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Dubuque Airport Master Plan Study and Airport Layout Plan Update
City of Dubuque City Council Meeting Action Items # 1. Copyrighted November 15, 2021 ITEM TITLE: Dubuque Airport Master Plan Study and Airport Layout Plan Update SUMMARY: City Manager recommending City Council approval of the Dubuque Regional Airport Master Plan Study and Airport Layout Plan Update recently prepared by Coffman and Associates. SUGGESTED Suggested Disposition: Receive and File; Approve DISPOSITION: ATTACHMENTS: Description Type Airport Master Plan Study and Layout Plan Update- City Manager Memo MVM Memo Airport City Council Memo 11-4-21 Staff Memo Airport Master Plan Update Airport Commission Memo Staff Memo 10-14-21 Airport Master Plan Update Airport Commission Resolutions Resolution Airport Master Plan Chapters 1 - 3 Supporting Documentation Airport Master Plan Chapter 4 Supporting Documentation Airport Master Plan Chapters 5 - 6 Supporting Documentation Airport Master Plan Appendix - F Supporting Documentation Airport Master Plan Appendix G Supporting Documentation Airport Master Plan Appendix H Supporting Documentation THE C Dubuque DUjIBQTE WAWca 914 Masterpiece on the Mississippi � pp aoo�•o 13 Z017*20*2Q19 TO: The Honorable Mayor and City Council Members FROM: Michael C. Van Milligen, City Manager SUBJECT: Dubuque Airport Master Plan Study and Airport Layout Plan Update DATE: November 9, 2021 Airport Director Todd Dalsing recommends City Council approval of the Dubuque Regional Airport Master Plan Study and Airport Layout Plan Update recently prepared by Coffman and Associates. The Dubuque Regional Airport Commission on October 26, 2021 accepted and recommended submitting the Airport Master Plan to the Dubuque City Council for their approval. I concur with the recommendation and respectfully request Mayor and City Council approval. Mic ael C. Van Milligen MCVM:jh Attachment CC' Crenna Brumwell, City Attorney Cori Burbach, Assistant City Manager Todd Dalsing, Airport Director Telephone: (563)589-4233 Fax: (563)589-4108 IF M e-mail: tdalsing@cityofdubuque.org DUBUQUE REGIONAL AIRPORT Memorandum To: Mike Van Milligen, City Manager From: Todd Dalsing, Airport Director Date: November 4, 2021 Subject: City Council Agenda, DBQ Airport Master Plan Study and Airport Layout Plan Update INTRODUCTION The Dubuque Regional Airport hired Coffman and Associates to prepare an Airport Master Plan Study and Airport Layout Plan Update in October 2017. This plan and study are used to evaluate airport needs over the next 20 years. BACKGROUND The Dubuque Regional Airport Master Plan has been prepared to evaluate airport needs and guide facility development over the next 20 years. The plan followed an FAA - prescribed process that included: collection of existing data, aviation demand forecasts, facility needs, alternatives to meet facility needs, and finally, a recommended development concept and capital plan, with public involvement opportunities throughout the process. Airport Staff and Coffman and Associates representatives gave a 30-minute work session presentation to the City Council followed by a question -and -answer period Monday, September 20, 2021. A full copy of the Dubuque Regional Airport Masterplan Study and Airport Layout Plan Update can be found at: https://dubugue.airportstudy.com/master-plan-documents/ The Dubuque Regional Airport Commission on October 26, 2021 accepted and recommended submitting the Airport Master Plan to the Dubuque City Council for their approval. RECOMMENDATION / REQUESTED ACTION Staff recommends that the City Council approve the Dubuque Regional Airport Master Plan Study and Airport Layout Plan Update recently prepared by Coffman and Associates. Q ' Telephone : (563) 589-4233 Fax : (563) 589-4108 Ah�] e-mail: tdalsing@cityofdubuque.org DUBUQUE REGIONAL AIRPORT Memorandum To: Airport Commission From: Todd Dalsing, Airport Director Date: October 14, 2021 Subject: Airport Master Plan INTRODUCTION This action will approve the Airport Master Plan. BACKGROUND An Airport Planning Service Contract Agreement with Coffman and Associates was executed by the Airport Commission on October 16, 2017. DBQ applied for and was approved an FAA AIP Grant April 29, 2019. The following scope of services was performed during the master plan process: Factors likely to affect all air transportation demand segments in the City of Dubuque as well as the northeastern Iowa region over the next twenty years were researched. The analysis included the development of forecasts of airline passengers, air cargo shipments, general aviation activity, University of Dubuque, and military demand elements. Projected needs of airport users for the next twenty years were determined factoring: recent revisions to FAA airfield geometrical design standards, global positioning system (GPS) Next Generation (NexGen) approaches or other new technology, the impact of commercial and general aviation fleet transitions on design standards, and on -going efforts to improve commercial service to the community. This analysis also included considerations of military needs and usage. Recommendations for improvements were determined which will satisfy future airline, air cargo, and general aviation needs, understanding the airport is space constrained. Commercial airline passenger enhancements were also considered with recommendations to provide terminal building spaces, auto parking, and rental car facility improvements. The existing airfield system was analyzed to determine the existing and ultimate runway length required to satisfy the airport's critical aircraft now and into the future. H:\Todd Dalsing\AIP — CIP\AIP- Airport Improvement Programs\AIP 65 - Master Plan Update Accurate base maps of existing and proposed facilities and updated Airport Layout Plan (ALP) drawings consistent with the FAA's Standard Operating Procedure (SOP) No. 2.0 were produced. The digital Geographic Information System (GIS) data will be submitted into FAA's Airport GIS, or AGIS, system as a "New" survey type that updates the existing EALP data in the AGIS system. This task will conform to the Survey Requirements Matrix contained in FAA AC 150/5300-18B (understanding that 18c is now currently available but not in use at this time). The data will be submitted to the FAA AGIS system per the Airport Layout Plan (ALP) column of Table 2-1. Future use and zoning of airport property, instrument approach areas, and nearby developments were reviewed to ensure flight safety and land use compatibility. N ew noise exposure contours were developed, applying current land use compatibility guidelines, local land use controls and plans review, and analysis of land use management techniques. A schedule of development priorities and a program for improvements proposed in the master plan were established, consistent with the FAA's capital improvement program planning. Sustainability efforts, specifically waste and recycling improvements, were considered as part of FAA's updated standards. The Airport Master Plan team was led by Coffman