ASE Improvements: Future Air Service Planning Study

&Environmental Assessment Update

BOCC Regular MeetingSeptember 9, 2015

Agenda Review of historical efforts leading to an environmental

assessment Project priorities and overview FAA directives with Environmental Assessment (EA) and

Airport Layout Plan (ALP) concerning safety Next steps

Why are we here today?

Review new ALP/8a approval by the BOCC Review changes since December 16th BOCC meeting

FAA funding Project priorities Project timing

HISTORICAL REVIEWASE Improvements

Historical Efforts

Environmental Assessment process began in January 2015 Originally two EAs planned, start dates staggered by 9 month

separation The updated process is reflective of safety, FAA funding levels, timing

and community input Decision and changes are guided by: full compliance with FAA Design

Standards and safety Resulting in: one EA encompassing a new terminal building, runway shift

and widening Note: the west side development (parallel taxiway and 2nd FBO) are

beyond the EA planning horizon ALP Update

BOCC approval sought by staff for submission to the FAA on September 9th

Historical Efforts

Airport Master Plan completed in 2012 FAA Master Plan approval and supplemental FAA direction

ASE Master Plan approved by the FAA with two exceptions: Preserve future air service through accommodating next generation of

aircraft Achieve full compliance with Group III Design Standards – separation

between Runway and Taxiway of 400’ Future Air Service Planning Study Phase I, II, III conducted

with heavy community input BOCC approval of option 8a – directed staff to prepare a new ALP

packet with option 8a

Project Priorities Reasonable Foreseeable Project Priorities Have Shifted:

Previous Priorities New Priorities

1. West Side 2nd FBO 1. New Terminal Building

2. West Side Taxiway 2. Surface Parking (Aircraft & Auto)

3. Runway Shift and Widening 3. Runway Shift and Widening

4. New Terminal Building 4. Multimodal Transit Center

5. Parking Structure & Surface Parking 5. West Side Taxiway

6. Multimodal Transit Center 6. West Side 2nd FBO

7. Relocate Existing FBO East Side 7. Relocate Existing FBO East Side

Resulting Outcomes to the Process Moving Forward

Simplified the EA process combining two into one Aligned all projects with safety and FAA airfield design

standards Incremental growth balanced with funding and the

community

Timeline Comparison

PROJECT Project Completion – Then* Project Completion - Now

Runway Shift and Widening Mid 2022 2027

New Terminal Late 2021 2022

West Side 2nd FBO Mid 2021 Not within current planning horizon

West Side Taxiway Mid 2022 Not within current planning horizon

*December 16, 2014 BOCC Work Session - Future Air Service Planning Study Phase III presentation

FUTURE AIR SERVICE PLANNING STUDY

ASE Improvements

2012 Master Plan Recommendations

Premised on the continuation of the 95 foot wingspan restriction and the Modification to Standards (MOD) for airfield development granted by the FAA MOD allowed ASE to operate with a 320 ft. runway taxiway

separation 2012 Master Plan recommended development projects for both the east

side and the west side Capital Improvement Plan (CIP) developed for the Master Plan

recommended projects were feasible and fundable In August 2013 the FAA approved the Airport Layout Plan (ALP), for east

side and west side development with the exception of the proposed future runway/taxiway separation of 320 feet on the west side due to the fact that it did not meet FAA separation standards

2012 Master Plan – Continued

The ALP approval does not apply to the proposed runway/taxiway separation distance of 320 feet on the west side of Runway 15/33

FAA determined that the MOD allowing the 320 foot separation on the west side was not acceptable and any development had to meet separation standards (400 feet)

BOCC undertook a Future Air Service Study to determine the feasibility, consequences and costs to comply with the 400 foot runway to taxiway separation

Master Plan Recommendations

Future Air Service Study (2014) ASE currently has a 95 ft. wingspan restriction in place based

on runway to taxiway separation distance Aircraft trends indicated that the Regional Jets with wingspans

less than 95 ft. will be phased out, with half of the U.S. fleet retired by 2021 and substantial retirement estimated by 2025 With wingspan restriction still in place, current air carriers

would not be able to operate at ASE with future fleet FAA will not allow another MOD to allow larger wingspan

without ASE meeting FAA standards of 400 feet separation In order to have future air service at ASE, the FAA is requiring

the airfield to be brought into FAA compliance

Future Air Service Planning Study Overview

As a result of changing regional fleet design and FAA safety standards, the Study was undertaken to evaluate: What is the changing technology of future commercial

aircraft serving ASE? What can ASE do to best sustain future commercial air

service? How would ASE accommodate these operations? What are the impacts and benefits to the airport and

community? What is best for the future health of the community?

