflective of the realities of supply and demand and must be efficient to result in a good public relations effort.

RECOMMENDED AIRPORT FEES, RATES AND CHARGES POLICIES AND PRACTICES

The following suggestions provide key recommendations in administering the Port’s program and practices with respect to collection of fee and charges at the Jefferson County International Airport. Please note that the following discussion includes excerpts from fees, rates and charges policies and recommendations of the Airports Council International (ACI)- North America, as well as the American Association of Airport Executives (AAAE).

PRINCIPLES APPLICABLE TO AIRPORT RATES AND CHARGES

¾ Rates, fees, rentals, landing fees, and other service charges imposed on aeronautical users for aeronautical use of airport facilities must be fair and reasonable.

¾ Aeronautical fees may not unjustly discriminate against aeronautical users or user groups. AIRPORT FINANCING PROGRAM Page 8–20

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¾ The Port must maintain a fee and rental structure that in the circumstances of the airport makes the airport as financially self-sustaining as possible.

FAIR AND REASONABLE FEES

¾ Federal law does not require a single approach to airport rate-setting. Fees may be set according to a residual or compensatory rate-setting methodology, or any combination of the two, or according to another rate-setting methodology, as long as the methodology used is applied consistently to similarly situated aeronautical users and conforms with the requirements of applicable policy. The Port may set fees for aeronautical use of airport facilities by ordinance, statute or resolution, regulation, or agreement.

¾ Unless otherwise agreed to by the affected aeronautical users, revenues from fees imposed for use of aeronautical facilities and services specified by the Port may not exceed the economic costs to the airport proprietor (including a reasonable return on investment) of providing airfield services and airfield assets currently in aeronautical use unless otherwise agreed to by the affected aeronautical users. Economic cost, as used in this policy, means the competitive, market-based cost of providing such facilities and services. Valuation of the asset at historical cost adjusted by a recognized index for inflation is one of the means by which the Port may determine economic cost.

¾ A rate base is the total of all economic costs of providing airfield specified facilities and services to aeronautical users that may be recovered from aeronautical users through fees charged for providing airfield aeronautical services and facilities. The Port must employ a reasonable, consistent, and transparent (i.e., clear and fully justified) method of establishing such rate base and adjusting such rate base on a timely and predictable schedule.

¾ Costs properly included in the rate base are conclusively reasonable if they do not exceed an amount equal to all economic costs of operating and maintenance expenses directly and indirectly associated with the provision of airfield and specified aeronautical facilities and services to aeronautical users. Allowable costs include costs incurred in, or budgeted for, a fiscal year prior to the year in which the project is placed in service.

¾ The Port may include in each rate base the costs of planning, operation, maintenance, and administration of specified facilities and services.

¾ The Port may include in each rate base the economic costs of facilities, equipment, and other depreciable assets. A cost included within a rate base for a depreciable asset may be determined by using any one of the following methodologies, including (a) depreciation and imputed interest on the Historic Cost Value (HCV); (b) amortization of the HCV at an imputed rate of interest; (c) allocable debt service, AIRPORT FINANCING PROGRAM Page 8–21

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including principal, interest and coverage requirements; (d) a reasonable return on the HCV; (e) a reasonable return on the HCV adjusted by a recognized index for inflation; or (f) a reasonable return on the Fair Market Value (FMV) of such assets. A cost included within a rate base for a depreciable asset is conclusively reasonable if determined by using any of the methodologies identified in subparagraphs (a) through (f), and properly applied. A cost included within a rate base for a depreciable asset is presumptively reasonable if it does not exceed an amount which would result from the use of any of the methodologies identified in subparagraphs (a) through (f) and properly applied. A cost included within a rate base for each depreciable asset which exceeds an amount determined by the means specified in each of subparagraphs (a) through (f) above may also be reasonable if justified in light of particular local conditions at JCIA.

¾ The Port may include in each rate base the economic costs of land and other non- depreciable assets, such as navigation easements. A cost included within a rate base for each non-depreciable asset may be determined by using any one of the following methodologies including (a) allocable debt service, including principal, interest and coverage requirements; (b) a reasonable return on the HCV; (c) a reasonable return on the HCV adjusted by a recognized index for inflation; or (d) a reasonable return on the FMV. A cost included within a rate base for a non- depreciable asset is conclusively reasonable if determined by using any of the methodologies identified in subparagraphs (a) through (d) and properly applied. A cost included within a rate base for a non-depreciable asset is presumptively reasonable if it does not exceed an amount which would result from the use of any of the methodologies identified in subparagraphs (a) through (d) and properly applied. A cost included within a rate base for land and other non-depreciable assets which exceeds an amount determined by the means specified in each of subparagraphs (a) through (d) above may also be reasonable if justified in light of particular local conditions at the airport. At a reasonable rate, imputed interest on funds is used to finance airfield capital investments for aeronautical use or lands acquired for airfield use, except to the extent that the funds are generated by airfield fees. However, the Port may not include in the rate base imputed interest on funds obtained by debt- financing if the debt-service costs of those funds are also included in the rate base.