Associates with support from the following firms: Foth — Engineering support products such as cost feasibility and probability analyses as well as physical survey in support of MTZ AGIS products. DKM&G — Financial services including a financial feasibility of future capital/maintenance programs (benefit costs of parking/rental cars not part of Scope Version 2.1). MTZ Geospatial — Aerial photography and GIS products to meet FAA 5300-18B requirements for Airports GIS (AGIS) data submittal. Dr. Lee McPheters — Updated Economic Benefit Survey and Study. Public input was encouraged through Terminal Advisory Committee JAC), public input sessions, media releases and a copy of the Airport Master Plan was provided via web access link during the process. A City of Dubuque City Council work session presentation, discussion and input was completed on September 20, 2021. H:ATodd Dalsing\AIP — CIP\AIP- Airport Improvement Programs\AIP 65 - Master Plan Update RECOMMENDATION Accept 2021 Airport Master Plan and submit recommended approval through Dubuque City Council. BUDGETIMPACT Federal (90%) $537,237 Local (10%) 56,693 Total $596,930 Local match will be drawn from Dubuque Racing Association funds. ACTION TO BE TAKEN Staff respectfully requests Airport Commission: Approve resolution A1600-1-2021 Accepting Airport Master Plan Update and Airport Layout Plan and submit recommendation approval to City of Dubuque City Council. H:\Todd Dalsing\AIP — CIP\AIP- Airport Improvement Programs\AIP 65 - Master Plan Update RESOLUTION NO A1600-1-2021 ACCEPTING THE AIRPORT MASTER PLAN UPDATE AND AIRPORT LAYOUT PLAN PROJECT Whereas, the planning and design for the Airport Master Plan Update and Airport Layout Plan (the Project) has been completed and the Airport Commission has examined the work and is satisfied that the work has been completed according to the terms of the contract and recommends that the Project be accepted; and NOW THEREFORE, BE IT RESOLVED BY THE AIRPORT COMMISSION OF THE CITY OF DUBUQUE, IOWA: Section 1 The recommendation of the Airport Commission is approved, and the Project is hereby accepted. Section 2 The final Airport Master Plan Update and Airport Layout Plan will be submitted to the Dubuque City Council for their acceptance at the November 15, 2021 meeting. Passed, approved and adopted this 26th day of October 2021. Attest: Todd E. Dalsing Airport Director Michael J. P ' lips Airport Commission Chair R 4 Draft Final O ❑uBUQUE REGIONALAIRPORT AIRPORT MASTER PLAN DRAFT FINAL For Dubuque Regional Airport Dubuque, Iowa Prepared for The City of Dubuque M Coffman Associates, Inc. September 2021 DUBUQUE REGIONAL AIRPORT TABLE OF CONTENTS Introduction MASTER PLAN GOALS AND OBJECTIVES.................................................................................................. i-2 MasterPlan Issues...................................................................................................................... i-3 BaselineAssumptions................................................................................................................. i-4 MASTER PLAN ELEMENTS AND PROCESS................................................................................................ i-4 STUDY PARTICIPATION............................................................................................................................ i-7 SWOTANALYSIS...................................................................................................................................... i-7 SWOTDefinitions........................................................................................................................ i-7 SWOTAnalysis............................................................................................................................. i-7 Chapter One — Inventory AIRPORT SETTING..................................................................................................................................1-2 Locale.........................................................................................................................................1-2 LandUse.....................................................................................................................................1-2 TransportationPlans..................................................................................................................1-4 Climate.......................................................................................................................................1-4 AIRPORTHISTORY..................................................................................................................................1-8 FAA Airport Improvement Program (AIP) Projects.....................................................................1-9 AIRPORT ADMINISTRATION.................................................................................................................1-11 ECONOMICIMPACT.............................................................................................................................1-11 THE AIRPORT'S SYSTEM ROLE..............................................................................................................1-11 FederalAirport Planning..........................................................................................................1-12 AVIATION ACTIVITY..............................................................................................................................1-14 Operations...............................................................................................................................1-14 PassengerActivity....................................................................................................................1-17 BasedAircraft...........................................................................................................................1-18 AIRFIELD FACILITIES.............................................................................................................................1-19 Runways...................................................................................................................................1-19 Taxiways...................................................................................................................................1-19 AirfieldLighting........................................................................................................................1-20 AirfieldSignage........................................................................................................................1-23 AirportMarkings......................................................................................................................1-23 NavigationalAids......................................................................................................................1-24 Weather and Communication..................................................................................................1-26 