Phase I Future Fleet Mix Findings – 11/19/13

CRJ700 Provides 95% of ASE

commercial service today Replacing retired 50 seat RJ

fleet is placing the CRJ 700 in high demand

US deliveries were from 2001 to 2011

Estimated operational lifespan 15-17 years

First retirements estimated to begin 2018

Over half of US fleet anticipated to be retired by 2021 with remainder retired by 2025*

Future regional jets will be entering into airline service beginning 2014-2018

Next generation, although physically larger, offer Reduced environmental

impacts (noise, fuel burn/CO2, NOx)

Improved travel experience

Existing wingspan restriction precludes future regional aircraft from serving ASE

* Substantial retirement anticipated by 2025

Phase I Future Fleet Mix FindingsTABLE 3.2 AIRCRAFT TECHNICAL SPECIFICATIONS

AIRCRAFT TYPE

WINGSPANFEET/

INCHESMAX LW

(LBS)ASE PERFORMANCE

CAPABLE

MEETS/DOES NOT MEET CURRENT OPERATIONAL

RESTRICTIONSCurrent Regional Aircraft

CRJ-700 76' 3" 67,000 Yes MeetsQ-400 93' 3" 62,000 Yes Meets

CRJ-900 81' 7" 73,500 No MeetsCRJ-1000 85' 11" 81,500 No Meets

E-170 85' 4" 72,312 No MeetsE-175 85' 4" 74,957 No MeetsE-190 94' 3" 94,799 No MeetsE-195 94' 3" 99,208 No Meets

Future Regional AircraftE175-E2 101’ 8” 86,201 Yes* Does Not MeetE190-E2 110’ 7” 107,431 Yes* Does Not MeetE195-E2 110’ 7” 116,911 TBD* Does Not Meet

MRJ-70 Standard 95' 9" 79,807 TBD Does Not MeetMRJ-90 Standard 95' 9" 83,776 TBD Does Not Meet

CS100 Base 115’ 1” 110,000 Yes Does Not MeetCS300 Base 115’ 1” 121,500 Yes Does Not Meet

Source: Manufacturers; *E-Jets E2 data are preliminary

Airspace Analysis The 80’ runway shift to the west

(meets FAA 400’ RW/TW separation standard) had minimal impact to approach and departure procedures

Separation Standard The remaining alternatives meet the

FAA standards (excluding RW/TW separation on west side at the Airport Operations Center to the south)

Modification of Standards The FAA is requiring ASE to meet

standards and will not grant a Modification of Standards unless the standard cannot be met and an equivalent level of safety can be achieved

Wingspan Restriction The remaining alternatives allow next

generation regional commercial aircraft to operate with reasonable operating restrictions

Second Fixed Base Operator The remaining alternatives can

accommodate the development of a second FBO on the west side

Phase II Airfield/Airspace Configuration Findings – 6/24/14

Runway shifts 80’ west and 150’

wide

2nd FBO

No impact to east

side

320’ Separation and Operational

Restriction

25’ of usable ramp

“Pinch point”

Owl Creek Road Relocation

(2,500’)

Alternative 8a - Layout

400’ Separation

Phase III Public Outreach Findings – 12/16/14 Outreach efforts were consistently offered

throughout Phase III including: Produced Press Releases, informational

video and display ads, developed social media messaging, and utilized Pitkin County Connect to share project information

Created an easily identifiable project logo for the public recognition along with an revised project website for easier access to information

Conducted Coffee Chats and made numerous community presentations

Held 2 community open house events

What We Heard… There is a cursory understanding of the issue with some

confusion and misinformation Over the course of educational conversations, the public was

generally supportive of proposed airfield improvements Citizens support continued viable commercial air service

operations Citizens recognize the economic value to the community of

continued commercial operations at ASE Meeting FAA safety standards was understood and generally

supported Concerns focused on potential for increased air traffic, noise

& air quality impacts, cost, and timing

Things have changed… FAA funding availability was analyzed and determined that not all projects are fundable within

reasonably foreseeable timeframe Based on financial constraints, priorities of the FAA and the Airport were based on:

Safety Meeting FAA required safety standards Preservation of commercial service Passenger experience and operational efficiency

Reasonable Foreseeable Project Priorities Have Shifted:

Based on estimated funding short-falls: The timeline for the runway relocation project has been extended to 2027 The west side taxiway and the 2nd FBO are not within the current planning horizon

The proposed ALP has been revised to reflect future and ultimate improvements phases

