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Future System Performance

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Future System Performance 1 TASP Future System Performance Introduction Tennessee Aviation System Plan (TASP) Goals and Performance Measures (PMs) were first established in Chapter 1 – System Goals and Performance Measures, and existing system performance was then examined in Chapter 2 – Inventory and Existing System Performance. This chapter continues the analysis of Goals and PMs by exploring future performance targets through the development of a Future System Performance evaluation. The primary focus of this chapter is to introduce the desired f uture performance targets for the TASP PMs. Airports that do not meet desired future performance targets for TASP PMs are listed along with the necessary projects for those airports to meet future performance. It should be noted that System Indicators (SIs) are not evaluated for desired future performance, as they are intended to be for informational purposes only. Future System Performance The following sections are organized first by Goal and then by PM, including a brief explanation of the PM, then followed by the future performance targets set for the PM. Existing system performance was primarily based on information provided in the TASP Inventory Data Survey. Future performance targets were established by the TDOT Aeronautics Division after review of the current aviation system performance in Chapter 2 – Inventory and Existing System Performance. Future performance targets are defined as the total and percent of airports by classification that need to meet each PM in order to accomplish the overarching Goals of the TASP. Performance targets have been established for most PMs for most airport classifications, however, some performance targets are listed as “no target established.” It should be noted that not having an established target for specific airport classifications does not preclude an airport from seeking a project for their airport that relates to a given PM. Tables in the following sections are arranged by TASP role and only show airports that do not meet an associated PM. It should be noted that for certain PMs, Commercial Service airports are further distinguished as Primary commercial service or Nonprimary commercial service. Primary commercial service airports are those with more than 10,000 annual enplanements. Of Tennessee’s six commercial service airports, only McKellar-Sipes Regional Airport (MKL) is a Nonprimary commercial service airport. 1 Goal #1: Protect and preserve existing airport infrastructure by prioritizing airport system needs Goal #1 Performance Measures (PMs) focus on maintaining existing aviation infrastructure to meet the diverse needs of Tennessee’s aviation system. For the TASP, inf rastructure maintenance includes monitoring pavement to ensure pavement condition index (PCI) standards are met and maintaining other airport infrastructure within its useful life. Goal #1 includes two PMs, listed below: Percent of airports meeting the airport pavement management system (APMS) objective o Runways > 65 o Other pavement (taxiways/aprons) > 60 Percent of infrastructure within its useful life: o Pavement (new/reconstruction) – 20 years o Pavement rehabilitation – 10 years o Airfield lighting and signage – 10 years o NAVAIDs and weather reporting equipment – 15 years o Buildings (terminal) – 40 years o Loading bridges – 20 years o Fencing – 20 years PERCENT OF AIRPORTS MEETING THE AIRPORT PAVEMENT MANAGEMENT SYSTEM (APMS) OBJECTIVE Airfield pavement is some of the most important infrastructure at an airport. Maintenance of an airport’s pavement is critical for the safe movement of aircraft on runways and other paved areas, including taxiways and aprons. Pavement construction and rehabilitation is one of the most expensive projects an airport can undertake, highlighting the importance of continued maintenance to extend its useful life. The APMS monitors the health of all airport pavements in the system and assigns pavement segments a PCI number indicating the overall health of the pavement. The PCI is the industry standard used to represent the current state of an airport’s pavement based on a scale of 0 (unacceptable/failed) to 100 (new/perfect condition). Runways > 65 The APMS objective for primary runways is a PCI of 65 or greater. Table 1 presents current performance, future performance targets, and the percent of airports needed to meet future performance targets for primary runways. 