¾ The sponsor of an airport who has included a reasonable rate of return element in the rate base may not include an imputed interest charge as well.

¾ The Port may include reasonable environmental costs in each rate base to the extent that the Port incurs a corresponding actual expense. All revenues received based on the inclusion of these costs in the rate base are subject to Federal requirements on the use of airport revenue. Reasonable environmental costs include, but are not necessarily limited to, the following:

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environmental law, and to the extent such requirements are applied to other similarly situated entities.

(b) the cost of mitigating the environmental impact of an airport development project (if the development project is one for which costs may be included in the rate base), at least to the extent that these costs are incurred in order to secure necessary approvals for such projects, including but not limited to approvals under the National Environmental Policy Act and similar state statutes;

(c) the costs of aircraft noise abatement and mitigation measures, both on and off the airport, including but not limited to land acquisition and acoustical insulation expenses, to the extent that such measures are undertaken as part of a comprehensive and publicly-disclosed airport noise compatibility program; and

(d) the costs of ensuring against future liability for environmental contamination caused by current airfield activities. Under this provision, the costs of self- insurance may be included in each rate base only to the extent that they are incurred pursuant to a self-insurance program that conforms to applicable standards for self-insurance practices.

¾ The Port is encouraged to establish aeronautical fees with due regard for economy and efficiency.

¾ The Port may include in each rate base amounts needed to fund debt service reserves and other reserves and to meet cash flow requirements as specified in financing agreements or covenants (for facilities in use), including, but not limited to, reasonable amounts to meet debt-service coverage requirements; to fund cash reserves to protect against the risks of cash-flow fluctuations associated with normal airfield operations; and to fund reasonable cash reserves to protect against other contingencies.

¾ Unless otherwise agreed by aeronautical users, the Port must allocate capital and operating costs among cost centers in accordance with the following guidance, which is based on the principle of cost causation:

(a) Costs of airfield facilities and services directly used by aeronautical users may be fully included in the rate base, in a manner consistent with this policy. For example, the capital cost of a runway may be included in the rate base used to establish landing fees.

(b) Costs of airport facilities and services used for both aeronautical and non- aeronautical uses (shared costs) may be included in the rate base if the facility or service in question supports the aeronautical airfield activity reflected in that rate base. The portion of shared costs allocated to aeronautical users and among aeronautical uses should not exceed an amount that reflects the AIRPORT FINANCING PROGRAM Page 8–23

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respective aeronautical purposes and proportionate aeronautical uses of the facility in relation to each other and in relation to the non-aeronautical use of the facility, and must be allocated by a reasonable, transparent and not unjustly discriminatory methodology. For example, the costs of public-use roadways may be allocated among, and included in, the rate bases used to establish landing fees, terminal rents, and other aeronautical fees consistent with the provisions of this paragraph. Aeronautical users may not be allocated all costs of facilities or services that are used by both aeronautical and non-aeronautical users unless they agree to that allocation. Likewise, the airfield may not be allocated all the aeronautical share of commonly used facilities or services, unless the airfield is the only aeronautical use that the facility or service supports.

¾ In determining the total costs that may be recovered from fees for the use of airfield assets and public-use roadways in the rate base, the Port must value them according to their historic cost (HCA) to the original airport proprietor. Subsequent airport proprietors generally shall acquire the cost basis of such assets at the original airport proprietor's historic cost, adjusted for subsequent improvements.

(a) Where the land associated with airfield facilities and public use roadways was acquired with debt-financing, the Port may include such land in the rate base by charging all debt service expenditures incurred by the Port, including principal, interest and reasonable amounts to meet debt-service coverage requirements.

(b) If such land was acquired with internally generated funds or donated by the airport sponsor (the entity that executes grant agreements with the FAA for airport improvements), the Port may elect to either include a reasonable amortization charge in the rate base or to retain the full value of the land in the rate base and charge imputed interest in accordance with this policy. The Department of Transportation considers it unreasonable to alternate between methodologies to obtain undue compensation.

(c) In determining whether an amortization charge is reasonable under paragraph (b), the Department of Transportation will consider, among other factors, whether the airport proprietor selected an amortization period that gives appropriate recognition to the non-wasting nature of land.

(d) Upon retirement of the debt or completion of the amortization (when the Port has elected amortization), the land may no longer be included in the rate base.

