Agenda

1. Agenda • Master Planning Overview • Case Study: DFW Airport • Impact of Regional Jets Mr. Mark Lundsford (Leigh FisherAssociates)

2. Leigh Fisher Associates

3. Master Planning Experience

4. Master Planning Goals • Develop comprehensive vision for the Airport • Communicate vision to community and others • Establish sustainable consensus with key stakeholders • Maximize Airport benefits to community • Meet aviation needs of the region • Highest and best use of non-aviation land • Promote economic development • Minimize environmental impacts • Balance near-term opportunities with long-term requirements • Facilitate funding and environmental approvals

5. Master Planning Products

6. Forecasts Demand/Capacity Analyses Facility Requirements Alternatives Selection of Preferred Plan Financial and Environmental Review Airport Layout Plan Master Plan Documentation Traditional Master Planning

7. Forecasts Demand/Capacity Analyses Facility Requirements Alternatives Selection of Preferred Plan Financial and Environmental Review Airport Layout Plan Master Plan Documentation Shortcomings of Traditional Airport Planning • Insufficient involvement of airport operating departments • Lengthy and linear “cookbook” process • Insufficient integration of financial and environmental considerations • Insufficient consideration of existing infrastructure • Insufficient consideration of new technology • Lack of implementation tools • Lack of flexibility • Lack of consensus

8. Customized Study Design Most Promising Concepts Preferred Concept Integrated Master Planning Approach Overview 1. Vision and Key Issues 2. Strategic Assessment 3. Development Plan and Implementation Tools Airport Vision Business Assessment Business Planning • Airport mission and role • Business/financial goals • Facility goals • Customer satisfaction goals • Stakeholder goals • Financial health • Airline agreements & leases • Market assessment/forecasts • Business opportunities • Financial analysis of alternatives • Sources/uses of funds • Cash flow • Airline rates and charges • Cost per enplaned passenger • Benefit-cost analyses Facilities Planning Facility Assessment Planning Process • New technology assessment • Facility optimization • Facility needs refinement • Phasing alternatives • Cost estimates • Environmental reviews • Constructibility • Previous plans • Infrastructure condition • Demand-capacity analyses • Areas of opportunity • Facility needs estimates • Environmental issues Key Issues • Competition • Business/finance • Facilities • Stakeholders • Infrastructure • Environmental Stakeholder Assessment Stakeholder Planning • Initial stakeholder coordination • Stakeholder issues/concepts • Involvement strategy • Planning workshops • Targeted briefings to “skeptics” • Newsletters and website • Public briefings • Master Plan goals and objectives • Planning guidelines and assumptions • Airport staff involvement plan • Stakeholder involvement strategy • Scope of work • Traffic forecasts • Financing capacity estimates • Revenue enhancement strategy • Balanced-capacity assessment • Facility improvement priorities • Preliminary development concepts • Land Use Plan • Facilities Development and Phasing Plan • Triggering Plan • Phase 1 Plan • Financial Plan • Environmental Strategy • Airport Layout Plan Products

9. 1. Vision And Key Issues 2. Strategic Assessment 3. Development Plan 4. Master Plan Products Business Planning Business Assessment Airport Vision Customized Study Design Preferred Concept Most Promising Concepts Facilities Planning Facility Assessment Key Issues Stakeholder Planning Stakeholder Assessment Integrated Master Planning Approach Overview

10. Development, Screening, Evaluation, Selection, and Refinement of Alternatives

11. Screening and Evaluating Alternatives

12. Prototypical Master Plan Team Organization

13. Prototypical Master Plan Schedule

14. Strategic Assessment—Understanding the Market Market Assessment—Harrisburg International Airport

15. Strategic Assessment—Balanced Capacity Assessment Demand-Capacity Analysis—LaGuardia Airport

16. Strategic Assessment— Integrating Financial Considerations Up-front Financing Capacity Estimates—DFW and Sacramento

17. Strategic Assessment— Integrating Environmental Considerations Up-front Assessment of Environmental Issues and Development Constraints—Harrisburg International Airport

18. Implementation Tools—Long-Term Development & Phasing Plans Illustrative Development & Phasing Plans—Harrisburg International Airport

19. Implementation Tools—Project Triggers Project Triggering Plan—Port Columbus International Airport

20. Implementation Tools—Environmental Issues Summary Environmental Screening—Harrisburg International Airport Proposed Phasing and Year Noise & Land Use Biotic Threat. Species Water Quality Air Quality Historic Sec.4 Wet- lands Master Plan Development Plan Social