Previous Priorities New Priorities

1. West Side 2nd FBO 1. New Terminal Building

2. West Side Taxiway 2. Surface Parking (Aircraft & Auto)

3. Runway Shift and Widening 3. Runway Shift and Widening

4. New Terminal Building 4. Multi-modal Transit Center

5. Parking Structure & Surface Parking 5. West Side Taxiway

6. Multi-modal Transit Center 6. West Side 2nd FBO

7. Relocate Existing FBO East Side 7. Relocate Existing FBO East Side

Capital Cost ComparisonPROJECT DESCRIPTION 2012 Master

PlanCosts

2014 Future Air Service Planning

Study Costs

2015 Capital Improvement

Program

Cost Difference from 2012

Master Plan

Terminal Building and Associated Facilities

$41.2M $41.2M No difference

Aircraft Apron Reconstruction and Expansion

$10.7M $16.6M $5.9M

Auto Parking (Subsurface Transit Center) **

$32.8M $0 – Outside of Planning Period

Auto Parking (Surface) and Roadways

$12.7M $21.6M $8.9M

West Side Parallel Taxiway ** $10.2M $43.6M $0 – Outside of Planning Period

$33.4M

West Side FBO Apron and Infrastructure (No Buildings) **

$13.9M $23.3M $0 – Outside of Planning Period

$9.4M

Runway Shift and Widening $66.5M $66.5M $66.5M

Totals $121.5M $133.4M $145.9M $124.1M

Note: All costs are reflected without assumed inflation rate

** Projects Outside of the Planning Period for the 2015 Capital Improvement Program

Airport Layout Plan – Existing, Future & Ultimate

Terminal Area Plan – Existing, Future & Ultimate

Airport Layout Plan – Existing & Future

ENVIRONMENTAL ASSESSMENTASE Improvements

Purpose of this Environmental Assessment (EA) The National Environmental Policy Act (NEPA) requires

consideration of the environmental consequences of a federal action before the action is taken

An Environmental Assessment is prepared to determine if a significant environmental impact may occur

Provides an in-depth review of the environmental impacts for the proposed action and alternatives to those actions

Provides disclosure of the alternatives, impacts and mitigation to the public and decision makers

What this means for the EA Process

Both the runway shift and the terminal replacement will be considered in one EA Separate purpose and needs, but in one document EA will rely on Future Air Service Study Alternatives

analysis Benefits to the project include:

Greater ability to analyze updated existing and future conditions based on new information

Analysis of future fleet mix with runway shift that meets FAA standards

Take advantage of combined public outreach process Minimizes confusion concerning link of terminal

redevelopment to airfield redevelopment

What this means for the EA (cont.) The west side taxiway and 2nd FBO (west side) will not be part

of the EA The west side taxiway and second FBO are not within the

current planning horizon, but still considered on the ALP for future development when feasible and demand dictates

Parking options will be analyzed to meet parking needs and will include on-site, off-site and multi-modal transit center alternatives

What additional elements will be analyzed? The runway shift to meet FAA standards will allow for aircraft with a

greater wingspan Future fleet mix will be examined and used for the air quality, noise,

terminal sizing and other analyses for the EA While many newer aircraft are larger, they also offer improved

efficiencies Winglets or blended wings improve fuel efficiency and climb gradient Reduced carbon footprint Quieter Improved range/comfort

Analysis will also examine “pillow count” Removal of transit center will result development of single level parking

options Will examine cumulative impacts related to both projects, as well as

other past, present and reasonably foreseeable actions

Updated EA Projects

Environmental Assessment Content The Environmental Assessment will

consist of the following key chapters: Purpose and Need Alternatives—Including the

Proposed Action Affected Environment –

Environment as it exists today Environmental Consequences of

the Proposed Action and the Feasible and Prudent Alternatives

Mitigation Measures Over 19 environmental categories will

be evaluated per FAA Order 1050.1E

NEXT STEPSASE Improvements

Proposed Project Schedule

Note: Substantial CRJ retirement anticipated by 2025

Next Steps

Community Input Committee Meeting - September 10th

EA Public Meeting - September 10th

4:30-6:30 pm at the Limelight Hotel Coffee Chats over the next several weeks Stakeholder meetings over the next several weeks Submission of Airport Layout Plan to the FAA pending formal

approval by the Board

Capital Cost ComparisonPROJECT DESCRIPTION 2012 Master

PlanCosts

2014 Future Air Service Planning

Study Costs

2015 Capital Improvement

Program

Cost Difference from 2012

Master Plan

Terminal Building and Associated Facilities

$41.2M $41.2M No difference

Aircraft Apron Reconstruction and Expansion

$10.7M $16.6M $5.9M

Auto Parking (Subsurface Transit Center) **

$32.8M $0 – Outside of Planning Period

Auto Parking (Surface) and Roadways

$12.7M $21.6M $8.9M

West Side Parallel Taxiway ** $10.2M $43.6M $0 – Outside of Planning Period

$33.4M

West Side FBO Apron and Infrastructure (No Buildings) **

$13.9M $23.3M $0 – Outside of Planning Period

$9.4M

Runway Shift and Widening $66.5M $66.5M $66.5M

Totals $121.5M $133.4M $145.9M $124.1M

Note: All costs are reflected without assumed inflation rate

** Projects Outside of the Planning Period for the 2015 Capital Improvement Program

Thank youJohn Kinney, Airport Director

john.kinney@aspenairport.com

JD Ingram, Jviationjd.ingram@jviation.com

Ryk Dunkelberg, Mead & HuntRyk.Dunkelberg@meadhunt.com