(e) The Port may use a reasonable and not unjustly discriminatory methodology to allocate the total airfield costs of a rate base among individual components of the airfield to enhance the efficient use of facilities for which costs are included in the rate base of the airfield, even if that methodology results in fees charged

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for a particular segment of aeronautical users that exceed that segment's pro rata share of costs based on HCA valuation.

¾ When assets in the rate-base have different costs, the Port may combine the costs of comparable assets to develop a single cost basis for those assets.

¾ Except as provided below or as otherwise agreed to by airfield users, the costs of facilities not yet built and operating may not be included in the rate base. However, the debt-service and other carrying costs incurred by the Port during construction or acquisition may be capitalized and included in a rate base amortized once the facility is put in service.

¾ The Port may use different methodologies to determine the cost of assets within different rate bases, and may periodically change its method for determining the cost of an asset to be included within a rate base.

¾ Reasonable methodologies may include, but are not limited to, historic cost valuation, direct negotiation with aeronautical users, or objective determinations of fair market value.

¾ Indirect costs may not be included in a rate base for the fees charged for aeronautical use of the airport unless they are based on a reasonable, transparent cost allocation formula calculated consistently for other units of government, rate bases, or cost centers within the control of the airport sponsor (Port).

¾ The costs of airport development or planning projects paid for with federal government grants (AIP funding grants) and similar contributions may not be included in a rate base for the fees charged for aeronautical use of the airport.

PROHIBITION OF UNJUST DISCRIMINATION

¾ The Port must apply a consistent methodology in establishing fees for comparable aeronautical users of the airport. When the airport proprietor uses a cost-based methodology, aeronautical fees imposed on any aeronautical user or group of aeronautical users may not exceed the costs allocated to that user or user group under a cost allocation methodology adopted by the airport proprietor that is consistent with this guidance, unless aeronautical users otherwise agree.

¾ Allowable economic costs properly included in the rate base must be allocated to aeronautical users by a transparent, reasonable, and not unjustly discriminatory rate- setting methodology. The methodology must be applied consistently and cost differences must be determined quantitatively, when practical.

¾ Common costs (costs not directly attributable to a specific user group or cost center) must be allocated according to a reasonable, transparent and not unjustly discriminatory cost allocation methodology that is applied consistently, and does not AIRPORT FINANCING PROGRAM Page 8–25

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require any aeronautical user or user group to pay costs properly allocable to other users or user groups.

REQUIREMENT TO BE FINANCIALLY SELF-SUSTAINING

¾ The Port must maintain a fee and rental structure that in the circumstances of the airport makes the airport as financially self-sustaining as possible.

¾ If market conditions or demand for air service do not permit the JCIA to be financially self-sustaining, the Port should establish long-term goals and targets to make the airport as financially self-sustaining as possible.

¾ The Port is encouraged, when entering into new or revised agreements or otherwise establishing rates, charges, and fees, to undertake reasonable efforts to make their particular airports as self sustaining as possible in the circumstances existing at such airports:

(a) Absent agreement with aeronautical users, the obligation to make the airport as self-sustaining as possible does not permit the Port to establish fees for the use of aeronautical facilities and services such that revenues from such fees exceed the economic costs to the Port of providing such aeronautical facilities and services unless justified by the particular circumstances existing at the airport that exceed the airport sponsor’s airfield costs.

(b) For those facilities for which this policy permits the use of fair market value, the Department of Transportation does not construe the obligation on self- sustainability to compel the use of fair market value to establish fees.

¾ At some airports, market conditions may not permit an airport proprietor to establish fees that are sufficiently high to recover aeronautical costs and sufficiently low to attract and retain commercial aeronautical services. In such circumstances, an airport proprietor's decision to charge rates that are below those needed to achieve self-sustainability in order to assure that services are provided to the public is not inherently inconsistent with the obligation to make the airport as self-sustaining as possible in the circumstances.

¾ In establishing new fees, and generating revenues from all sources, airport owners and operators should not seek to create revenue surpluses that exceed the amounts to be used for airport system purposes and for other purposes for which airport revenues may be spent under applicable federal regulations, including reasonable reserves and other funds to facilitate financing and to cover contingencies. While fees charged to non-aeronautical users may exceed the costs of service to those users, the surplus funds accumulated from those fees must be used in accordance with applicable federal statutes.

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¾ The Department of Transportation assumes it is the Department's intention that the limitation on the use of airport revenue, and effective market discipline for aeronautical services and facilities other than the airfield and the limitations on charges to aeronautical users contained in this policy, will be effective in holding aeronautical revenues, over time, to the airport proprietor's economic costs of providing aeronautical services and facilities, including reasonable capital costs. However, the progressive accumulation of substantial amounts of surplus aeronautical revenue may warrant an FAA inquiry into whether aeronautical fees are consistent with the airport proprietor's obligations to make the airport available on fair and reasonable terms.