21. Implementation Tools—Project Funding Strategy Strategic Targeting of Funding Sources—Fort Lauderdale-Hollywood International Airport

22. Case Study—DFW Airport Development Plan • Non-traditional master plan • Primary focus • Terminal and APM • Airfield • Ground access/parking • Other elements • Cargo business plan • IT plan • Security plan • Commercial land use plan • Performance measurement plan

23. Case Study—DFW Airport Development Plan • Concept approval in 6 months; full documentation in 11 months • Consensus achieved • Broke 10+ year deadlock on terminal development concept • Airport Board approval and MII approval • Environmental approvals received for new terminal development • Construction now underway on 1st major terminal capacity increase since 1974 • Airport staff continue to use planning tools

24. Case Study—DFW Airport Development Plan • West-side runway timing • Update previous analyses • Capacity delay analyses • Benefit-cost analysis • New assumptions • Revised LAHSO • Fleet mix

25. Case Study—DFW Airport Development Plan West Runway Analysis • Assumed “Triple” and “Quadruple” departure procedure • Assumed jet departures on Runway 31L • Assumed only turboprops land and hold short of Runway 13R • NPV of $210 million (2002 opening)

26. Case Study—DFW Airport Development Plan Terminal Development Plan A C B E D F

27. Case Study—DFW Airport Development Plan Commercial Land Use Plan LEGEND Aviation Office Industrial Retail Greenbelts Undeveloped Commercial Restricted to 20 year lease term Airport Boundary Optional Purchase Zone

28. 9,000 parallel runway separated by 4,100 feet from Runway 12L-30R Capacity of 632,000 aircraft operations by 2015 Ultimate doubling of passenger terminal space to handle 42 million passengers (vs. 23 million today) Parking for 12,500 cars (vs. 6,300 spaces today) Additional 1,570 acres Case Study— Lambert-St. Louis Master Plan

29. EIS Highly controversial Numerous high-level negotiations Litigation Two simultaneous law suites (state and federal) Appealed to the Supreme Court Master plan and EIS withstood intense scrutiny Case Study— Lambert-St. Louis Master Plan New Independent Runway

30. Case Study— Lambert-St. Louis Master Plan Land Acquisition 1937 Residential Parcels 70 Commercial Parcels 6 Churches 4 Schools

31. Case Study— Lambert-St. Louis Master Plan Terminal Development Plan

32. Airport Master Planning References • Ashford,N; Wright, P.W., Airport Engineering, Third Edition, John Wiley & Sons, Inc., New York, September 1992 • Horonjeff, R., McKelvey, F.X. Planning and Design of Airports, Fourth Edition, McGraw‑Hill, Inc., 1994 • International Civil Aviation Organization, Airport Planning Manual, Part 1: Master Planning, Doc 9184-AN/902, Second Edition, 1987.

33. Airport Master Planning References (concluded) • US Department of Transportation, Federal Aviation Administration, Airport Master Plans, Advisory Circular 150/5070-6A, June 1985 • US Department of Transportation, Federal Aviation Administration, Airport Design, Advisory Circular 150/5300-13. • US Department of Transportation, Federal Aviation Administration, Airport Environmental Handbook, FAA Order 5050.4A.

34. The Regional Jet and Airport Planning

35. Presentation Outline Overview Air Service Considerations RJ Characteristics Effect on Airports Conclusions I 2 3 4 5

36. 1 Overview Why should airport operators pay attention? • Significant increase since introduction in the early 90s • Strong passenger preference • New competitive weapon for airlines • RJs are creating new markets • Much more growth anticipated not just replacing turboprops • Many potential impacts on airports • Additional traffic and different peaking patterns • Airfield/airspace capacity • Terminal use and development • Noise abatement and mitigation • Emergency and security • Some facilities or development plans may be obsolete • Commuter terminals • Commuter runways

37. 2 Air Service Considerations Regional Jet growth • RJs are replacing turboprops and creating new markets • RJ departures have increased 111% since 1995 • Turboprop departures have decreased 7% since 1995 • Mainline jet departures have increased 7% since 1995 • About 500 RJs in service today and about 2000 on order or option; fewer than 50 turboprops on order or option • RJs will represent about 75% of future regional aircraft deliveries • Growth has been primarily in hub-to-point service; less point-to-point service than expected (so far) • 92% of RJ departures on hub-to-point routes • Maximize connecting opportunities and markets served • Leverage/expand hub presence • Command fare premiums at hub airport • Avoid diversion of hub traffic • “Scope clauses” a limiting factor

