planning advisory c - fresno airports master...

FRESNO YOSEMITE

INTERNATIONAL AIRPORT

Meeting #3

September 20, 2017

Planning Advisory

Committee (PAC)

MASTER PLAN

UPDATE

Today’s Agenda

o Progress update

o Summary of forecasts

o Preliminary facility

requirements

o Intro to alternatives

o Land use / spacing exercise

o Next steps

We

are

Here

Airport Master Plan Process

Pre-Planning,

Study Design,

Secure

Grants

Activity &

Demand

Forecasting

Alternative

Concepts &

Environmental

Overview

Capacity

Analysis &

Facility

Requirements

Inventory

Existing

Conditions

ALP Plan Set

Financial Plan

Implementation

Plan

Final

Documents

& Plan

Adoption

Stakeholder Engagement & Planning Advisory Committee

PA

C #

1

Aerial Survey & Mapping

Public

Workshop #1

Public

Workshop #3

Public

Workshop #2

PA

C #

2

PA

C #

3

PA

C #

4

PA

C #

5

Complete

Current Work

Future

Summary of

Forecasts

Image sources: Wikimedia Commons, 9/11/17

Enplanements

643,631 634,830

772,850

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1,800,000

2006 2011 2016 2021 2026 2031 2036

Historic & Baseline Forecast

Historic Baseline

1.24M2.4% AAGR

Enplanements

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1,800,000

2006 2011 2016 2021 2026 2031 2036

FAA Preliminary 2018 TAF Forecast

Historic Baseline FAA TAF

1.32M

773K

1.24M2.9% AAGR

Presenter note: two independent

forecasts, from different perspectives,

with similar results.

Enplanements

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1,800,000

2006 2011 2016 2021 2026 2031 2036

High Growth Forecast

Historic Baseline FAA TAF New Entrant

1.65M

773K

1.24M1.32M

3.9% AAGR

Enplanements

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

1,600,000

1,800,000

2006 2011 2016 2021 2026 2031 2036

Planning Activity Levels (PALs)

Historic Baseline FAA TAF High Growth

Used for planning of terminal and parking facilities.

PAL 1 (1.0M)

PAL 3 (1.65M)

PAL 2 (1.24M)

0

20000

40000

60000

80000

100000

120000

140000

160000

180000

2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2021 2026 2031 2036

Total Annual Operations – Baseline Forecast

Commercial GA Military Cargo

Aircraft Operations

158K

117.5K

97.8K

< Historic Projected >

High Growth Forecast

Based Aircraft

Type 2016 2036 Change

Single-

engine95 95 0

Multi-

engine21 21 0

Turboprop 17 23 + 6

Jet(excluding 24

CANG aircraft)

11 17 + 6

Helicopter 19 26 + 7

Total 163 182 + 19

Growth

consistent

with national

trends

Airfield

Requirements

The Fine Print

Let it be known that:

The data and assumptions used for the following evaluations were obtained from a combination of previous

studies, construction plans, available documents and databases, interviews/meetings/discussions with the

stakeholders, city and airport staff, and tenants (including the kickoff meeting and previous Planning Advisory

Committee meetings) and on-site observations. Evaluations were performed using guidance from various

industry and agency sources including the FAA, International Air Transport Association (IATA), Airport

Cooperative Research Program (ACRP), along with professional judgement, peer airport comparisons, and best

practices learned from similar projects. Depictions of preliminary alternatives or recommendations contained in

this presentation are conceptual in nature and should be viewed under the premise of “what would it look like if”

and “this is one possible solution”. They are meant to stir thought and discussion to help inform the development

and evaluation of other possible alternatives – ultimately leading to balanced recommendations for the entire

airport.