LANDSIDEFACILITIES............................................................................................................................1-26 AircraftAprons/Ramps.............................................................................................................1-29 Passenger Terminal Building....................................................................................................1-29 --_DUBUQUE REGIONAL AIRPORT TerminalCurb...........................................................................................................................1-32 AutomobileParking..................................................................................................................1-32 Fixed Base Operator (FBO) and Specialty Operators................................................................1-33 Airport Buildings/Facilities.......................................................................................................1-34 SupportFacilities......................................................................................................................1-35 Utilities.....................................................................................................................................1-37 AREA AIRSPACE AND AIR TRAFFIC CONTROL.......................................................................................1-37 AirspaceStructure....................................................................................................................1-37 AirspaceControl.......................................................................................................................1-41 FlightProcedures.....................................................................................................................1-42 AreaAirports............................................................................................................................1-43 SOCIOECONOMIC PROFILE...................................................................................................................1-43 Population................................................................................................................................1-44 Economy..................................................................................................................................1-44 Income.....................................................................................................................................1-47 Households..............................................................................................................................1-47 ENVIRONMENTAL INVENTORY.............................................................................................................1-48 AirQuality................................................................................................................................1-48 BiologicalResources.................................................................................................................1-49 Climate.....................................................................................................................................1-51 Department of Transportation (DOT) Act: Section 4(f)............................................................1-52 Farmlands................................................................................................................................1-53 Hazardous Materials, Solid Waste, and Pollution Prevention..................................................1-53 Historical, Architectural, Archaeological, and Cultural Resources............................................1-55 LandUse...................................................................................................................................1-56 Noise and Compatible Land Use...............................................................................................1-56 Socioeconomics, Environmental Justice, and Children's Environmental Health andSafety Risks......................................................................................................................1-58 WaterResources......................................................................................................................1-58 Environmental Inventory Resources........................................................................................1-60 Chapter Two — Forecasts SERVICEAREA........................................................................................................................................2-3 Competing Commercial Service Airports....................................................................................2-4 DBQ Passenger Service Area......................................................................................................2-5 Based Aircraft Service Area........................................................................................................ 2-6 SOCIOECONOMIC TRENDS..................................................................................................................... 2-9 FORECASTING APPROACH....................................................................................................................2-10 NATIONAL AVIATION TRENDS AND FORECASTS...................................................................................2-11 Economic Environment............................................................................................................2-11 U.S. Travel Demand..................................................................................................................2-12 DUBUQUE REGIONAL AIRPORT AVIATIONFORECASTS..........................................................................................................................2-13 FAA Terminal Area Forecast.....................................................................................................2-13 AIRLINE SERVICE FORECASTS...............................................................................................................2-14 FAA Commercial Air Carrier Forecasts......................................................................................2-15 FAA Commercial Aircraft Fleet Forecast...................................................................................2-15 Historical Airline Passenger Activity.........................................................................................2-17 COVID-19 Impacts....................................................................................................................2-18 Regularly Scheduled Airline Enplanement Forecasts................................................................2-22 Regularly Scheduled Airline Fleet Mix and Operations Forecasts.............................................2-30 Nonscheduled Enplanements..................................................................................................2-32 Nonscheduled Air Carrier Charter/Other Air Taxi Operations..................................................2-33 GENERAL AVIATION