¾ Monitor State legislation to evaluate potential designation of JCIA, in whole or in part, as an industrial land bank, MID, or related economic development land use category, consistent with Washington State law.

¾ Review and re-evaluate with Jefferson County the Unified Development code and Jefferson County Comp Plan provisions, to allow non-aviation light industrial/ manufacturing that directly or indirectly support JCIA, so as to enhance Economic development in the county and allow the airport to be self sustaining

REQUIRMENTS GOVERNING REVENUE APPLICATION AND USE

¾ In accordance with relevant Federal statutory provisions governing the use of airport revenue, the Port may expend revenue generated by the airport only for statutorily allowable purposes. The purpose or definition of this stipulation is to make clear to the airport sponsor that any and all revenues generated at the airport must be spent on airport related development projects and capital improvements. To do otherwise would constitute revenue diversion which is a violation of Federal grant assurance agreements. Penalties for improperly spending airport revenues could, in the worst case scenario, encourage the FAA to revoke the airport sponsor’s privilege to receive federal funding and thereby render the airport sponsor ineligible for future AIP Federal grant assistance.

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9 AIRPORT PLAN DRAWINGS

AIRPORT PLANS

A set of scaleable Airport Layout Plan (ALP) drawings has been prepared for the Jefferson County International Airport, which graphically depicts the proposed facilities expansion and development necessary for the continued operation and development of JCIA through the 20- year planning program. The complete ALP set includes:

Airport Layout Drawing- A scaled single-page drawing depicting phased and ultimate airport development based on proposed land, facilities and equipment recommended for the short and long-term operation and development of the airport. In addition, the Airport Layout Drawing displays separation and clearance distances for future unrestricted development of the airport and navigational (NAVAID) facilities. The layout is the result of a series of analyses and discussions with local officials to determine the optimum plan to yield a safe and cost-effective facility. The proposed improvements include projects needed to meet the projected aviation demands of the airport service area throughout the planning period.

Airport Airspace Drawing- Includes a graphical depiction showing the land use area covered by FAR Part 77 imaginary surface criteria, which is used as a federal guideline to determine whether existing or proposed structures represent an obstruction to air navigation (penetrate any of the FAR Part 77 imaginary airspace surfaces). Once approved by the FAA, the FAR Part 77 airspace is reserved for aeronautical purposes. Therefore, it is recommended that the controlling government entities adopt Height and Hazard zoning to reflect the updated ALP, and to the extent reasonable, restrict and enforce the height of structures and objects of natural growth as appropriate within the airspace drawing.

Inner Portion of the Approach Surface Drawing- Large-scale drawings showing the plan and profile views of the approach surfaces. The plans are designed to identify current and potential structures (roadways, power lines, trees, etc.) in relation to the existing and ultimate runway threshold, and to determine the height elevations (clearance or violation) along the extended runway centerline approach slope. Each obstruction is identified in table format, with appropriate future mitigation measures to insure no threshold siting or obstacle free zone violations.

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Runway Centerline Profile Drawing- A single-page drawing showing a plan and profile view of the existing and ultimate runways depicting their respective line-of- sight characteristics including runway end elevations, effective runway gradient, touchdown zone elevations, as well as runway high and low points (elevations).

Terminal Area Plan Drawing- A large-scale drawing of the terminal area showing the phased construction of facilities to meet future terminal area requirements. The primary features of this plan include improvements and new development of facilities and equipment. The ultimate planned design for the terminal area is to provide adequate functional layout for aircraft parking, maneuvering, hangar and building development, and other types of airport-related development planned for the airport. Additionally, the plan will provide adequate separation and clearances for future unrestricted development of all terminal facilities and equipment.

Airport Land Use Drawing- A single-page drawing identifying on-airport and vicinity land use recommendations. The objective of the plan is to coordinate uses of airport property in a manner compatible with the functional design of the airport facility. Airport land-use planning is also important for the orderly development and efficient use of available spaces. This drawing depicts airport and adjacent land uses, identifies adjacent land users, and shows the location of major utilities (water, sewer, electric lines, etc.) in the vicinity of the airport site. When required by FAA Order 5050.4A, a noise exposure map in included as an overlay to the Land Use Plan for identification of areas unsuitable for existing and future development.

Exhibit ‘A’ Property Map- A single-page drawing showing an overlay of all relevant tracts of existing and ultimate airport property and easement interests, including the size (acres), date (grant agreement), and existing ownership status of proposed airport property acquisition.

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