Critical or “Design” Aircraft

o Most demanding aircraft “regularly” using the airfield (current

and projected)

o Results in FAA Airport Reference Code (ARC) of D-IV

▪ Consistent with previous and current planning

o Drives airfield requirements – runways, taxiways, aprons

o Dictates FAA safety, design and airspace standards – safety

areas, setbacks, protection zones

Boeing 737- 800 (C-IV) Boeing 757- 200F (D-III)

Airfield Planning Objectives

o Ensure runways can serve current and potential destinations

o Preserve long-term capability to accommodate future market

opportunities

o Enhance margin of safety where feasible

o Enhance all-weather access and utility

o Provide operational redundancy

o Provide flexibility to accommodate new technologies and

changing FAA regulations

o Promote compatible land use

Existing Runways

Runway

Protection Zones

(RPZ)

Aircraft Range w/ Existing Runway

and 90% Payload

Hawaii

New YorkTokyo

Buenos Aires

Panama City

Bogota

Chiclayo

Sydney

Assumptions9,539’ runway

90% payload

Temperature – 99.70

337’ MSL field elevation

Takeoff Length Needed at MTOW

AssumptionsHot day – 99.70

337’ MSL field elevation

A320 (C-III)

757-200F (C-IV)

737-800 (D-III)

767-300F (C-IV)

Exis

tin

g 9

,53

9’

Runway Length (ft)

o MTOW = Maximum Takeoff Weight

o Lesser takeoff weight or shorter runways reduce payload and/or

range

o Requirements calculated from specific aircraft flight planning

manuals

Exis

tin

g 8

,00

8’

Planned Runway Improvements

771’ Extension

592’ Extension

▪ Extends aircraft range and

payload capabilities

▪ Enhances backup capabilities of

Runway 11R/29L

▪ Increases margin of operational

safety


771’ Extension

592’ Extension

Approach Light System





Runway 11R/29L


safety

▪ Improves instrument approach

minimums from ¾ to ½ mile

▪ Enhances all-weather access


Runway 11R/29L


safety

▪ Works with existing and

emerging technologies


771’ Extension

592’ Extension



Expanded RPZ

Expanded RPZ




Runway 11R/29L


safety

▪ Improves instrument approach

minimums from ¾ to ½ mile

▪ Enhances all-weather access


Runway 11R/29L


safety

▪ Works with existing and

emerging technologies

▪ Requires larger RPZs

▪ Will need further evaluation

when ripe for development

▪ Consistent with previous FAA

approved ALPs and adopted

regional ALUCP

▪ Preserve capability for future

implementation through smart

land use and development

planning

Taxiways

Based on FAA criteria, areas of concern include:

Taxiway A – Group I

Taxiway B – Group IV

Taxiway C – Group IV

Connectors B10 & B111 – Group III

Areas of Concern

Center Third of Runway

Taxiway OFA

o Non-standard angles

o Runway crossings

o Confusing intersections

o Wide expanses of pavement

o Hold aprons and obstacle free areas (OFAs)

o Direct apron to runway access

Taxiway A by Terminal

Confusing intersection and

non-standard angles

Confusing intersection,

non-standard angles and

aircraft mix

Conflict between Taxilane A

and gates 16, 17

14B

16 17

Taxiway B

Taxiway A

Taxilane A

Non-movement Area

Existing Configuration & Concerns

One Potential Configuration

14B

16 17

Objectives/Purpose

▪ Reduce potential for incident and

aircraft damage

▪ Enhance operational efficiency of

gates

▪ Reduce pilot/controller workload

Non-movement

Area150’ shift

850’

Consideration must be given to traffic flow, adjacent functions and land use

Terminal

Requirements

Methodology

o Average day peak month (ADPM) flight schedule provides the basis for the requirements, allowing for analysis of peak activity

o Industry guidance referenced:

▪ Airport Cooperative Research Program (ACRP), Report 25, Airport Passenger Terminal Planning and Design

▪ International Air Transport Association (IATA) Airport Development Reference Manual, 10th Edition

o Planning toward IATA optimum level of service (LOS) – which ensures terminal functions provide good customer experience without being “overbuilt”