FORECASTS..........................................................................................................2-34 FAA General Aviation Forecasts...............................................................................................2-34 BasedAircraft...........................................................................................................................2-36 Based Aircraft Fleet Mix...........................................................................................................2-44 General Aviation Operations....................................................................................................2-45 Military Operations Forecast....................................................................................................2-49 Total Operations Adjustment and Forecast..............................................................................2-49 PEAKING CHARACTERISTICS.................................................................................................................2-50 Commercial Airline Peaking Characteristics.............................................................................2-50 TotalOperations Peaking.........................................................................................................2-51 Annual Instrument Approaches...............................................................................................2-51 Forecast Comparison to the Terminal Area Forecast...............................................................2-52 AIRCRAFT/AIRPORT/RUNWAY CLASSIFICATION...................................................................................2-53 Aircraft Classification...............................................................................................................2-53 Airport and Runway Classification............................................................................................2-55 CRITICAL DESIGN AIRCRAFT.................................................................................................................2-58 Airport Critical Design Aircraft.................................................................................................2-59 RunwayDesign Code................................................................................................................2-60 SUMMARY............................................................................................................................................ 2-63 Chapter Three — Facility Requirements PLANNING HORIZONS............................................................................................................................3-2 AIRFIELD CAPACITY................................................................................................................................3-3 Factors Affecting Annual Service Volume...................................................................................3-3 AirfieldCapacity Summary.........................................................................................................3-6 AIRFIELD REQUIREMENTS......................................................................................................................3-7 RunwayConfiguration................................................................................................................3-7 RunwayDesignation...................................................................................................................3-7 RunwayLength.........................................................................................................................3-10 Safety Area Design Standards..................................................................................................3-23 DUBUQUE REGIONAL AIRPORT Runway/Taxiway Separation....................................................................................................3-28 Holding Position Separation.....................................................................................................3-28 Runway Visibility Zone(RVZ)....................................................................................................3-29 Instrument Approach Capability..............................................................................................3-29 VisualApproach Aids................................................................................................................3-29 Airfield Lighting, Marking, and Signage....................................................................................3-30 Weather and Communication Information..............................................................................3-31 Airfield Facility Requirements Summary..................................................................................3-31 PASSENGER TERMINAL COMPLEX REQUIREMENTS.............................................................................3-31 Ticketingand Check-In.............................................................................................................3-35 Airline Operations and Baggage Screening..............................................................................3-36 Passenger Security Screening...................................................................................................3-36 Departure Gates and Holdrooms.............................................................................................3-37 BaggageClaim..........................................................................................................................3-37 TerminalServices.....................................................................................................................3-38 Public Waiting and Greeting Lobby/Circulation.......................................................................3-39 Restrooms................................................................................................................................3-39 Administration.........................................................................................................................3-39 InternalFacilities......................................................................................................................3-40 Commercial Airline Terminal Building Requirements Summary...............................................3-40 GROUND ACCESS REQUIREMENTS.......................................................................................................3-40 Terminal Access Roadway........................................................................................................3-40 Terminal Curb Frontage...........................................................................................................3-40 TerminalVehicle Parking..........................................................................................................3-41 GENERAL AVIATION FACILITIES............................................................................................................3-42 Hangars....................................................................................................................................3-42 AircraftParking Apron..............................................................................................................3-44 General Aviation Terminal Facilities.........................................................................................3-45 SUPPORT FACILITIES.............................................................................................................................3-46 FuelStorage.............................................................................................................................3-46 Aircraft Rescue and Fire Fighting (ARFF)..................................................................................3-47 SUMMARY............................................................................................................................................ 