2 Table 1: Airports by Classification with Runway PCI of 65 or Greater – 2019 Performance/Future Performance Targets Airports Needed to Airports Meeting Future Performance Airport Classification Meet Future System Objective Targets Performance Commercial Service 4 (67%) 6 (100%) 2 (33%) Regional Service 12 (71%) 17 (100%) 5 (29%) Community Business 12 (80%) 15 (100%) 3 (20%) Community Service 26 (66%) 38 (100%) 12 (34%) Turf N/A No Target Established N/A Statewide 54 (69%) 76 (97%)1 22 (28%) Source: TDOT APMS Study, 2019; individual commercial service airport PCI reports 1This percentage excludes Turf airports, which are not applicable to this analysis. Currently, 69 percent of airports statewide meet the objective. Future performance targets call for all runway PCIs to be 65 or greater, regardless of airport classification (excluding Turf airports). Twenty-eight percent of runway PCIs statewide are less than 65, as shown in Table 1. This includes 33 percent of Commercial Service, 29 percent of Regional Service, 20 percent of Community Business, and 34 percent of Community Service airports that do not meet the objective. Project recommendations for this PM are based on the TDOT Aeronautics Division APMS study. For commercial service airports, including Tri-Cities Airport (TRI), Lovell Field (CHA), Memphis International Airport (MEM), and Nashville International Airport (BNA), project recommendations were obtained through their individual pavement evaluation studies. McGhee Tyson Airport (TYS) did not provide cost estimates in their pavement evaluation study. Further, while McKellar-Sipes Regional Airport (MKL) is classified as Commercial Service in the TASP, it is included in the TDOT APMS study. Runway projects included in the 2019 APMS and commercial service pavement studies are also proposed to meet future performance goals for this PM, as shown in Table 2. The airports listed in this table are only those that have projects recommended to meet future performance targets for this PM. Table 2 does not include Johnson City Airport (0A4) or Dallas Bay Sky Park (1A0), privately-owned airports, which do not meet current performance targets but are not included in the APMS. Table 2: Airports by Classification with APMS Recommended Runway Projects Recommended Associated City Airport Name FAA ID Project Commercial Service McKellar-Sipes Regional APMS recommended Jackson MKL Airport project APMS recommended Knoxville McGhee Tyson Airport TYS project Regional Service APMS recommended Clarksville Outlaw Field CKV project 3 Recommended Associated City Airport Name FAA ID Project APMS recommended Columbia/Mount Pleasant Maury County Airport MRC project APMS recommended Millington Millington-Memphis Airport NQA project APMS recommended Smyrna Smyrna Airport MQY project Winchester Municipal APMS recommended Winchester BGF Airport project Community Business Knoxville Downtown Island APMS recommended Knoxville DKX Airport project APMS recommended Oneida Scott Municipal Airport SCX project Everett-Stewart Regional APMS recommended Union City UCY Airport project Community Service Centerville Municipal APMS recommended Centerville GHM Airport project APMS recommended Copperhill Martin Campbell Field 1A3 project APMS recommended Dayton Mark Anton Airport 2A0 project APMS recommended Halls Arnold Field M31 project APMS recommended Hohenwald John A. Baker Field 0M3 project Marion County - Brown APMS recommended Jasper APT Field project APMS recommended Lafayette Lafayette Municipal Airport 3M7 project APMS recommended Linden James Tucker Airport M15 project APMS recommended Millington Charles W. Baker Airport 2M8 project APMS recommended Portland Portland Municipal Airport 1M5 project APMS recommended Sewanee Franklin County Airport UOS project Source: TDOT APMS Study, 2019; individual commercial service airport PCI reports The TDOT Aeronautics Division currently monitors airport pavement surfaces f or runways, taxiways, and aprons for all Nonprimary publicly-owned system airports across the state. The TDOT Aeronautics Division should continue to monitor airfield pavement to determine which 4 airports’ needs are greatest in order to allocate appropriate funding resources towards pavement improvement projects. Other Pavement (Taxiways/Aprons) > 60 The APMS objective for other pavement (taxiways/aprons) is a PCI of 60 or greater. Table 3 presents current performance, future performance targets, and the percent of airports needed to meet future performance targets for other pavement (taxiways/aprons). Table 3: Airports by Classification with Other Pavement (Taxiways/Aprons) PCI of 60 or Greater – 2019 Performance/Future Performance Targets Airports Needed to Airports Meeting Future Performance Airport Classification Meet Future System Objective Targets Performance Commercial Service 6 (100%) 6 (100%) 0 (0%) Regional Service 15 (88%) 17 (100%) 2 (12%) Community Business 13 (87%) 15 (100%) 2 (13%) Community Service 30 (79%) 38 (100%) 8 (21%) Turf N/A No Target Established N/A Statewide 64 (82%) 76 (97%)1 12 (15%) Source: TDOT APMS Study, 2019; individual commercial service airport PCI reports 1This percentage
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