Terminal requirements will be based on peaking

characteristics

-1000

-800

-600

-400

-200

0

200

400

600

800

1000

0:0

0

0:3

0

1:0

0

1:3

0

2:0

0

2:3

0

3:0

0

3:3

0

4:0

0

4:3

0

5:0

0

5:3

0

6:0

0

6:3

0

7:0

0

7:3

0

8:0

0

8:3

0

9:0

0

9:3

0

10:0

0

10:3

0

11:0

0

11:3

0

12:0

0

12:3

0

13:0

0

13:3

0

14:0

0

14:3

0

15:0

0

15:3

0

16:0

0

16:3

0

17:0

0

17:3

0

18:0

0

18:3

0

19:0

0

19:3

0

20:0

0

20:3

0

21:0

0

21:3

0

22:0

0

22:3

0

23:0

0

23:3

0

A

rriv

ing -

-P

assengers

--

Depart

ing

Rolling Hour Arrival and Departure Passenger Traffic

Arrivals 2016 Departures 2016 PAL 1 Arrivals PAL 1 Departures

PAL 2 Departures PAL 2 Arrivals PAL 3 Arrivals PAL 3 Departures

International

Arrivals

Peak Total

Passengers

Aircraft operational profiles inform the

requirement for gates and airfield capacity

-14

-12

-10

-8

-6

-4

-2

0

2

4

6

8

10

12

14

0:0

0

0:3

0

1:0

0

1:3

0

2:0

0

2:3

0

3:0

0

3:3

0

4:0

0

4:3

0

5:0

0

5:3

0

6:0

0

6:3

0

7:0

0

7:3

0

8:0

0

8:3

0

9:0

0

9:3

0

10:0

0

10:3

0

11:0

0

11:3

0

12:0

0

12:3

0

13:0

0

13:3

0

14:0

0

14:3

0

15:0

0

15:3

0

16:0

0

16:3

0

17:0

0

17:3

0

18:0

0

18:3

0

19:0

0

19:3

0

20:0

0

20:3

0

21:0

0

21:3

0

22:0

0

22:3

0

23:0

0

23:3

0

A

rriv

als

--

Opera

tions -

-D

epart

ure

s

Rolling Hour Flight Operations

Arrivals 2016 Departures 2016 PAL 1 Arrivals PAL 1 Departures

PAL 2 Arrivals PAL 2 Departures PAL 3 Arrivals PAL 3 Departures

Existing Aircraft Parking Layout

PositionMax

AircraftBoarding Type

3, 5, 7 EMB-175 Ground

6 EMB-195 Ground

8 B737-900 Planned PBB

11, 12, 14, 15,

16, 17B737-900 PBB

14B, 15B B737-900 PBB/Ground

FIS 1, FIS 2 B737-900 Ground arrival only

Aircraft Gating Methodology

o Aircraft are gated in order of Airplane Design Group (ADG) to ensure that gating the largest and most restrictive aircraft are handled first

o Preference given to gating larger aircraft at parking positions equipped with passenger boarding bridges

o Minimum 20 minute buffer exists between each flight on a gate to allow for aircraft towing and schedule delays

o When necessary, aircraft are towed from the parking position to allow for another flight to use the gate

Existing parking positions

accommodate 2016 flight schedule

Position

3

5

6

7

8

11

12

14

14B

15

15B

16

17

FIS1

FIS2

12 AM 1 AM 2 AM11 PM12 PM 1 PM 2 PM 3 PM 4 PM 5 PM 6 PM 7 PM 8 PM 9 PM 10 PM11 AM12 AM 1 AM 2 AM 3 AM 4 AM 5 AM 6 AM 7 AM 8 AM 9 AM 10 AM11 PM9 PM 10 PM