3-48 Chapter Four — Alternatives NON -DEVELOPMENT ALTERNATIVES.....................................................................................................4-2 No-Build/Do-Nothing Alternative...............................................................................................4-2 Relocate Airport Alternative......................................................................................................4-3 Transfer Service to Another Airport Alternative.........................................................................4-4 Non -Development Alternatives Summary..................................................................................4-5 REVIEW OF THE PREVIOUS AIRPORT PLAN............................................................................................4-5 AIRSIDE PLANNING CONSIDERATIONS...................................................................................................4-6 DUBUQUE REGIONAL AIRPORT AirfieldDesign Standards...........................................................................................................4-6 RunwayLength...........................................................................................................................4-9 TaxiwayConfiguration................................................................................................................4-9 OtherConsiderations...............................................................................................................4-10 AIRSIDE ALTERNATIVES........................................................................................................................4-11 AirsideAlternative 1.................................................................................................................4-11 AirsideAlternative 2.................................................................................................................4-15 AirsideAlternative 3.................................................................................................................4-16 AirsideAlternative 4.................................................................................................................4-22 LANDSIDE PLANNING CONSIDERATIONS..............................................................................................4-26 TerminalArea...........................................................................................................................4-26 General Aviation Facilities........................................................................................................4-28 ALTERNATIVES SUMMARY...................................................................................................................4-43 Chapter Five — Recommended Development Concept MASTER PLAN CONCEPT........................................................................................................................5-2 AIRSIDE DEVELOPMENT CONCEPT.........................................................................................................5-2 DesignStandards........................................................................................................................5-2 PrimaryRunway 18-36...............................................................................................................5-6 CrosswindRunway 13-31...........................................................................................................5-7 Taxiway Improvements..............................................................................................................5-7 Airport Traffic Control Tower Relocation.................................................................................5-10 Ancillary Improvements...........................................................................................................5-10 LANDSIDE DEVELOPMENT CONCEPT....................................................................................................5-11 TerminalArea...........................................................................................................................5-11 CargoFacility............................................................................................................................5-11 GeneralAviation......................................................................................................................5-14 Non -Aviation Development......................................................................................................5-17 ENVIRONMENTAL OVERVIEW..............................................................................................................5-19 Potential Environmental Concerns...........................................................................................5-20 LAND USE COMPATIBILITY...................................................................................................................5-29 ExistingLand Use......................................................................................................................5-30 Extraterritorial Jurisdiction.......................................................................................................5-30 ComprehensivePlan................................................................................................................5-30 Zoning......................................................................................................................................5-33 SubdivisionRegulations...........................................................................................................5-37 Airport Overlays and Height Protection Zones.........................................................................5-38 BuildingCode...........................................................................................................................5-38 Non -Compatible Development Analysis...................................................................................5-38 Recommendations...................................................................................................................5-46 PLAN