38. 2 Air Service Considerations Actual aircraft use - DFW 3% RJ departures

39. 2 Air Service Considerations Actual aircraft use - ORD 10% RJ departures

40. 2 Air Service Considerations Actual aircraft use - CVG 50% RJ departures

41. 2 Air Service Considerations Example: Growth of Regional Jet service in Grand Rapids

42. 2 Air Service Considerations Example: Evolution of Regional Jet service in Grand Rapids 4,600 15,300 Non-stop destinations served with RJs

43. 3 RJ Characteristics Overview of RJ characteristics • 2x as high, 2x as fast, 2x as far as turboprops • Seating capacity similar to turboprops • Wake turbulence separations like turboprops • Generate noise like turboprops (perceived as noisier?) • Takeoff like jets (profile and speed) • Cruise speed and altitude similar to jets • Jets ~ 37,000 ft service ceiling and 0.75 mach • Turboprops ~ 25,000 ft service ceiling and 0.5 mach • More runway length needed than turboprops but less than jets • Rough estimates: Turboprops > 4,000 ft and RJs > 6,000 ft • Lower sill height than jets • Turning radius greater than turboprops • Wingspan between turboprops and jets

44. 3 RJ Characteristics Takeoff performance 10000 Altitude (ft) 5000 0 40000 0 20000 60000 Distance from break release (ft) Jets Turboprops Regional Jets

45. 3 RJ Characteristics Noise exposure Single Event Noise Footprint

46. 3 RJ Characteristics Turning radius - DO328 vs EMB 135 +43%

47. 4 Effect on Airports Airfield/Airspace • Significant turboprop activity growth in the 80s • FAA developed segregated air traffic control and runway-use procedures • Many airports developed or began planning for commuter runways • Airports agreed to noise abatement procedures restricting jet activity • RJs are typically treated like jets by ATC • Lower airfield capacity through reduced utility of segregated procedures/facilities • Commuter runways (noise abatement agreements or length may preclude jets) • Immediate turns on departure • Potential airspace congestion • Airspace designed to separate aircraft with different speed/climb capabilities • Jets (including RJs) assigned high altitudes and fast en route speeds • Turboprops assigned low altitudes due to limited climb capabilities • Greater proportion of aircraft on jet routes in/out of terminal airspace • Higher altitude routes become saturated; lower altitude routes become underutilized • LLADR - Low-Altitude Arrival/Departure Routes

48. 4 Effect on Airports Airfield/Airspace (continued) • Land-and-hold-short procedures • Intersection takeoffs • Runway length and strength

49. 4 Effect on Airports Runway length and pavement thickness Runway Pavement Aircraft type Seats length (ft) thickness (in.) Commuter service turboprops ATR-42 45 3,800 15.5 BE1900 19 3,740 13.5 EMB 120 30 5,100 15.0 Bombardier CRJ-100/200 50 5,80016.5 CRJ-700 70 5,50020.2 British Aerospace AVRO RJ70 70-90 3,360 22.9 AVRO RJ85 85-110 3,625 23.4 Embraer EMB 135 37 5,575 15.5 EMB 145 50 7,45016.0 Dornier DO328 Jet 32 4,530 15.0 Assuming subgrade of CBR 6 and 1,200 annual departures. Design thickness specifiedin AC150/5320-6D based on max takeoff weight.

50. 4 Effect on Airports Terminal area • Key issues • Level-of-service for RJ passengers - airport vs. airline perspective • Utility of existing commuter terminal facilities • Co-location of RJs with mainline jets, separate facility, or complete flexibility • Planning considerations • Loading bridges - sill heights • CRJ-100 and EMB 145 -- 5 feet, 4 inches • MD-80 -- 8 feet, 1 inch • Aircraft parking spaces • Length & wingtip separation • Pushback vs. power-out (turning radius issue) • Cost of push back tugs • Gate use flexibility - can RJs be accommodated at any gate? • Ground service equipment - parking accommodations for baggage conveyors, additional baggage carts, lavatory service equipment • Passenger flow changes • Concessions opportunities