7/5/2016 7/6/2016 7/6/2016 7/7/2016

Tuesday Wednesday Wednesday Thursday

UA CR7LAX/DEN

5410/5699

AS CR7SEA/SAN

3490/3477

AA M82DFW/DFW1309/1201

UA CR2DEN/SFO

5565/5723

AS CR7SAN/SEA

3472/3489

DL CR9SLC/SLC

4641/4624

AA CR7LAX/LAX

3021/3020

UA CR2SFO/DEN

5835/5224

AA CR2PHX/PHX

3075/3038

AS DH4PDX/PDX

2060/2059

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW950/951

Y4 320TOW/GDL950/951

AA CR9PHX/PHX

5635/5700

UA CR2DEN/DEN5375/5842

AS CR7SAN/PDX

3478/3449

AA CR7LAX/LAX

3097/3097

AS CR7SEA/SEA

3432/3495

UA CR2SFO/SFO

5347/5876

AA CR9PHX/PHX

5844/5660


DL CR2SLC/SLC

4815/4815

G4 319LAS/LAS

1816/1817

UA CR2DEN/LAX

5645/5394

AS DH4SAN/SAN

2142/2143

UA CR7SFO/DEN

5452/5931

AA CR7LAX/LAX

3098/3098

AA CR9PHX/PHX

5748/5643

DL CR2SLC/SLC

4661/4661

UA CR2DEN/SFO

5862/5395

AS CR7SEA/SAN

3474/3471

AS CR7PDX/SEA

3448/3491

AA CR7LAX/LAX

3099/3099

AA CR9PHX/PHX

5636/5860

UA CR7LAX/DEN

5410/5699

AS CR7SEA/SAN

3490/3477


UA CR2DEN/SFO

5565/5723

AS CR7SAN/SEA

3472/3489

DL CR9SLC/SLC

4641/4624

AA CR7LAX/LAX

3021/3020

UA CR2SFO/DEN

5835/5224

AM 738GDL/TOW786/787

AM 738TOW/GDL786/787

AA CR2PHX/PHX

3075/3038

AS DH4PDX/PDX

2060/2059

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW950/951

Y4 320TOW/GDL950/951

PositionBoarding

TypeMax Aircraft Dependency

3 Ground EMB-175 Gate 3B

3B Ground B737-900 Gates 3, 5

5 Ground EMB-175 Gates 3B, 7B

6 Ground EMB-195 --



8 Ground B737-900 --

11 Jet Bridge B737-900 --



14B Ground B737-900 --


15B Ground B737-900 --



FIS1 Ground B737-900 Intl arr only



7/5/2016 7/6/2016 7/6/2016 7/7/2016


UA CR7LAX/DEN

5410/5699

AS CR7SEA/SAN

3490/3477

AA M82DFW/DFW

1309/1201

UA CR2DEN/SFO

5565/5723

AS CR7SAN/SEA

3472/3489

DL CR9SLC/SLC

4641/4624

AA CR7LAX/LAX

3021/3020

UA CR2SFO/DEN

5835/5224

AA CR2PHX/PHX

3075/3038

AS DH4PDX/PDX

2060/2059

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW

950/951

Y4 320TOW/GDL

950/951

AA CR9PHX/PHX

5635/5700

UA CR2DEN/DEN

5375/5842

AS CR7SAN/PDX

3478/3449

AA CR7LAX/LAX

3097/3097

AS CR7SEA/SEA

3432/3495

UA CR2SFO/SFO

5347/5876

AA CR9PHX/PHX

5844/5660

AA M82DFW/DFW

2533/2533

DL CR2SLC/SLC

4815/4815

G4 319LAS/LAS

1816/1817

UA CR2DEN/LAX

5645/5394

AS DH4SAN/SAN

2142/2143

UA CR7SFO/DEN

5452/5931

AA CR7LAX/LAX

3098/3098

AA CR9PHX/PHX

5748/5643

DL CR2SLC/SLC

4661/4661

UA CR2DEN/SFO

5862/5395

AS CR7SEA/SAN

3474/3471

AS CR7PDX/SEA

3448/3491

AA CR7LAX/LAX

3099/3099

AA CR9PHX/PHX

5636/5860

UA CR7LAX/DEN

5410/5699

AS CR7SEA/SAN

3490/3477

AA M82DFW/DFW

1309/1201

UA CR2DEN/SFO

5565/5723

AS CR7SAN/SEA

3472/3489

DL CR9SLC/SLC

4641/4624

AA CR7LAX/LAX

3021/3020

UA CR2SFO/DEN

5835/5224

AM 738GDL/TOW

786/787

AM 738TOW/GDL

786/787

AA CR2PHX/PHX

3075/3038

AS DH4PDX/PDX

2060/2059

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW

950/951

Y4 320TOW/GDL

950/951

BLOCKED BLOCKED

BLOCKED BLOCKED

Regional Aircraft (Domestic) Mainline Aircraft (Domestic) International Blocked Position Peak Hour