IMPLEMENTATION......................................................................................................................5-47 ---DUBUQUE REGIONAL AIRPORT Chapter Six — Capital Improvement Plan FINANCIALPLAN....................................................................................................................................6-2 ActivityForecast.........................................................................................................................6-2 CAPITAL PROGRAM AND DEVELOPMENT STAGING...............................................................................6-3 ShortTerm Program (Years 0-5).................................................................................................6-6 Intermediate -Term Program (Years 6-10)................................................................................6-10 Long -Term Program (Years 11-20+).........................................................................................6-12 Capital Improvement Program Summary.................................................................................6-13 FUNDING SOURCES OF THE CAPITAL PROGRAM.................................................................................6-14 AIPGrants................................................................................................................................6-14 StateGrants.............................................................................................................................6-18 LocalFunds...............................................................................................................................6-18 FinancialFeasibility..................................................................................................................6-20 SUMMARY............................................................................................................................................ 6-26 EXHIBITS Introduction iAProject Work Flow....................................................................................................................... i-5 Chapter One - Inventory 1AAirport Vicinity Map...................................................................................................................1-3 1BZoning Map................................................................................................................................1-5 1C Climate and Wind Patterns........................................................................................................1-7 1D Historic Aircraft Operations and Based Aircraft.......................................................................1-15 1E Existing Airside Facilities..........................................................................................................1-21 1F Instrument Procedures............................................................................................................1-25 1G Existing Landside Facilities.......................................................................................................1-27 1H Airspace Classification..............................................................................................................1-38 1JVicinity Airspace Map...............................................................................................................1-39 1KVicinity Airports........................................................................................................................1-45 1L Socioeconomic Profile..............................................................................................................1-46 1M Environmental Sensitivities......................................................................................................1-54 Chapter Two - Forecasts 2A Commercial Service Area...........................................................................................................2-7 2B Based Aircraft Service Area........................................................................................................2-8 2C Commercial Air Carrier Forecasts.............................................................................................2-16 2D National U.S. Commercial Fleet Forecasts................................................................................2-19 2E Top Destination Markets..........................................................................................................2-21 2F Enplanement Projection Summary...........................................................................................2-29 DUBUQUE REGIONAL AIRPORT 2G National General Aviation/Air Taxi Forecasts...........................................................................2-37 2H Registered Aircraft Projections................................................................................................2-41 2JForecast Summary...................................................................................................................2-54 2K Aircraft Classification Parameters............................................................................................2-56 2L Aircraft Reference Codes.........................................................................................................2-57 2M Historical Turboprop and Jet Operations.................................................................................2-61 Chapter Three - Facility Requirements 3AAirfield Capacity Factors.............................................................................................................3-4 3B All Weather Windrose/IFR Windrose..................................................................................... 3-8/9 3C Airfield Safety Areas.................................................................................................................3-21 3D Airside Facility Requirement Summary....................................................................................3-32 3E Terminal Building Requirements..............................................................................................3-33 3F Landside Facility Requirement Summary.................................................................................3-49 Chapter Four - Alternative 4AALP Drawing...............................................................................................................................4-7 4BAirside Alternative 1.................................................................................................................4-13 4CAirside Alternative 2.................................................................................................................4-17 4DAirside Alternative 3.................................................................................................................4-19 4EAirside Alternative 4.................................................................................................................4-23 4F Terminal Alternatives 1 & 2......................................................................................................4-29 4G Northeast Landside Alternatives..............................................................................................4-31 4H Southeast Landside Alternative................................................................................................4-33 4J South Central Landside Alternatives...................................................................4-35 / 4-36 / 4-37 4K West Landside Alternatives........................................................................................... 