Two additional gates and RON

positions are required by PAL 3

GateName

3

5

6

7

8

11

12

14

14B

15

15B

16

17

FIS1

FIS2

RON1

RON2

UNG1

UNG2

7/7/2016

Tuesday ThursdayWednesday Wednesday

7/6/20167/5/2016 7/6/2016


UA CR7LAX/DEN

5410B/5699

AS E75SEA/SAN

3490A/3477A

AM 738GDL/TOW786B/787B

AM 738TOW/GDL786B/787B

AA 738DFW/DFW1309/1201

UA CR2DEN/TOW5565/5723

UA CR2TOW/TOW5565/5723

UA CR2TOW/SFO5565/5723

AS E75SAN/SEA

3472A/3489A

DL CR7SLC/SLC

4641/4624

AA CR7LAX/TOW

3021B/3020

AA CR7TOW/TOW3021B/3020

AA CR7TOW/LAX

3021B/3020

UA CR2SFO/DEN

5835/5224

AA CR7PHX/PHX

3075B/3038

DL 319ATL/ATL

N101/N102

AS E75PDX/PDX

2060A/2059A

UA CR2LAX/SFO

5335A/5541

Y4 320GDL/TOW950B/951B

Y4 320TOW/GDL950B/951B

UA 319SFO/SFO1667/427

AA CR7LAX/LAX

N109/N110

DL E75MSP/MSP

N111/N112

AA E75DFW/DFWN113/N114

AA CR9PHX/PHX

5635B/5700

UA CR2DEN/DEN5375/5842

DL CR7SLC/SLC

N117/N118

AS E75SAN/PDX

3478A/3449A

UA E75IAH/IAH

N119/N120

DL CR7SEA/SEA

N125/N126

UA E75ORD/ORD

N127/N128

AA E75ORD/ORD

N129/N130

AA CR7LAX/LAX

3097B/3097

AS E75SEA/SEA

3432A/3495A

AC CR7YVR/YVR

N135/N136

UA CR2SFO/SFO

5347/5876

AA CR9PHX/PHX

5844B/5660

AA 738DFW/DFW2533/2533

DL 319ATL/ATL

N137/N138

DL CR7SLC/SLC

4815A/4815A

G4 319LAS/LAS

1816/1817

AM 738GDL/TOW

N143/N144

AM 738TOW/GDL

N143/N144

UA CR7DEN/LAX

5645/5394

DL E75MSP/MSP

N145/N146

AS E75SAN/SAN

2142A/2143A

AA E75ORD/ORD

N147/N148

AS E75PDX/PDX

N149/N150

UA CR7SFO/DEN

5452/5931

AA CR7LAX/LAX

3098B/3098

AA CR9PHX/PHX

5748B/5643

DL CR7SLC/SLC

4661A/4661A

UA CR2DEN/SFO

5862/5395

DL CR7SEA/SEA

3474/3471

AS E75SEA/SAN

3474A/3471A

AC CR7YVR/YVR

N157/N158

UA E75IAH/IAH

N159/N160

AS E75PDX/SEA

3448A/3491A

AA E75LAX/LAX

3099B/3099

UA CR7SFO/SFO

N161/N162

AA CR9PHX/PHX

5636B/5860

UA CR7LAX/DEN

5410B/5699

AS E75SEA/SAN

3490A/3477A

AA 738DFW/DFW1309/1201

UA CR2DEN/TOW5565/5723

UA CR2TOW/TOW5565/5723

AS E75SAN/SEA

3472A/3489A

DL CR7SLC/SLC

4641/4624

AA CR7LAX/TOW3021/3020

AA CR7TOW/TOW3021/3020

UA CR2SFO/DEN

5835/5224

AM 738GDL/TOW786B/787B

AM 738TOW/GDL786B/787B

AA CR7PHX/PHX

3075B/3038

DL 319ATL/ATL

N167/N168

AS E75PDX/PDX

2060A/2059A

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW950B/951B

Y4 320TOW/GDL950B/951B

UA 319SFO/SFO1667/427

Y4 320MLM/TOW

M101/M102

Y4 320TOW/MLM

M101/M102

YY 737PHX/PHX

N103/N104

YY 737LAS/LAS

N105/N106

YY 737DEN/DEN

N121/N122

YY 737PHX/PHX

N131/N132

YY 737LAS/LAS

N139/N140

YY 737PHX/PHX

N151/N152

YY 737LAS/LAS

N153/N154

YY 737DEN/DEN

N155/N156

YY 737LAS/LAS

N163/N164

YY 737PHX/PHX

N165/N166

Y4 320MLM/TOW

M101/M102

Y4 320TOW/MLM

M101/M102

YY 737PHX/PHX

N169/N170

YY 737LAS/LAS

N171/N172

PositionBoarding

TypeMax Aircraft Dependency



5 Ground EMB-175 Gates 3B, 7B

6 Ground EMB-195 --



8 Ground B737-900 --




14B Ground B737-900 --


15B Ground B737-900 --






7/5/2016 7/6/2016 7/6/2016 7/7/2016


UA CR7LAX/DEN

5410/5699

AS CR7SEA/SAN

3490/3477

AA M82DFW/DFW

1309/1201

UA CR2DEN/SFO

5565/5723

AS CR7SAN/SEA

3472/3489

DL CR9SLC/SLC

4641/4624

AA CR7LAX/LAX

3021/3020

UA CR2SFO/DEN

5835/5224

AA CR2PHX/PHX

3075/3038

AS DH4PDX/PDX

2060/2059

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW

950/951

Y4 320TOW/GDL

950/951

AA CR9PHX/PHX

5635/5700

UA CR2DEN/DEN

5375/5842

AS CR7SAN/PDX

3478/3449

AA CR7LAX/LAX

3097/3097

AS CR7SEA/SEA

3432/3495

UA CR2SFO/SFO

5347/5876

AA CR9PHX/PHX

5844/5660

AA M82DFW/DFW

2533/2533

DL CR2SLC/SLC

4815/4815

G4 319LAS/LAS

1816/1817

UA CR2DEN/LAX

5645/5394

AS DH4SAN/SAN

2142/2143

UA CR7SFO/DEN

5452/5931

AA CR7LAX/LAX

3098/3098

AA CR9PHX/PHX

5748/5643

DL CR2SLC/SLC

4661/4661

UA CR2DEN/SFO

5862/5395

AS CR7SEA/SAN

3474/3471

AS CR7PDX/SEA

3448/3491

AA CR7LAX/LAX

3099/3099

AA CR9PHX/PHX

5636/5860

UA CR7LAX/DEN

5410/5699

AS CR7SEA/SAN

3490/3477

AA M82DFW/DFW

1309/1201

UA CR2DEN/SFO

5565/5723

AS CR7SAN/SEA

3472/3489

DL CR9SLC/SLC

4641/4624

AA CR7LAX/LAX

3021/3020

UA CR2SFO/DEN

5835/5224

AM 738GDL/TOW

786/787

AM 738TOW/GDL

786/787

AA CR2PHX/PHX

3075/3038

AS DH4PDX/PDX

2060/2059

UA CR2LAX/SFO

5335/5541

Y4 320GDL/TOW

950/951

Y4 320TOW/GDL

950/951

BLOCKED BLOCKED

BLOCKED BLOCKED

Regional Aircraft (Domestic) Mainline Aircraft (Domestic) International Blocked Position Peak Hour

Key Terminal Functions

Area Existing Facilities Additional

Requirements

Notes

Ticketing Lobby • 32 common-use

counter positions

• 7 self-service kiosks

• 4,000 SF

• 2-4 kiosks by PAL 3 • Optimize space to improve

efficiency and use of technology

Security Screening • 3 screening lanes

• 4,300 SF screening

area

• PAL 2 – 2 screening

lanes (5 total) and

1,000 SF of space

• PAL 3 – 3 more

screening lanes (8

total) and 4,500 SF

of space (8,800

total)

• Throughput of 180 passenger

per hour

Passenger

Holdrooms

• Four primary

holdrooms (Gates 11-

17, 6 & 8, 5 & 7, 1 &

3)

• 19,917 SF total

• Lower-level

holdrooms are

currently

undersized

• Approximately 2,930

SF of space by PAL

3

• Assume seats provided for 70%

of passengers

• Total hold room space is not

where it needs to be

Key Terminal Functions

Area Existing Facilities Additional

Requirements

Rationale and Notes

Domestic Baggage

Claim

• Two flat-plate units

• 267 feet of frontage

• No additional

equipment

• Reallocation and

optimization of

space

• Assumes 80% of passengers

claim bags

• Claim area clears rapidly

• Space congested with rental cars

and meters/greeters

Immigration and

Customs

• Four passport desks

(1,063 SF queue)

• Two primary

inspection lanes

(1,349 SF) and one x-

ray lane (1,256 SF)

• By PAL 2

- 3 passport desks

- 640 SF of queue

space

- 1 secondary x-ray

lane

• Will also satisfy PAL 3

requirements

• Additional x-ray lane can be

accommodated in existing area

provided

• Need to evaluate with current

CBP standards

International

Baggage Claim

• One flat-plate unit

• 99.5 feet of frontage

• 2,252 SF

None • Assumes 85% of passengers

claim bags

Concessions • 4,800 SF pre-security

• 4,800 SF post-

security

• PAL 1 – 1,400 SF of

space

• PAL 2 – 4,000 SF of

space (total)

• PAL 3 – 8,750 SF of

space (total)

• Analysis based on benchmarks

• Shift more concessions to post-

security

• Shift more towards food and

beverage

Summary

o New aircraft gates are warranted in long-term▪ Two additional contact gates should be provided in advance of PAL 3

▪ For flexibility, three gates should be considered

o Security checkpoint requires expansion ▪ Two additional checkpoint lanes at PAL 2

▪ Three additional checkpoints lanes at PAL 3

o Passenger holdrooms should be expanded and optimized

o Permanent immigration and customs facilities should be evaluated to avoid towing of aircraft and provide improved customer service

Parking and

Rental Car

Requirements

Goals and Objectives

o Improve customer service

o Maximize net revenue

o Compliment other airport functions

o Continue to provide a variety of available parking products

and pricing

Existing Parking Facilities

Type Qty

Short-term 283

Long-term 1,879

Total Spaces 2,162

Total Effective

Supply (95%)

2,054

“Effective Supply”- the

amount of spaces

actually available for

use due to improperly

parked or oversize

vehicles, vehicle

circulation, temporary

equipment storage, or

maintenance work.

Public Parking

Public Parking Occupancy

0

200

400

600

800

1,000

1,200

1,400

1,600

1,800

2,000

6/1/2016 7/1/2016 8/1/2016 9/1/2016 10/1/2016 11/1/2016 12/1/2016 1/1/2017 2/1/2017 3/1/2017 4/1/2017 5/1/2017

Total Overnight Inventory

Absolute peak – 1,872 (11/24/16)

Design Day –

1,406 (6/22/16)

“Design Day” represents level of demand for 90% of the days that all parking products should be available to

the parking patrons (i.e. 90th percentile).

Recent 12 month period

Historic overnight and midday occupancy counts identify “Peak” and “Design

Day” parking demand. Midday levels are approximately 35% greater than

overnight.

Projected Parking Adequacy

Period Enplanements Design Day Peak Day

Demand (2.46 Ratio)

Surplus/

Deficit

Demand (2.66 Ratio)

Surplus/

Deficit

2016 772,850 1,901 153 2,054 0

PAL 1 1,000,000 2,460 -406 2,660 -606

PAL 2 1,240,000 3,050 -997 3,298 -1,245

PAL 3 1,650,000 4,059 -2,005 4,389 -2,335

o Occupancy counts and 2016 annual enplanements of

772,850 result in parking demand ratios of:

▪ Design Day = 2.46 spaces per 1000 enplanements

▪ Peak Day = 2.66 spaces per 1000 enplanements

o Future demand grows commensurate with forecast

enplanements

o Surplus/deficit was calculated relative to effective supply of

2,054 spaces

Parking Area Needed

2,000 additional public spaces (±15 acres) needed to

accommodate PAL 3 demand during the design day

Presenter note: these blocks represent

the space required to meet projected

demand as compared to existing public

parking lot.

Existing Rental Car Facilities

Area Spaces

Ready/Return 577

Maint./QTA 584

Supply and Demand

Period Enplanements

Ready/Return Maintenance/QTA

Demand Surplus/Deficit

(577 spaces

available)

Demand Surplus/Deficit

(584 spaces

available)

Surplus/Deficit

w/ Unpaved Lot(1,384 total spaces)

2016 772,850 315 262 945 -361 439

PAL 1 1,000,000 408 169 1,224 -640 160

PAL 2 1,240,000 505 72 1,515 -931 -131

PAL 3 1,650,000 673 -96 2,019 -1,435 -635

o Recent 12 month transaction records indicate the following peak activity (i.e. Design Day):

▪ Peak week in July with 6,932 transactions

▪ Peak day was Friday w/ 730 rentals and 578 returns

▪ Peak hour was 108 rentals and 45 returns

o Assumes demand grows at same rate as enplanements (3.9% AAGR)

o Industry standard Ready/Return space requirement is 2.5 x peak hour rentals + returns

o Maintenance/QTA industry standard is 3 times the ready/return demand

▪ Unpaved lot (±800 spaces) satisfies deficit through PAL 1

Potential Parking Expansion Sites

A6.9 AC.

860 StallsB

5.0 AC.

600 Stalls

C3.9 AC.

480 Stalls

D7.4 AC.

920 Stalls

E9.9 AC.

1230 Stalls

F16.1 AC.

2000 Stalls

G9.0 AC.

1120 StallsH8.0 AC.

1000 Stalls

General

Aviation

Existing Aircraft Storage

Storage Area (sf) Based Transient Total

Apron 678,300 231,800 910,100

T-Hangar 161,800 n/a 161,800

Shared Hangar 79,800 41,700 121,500

Not included –

remain available for

large charter and

transient military

Not included – reserve for

maintenance services

85,400 sf 106,900 sf

566,000 sf237,300 sf

Aircraft Storage Requirements

0

100,000

200,000

300,000

400,000

500,000

600,000

700,000

800,000

900,000

1,000,000

Apron/Tie-Down T-Hangar Shared Hangar

Combined Based & Transient Aircraft

2016 2021 2026 2031 2036

910,100 sf available



2036 surplus

= 404,000 sf

2036 deficit

= 207,500 sf

Unmet hangar demand currently accommodated on apron

Typical Shared Hangar Facility

500’ x 120’ = 60,000 sf

150’-250’

±6 ac

Image: GoogleEarth, 9/13/17

o It would take 3½ of these to

accommodate 2036 demand

o For comparison:

▪ Signature TechnicAIR hangar

±34,000 sf (x6)

▪ Signature Flight Support

hangar ±36,000 sf (x6)

▪ Ross main hangar ±19,000 sf (x10)

Comparable Hangar Complex

San Jose International Airport

60,000 sf 60,000 sf60,000 sf59,400 sf

21ac

Image: GoogleEarth, 9/13/17

Potential Hangar Locations

Could the existing GA

area be reconfigured,

redeveloped or

expanded?

Shift Taxiway A Concept

Existing Potential

29

0’

Group-IV

Group-II

Taxiway OFA

23

0’

16

9’

14

7’

▪ Minimum FAA taxiway separation = 169’

▪ Concept hangar below Part 77 surface

▪ Requires relocation of airfield electrical

vault

Military Facilities

Conceptual CANG Relocation

Existing conditions

Existing CANG – 83 acres

Available for development

145 acres

USFS

Conceptual CANG Relocation

What could it look like if CANG were able to relocate?

Terminal/Civil Expansion – 83 acres

Expanded CANG

120 acres

USFS

Commercial Development – 24 acres

Space Planning Exercise

Terminal

Parking

General

Aviation

Presenter note: the attendees performed a space planning exercise to identify

and discuss potential locations and their ability to accommodate the various

facility needs over the planning horizon.

Next Steps

o FAA approval of forecasts – anticipated October 2017

o Finalize Working Paper #4 Facility Requirements – Sept. 2017

o Prepare and evaluate alternative development concepts

o Next PAC meeting – November/December

Thank You

Please contact the following with comments, questions or concerns regarding the Master Plan Study

Mark Davis

Airports Planning Manager

City of Fresno

[email protected]

(559) 621-4532

Kevin Clarke

Kimley-Horn

[email protected]

703-674-1319

Pam Keidel-Adams

Kimley-Horn

[email protected]

602-678-3422

mailto:[email protected]