4-39 / 4-41 Chapter Five - Recommended Development Concept 5A Recommended Development Concept......................................................................................5-3 5B2019 Noise Contours................................................................................................................5-25 5D2039 Noise Contours................................................................................................................5-26 5DFuture Land Use.......................................................................................................................5-31 5EZoning Map..............................................................................................................................5-33 5F Draft Land Use Compatibility Zones.........................................................................................5-41 5G Part 150 Noise Compatibility Guidelines....................................................................... 5-43 / 5-44 5H Approach Surface Zoning.........................................................................................................5-45 Chapter Six - Capital Improvement Plan 6A Capital Improvement Plan..........................................................................................................6-5 6BDevelopment Staging.................................................................................................................6-7 DUBUQUE REGIONAL AIRPORT Appendix A GLOSSARY OF TERMS Appendix B FORECAST APPROVAL LETTER Appendix C ECONOMIC BENEFIT ANALYSIS Appendix D SOLID WASTE & RECYCLING PLAN Appendix E ENERGY ASSESSMENT Appendix F ARCHITECTURAL/HISTORIC SURVEY Appendix G AIRPORT LAYOUT PLANS Appendix H OBSTACLE ACTION PLAN Introduction DUBUQUE REGIONAL AIRPORT Airport Master Plan -0 X 4 AA _ 0 INTRODUCTION The Federal Aviation Administration (FAA) recommends that airports update their long-term planning documents every seven to 1❑ years, or as necessary to address local changes at the ppppppwairport. The last full master planning effort for Dubuque Regional Airport (DBQ) was completed in 2005. A minor planning update was completed in 2017. The City of Dubuque, the sponsor of the Dubuque Regional Airport, has received a grant from the FAA to again fully update the airport's master plan. An FAA grant provides 90 percent of the project's fixed fee cost, with the City of Dubuque providing a ten percent match. The airport master plan is being undertaken to re-evaluate DBQ's capabilities and role, to forecast future aviation demand, and to plan for the timely development of new or improved facilities that may be required to meet that demand. The ultimate goal of the master plan is to provide systematic guidelines for the airport's overall maintenance, development, and operation. The study is designed to provide guidance for future development and provide updated justification for projects for which the airport may request funding participation through federal and state airport improvement programs. O'D L REGIONAL AIRPORT Airport Master Plan DUBUQUE REGIONAL AIRPORT The airport master plan is prepared in accordance with FAA requirements, including Advisory Circular (AC) 150/5300-13A, Airport Design (as amended), and AC 150/5070-6C, Airport Master Plans (as amended). It is intended to be a proactive document which identifies and then plans for future facility needs well in advance of actual need. This is done to ensure the City of Dubuque can coordinate project approvals, design, financing, and construction in a timely manner, prior to experiencing the detrimental effects of deteriorating or inadequate facilities. An important outcome of the master plan process is a recommended development plan which reserves sufficient areas for future facility needs. Such planning will protect development areas and ensure they will be readily available when required to meet future needs. The intended outcome of this study is a detailed on -airport land use concept which outlines specific uses for all areas of airport property, includ- ing strategies for increased revenue enhancement. The preparation of this master plan is evidence that the City of Dubuque recognizes the airport as an important transportation and economic asset for the city and the surrounding region as a whole. More- over, the city understands the associated challenges inherent in providing for the airport's unique oper- ating and improvement needs. The cost of maintaining an airport is an investment which yields impres- sive benefits to the local community. With a sound and realistic master plan, DBQ can maintain its role as an important link to the regional, state, and national air transportation systems. Moreover, the plan will aid in supporting decisions for directing limited and valuable city resources for future airport devel- opment. Ultimately, the continued investments in DBQ will allow the City of Dubuque to reap the eco- nomic benefits generated by the airport and previous investments in the facility. MASTER PLAN GOALS AND OBJECTIVES The primary objective of the Dubuque Regional Airport Master Plan is to develop and maintain a finan- cially feasible, long-term development program which will satisfy aviation demand of the region; be com- patible with community development, other transportation modes, and the environment; and enhance employment and revenue for the local area. The most recent planning effort for the airport was in 2017. DBQ's Airport Layout Plan (ALP) has been updated or modified periodically based on capital and/or other improvement completions. This master plan is intended to provide guidance through an updated capital improvement and financial program to demonstrate the future capital investments that will be required by the City. It will also provide justification for new priorities at the airport. During the master plan process, other planning studies in the city and state, as well as aviation plans developed by the FAA, will be consulted to ensure compatibility. DUBUQUE REGIONAL AIRPORT Specific objectives of this airport master planning effort will include, but are not limited to, the following: • Research factors likely to affect all air transportation demand segments in the City of Dubuque as well as the northeastern Iowa, western Wisconsin region over the next twenty years. The anal- ysis will include the development of forecasts of airline passengers, air cargo shipments, general aviation activity, University of Dubuque, and military demand elements; • Identify the facilities necessary to accommodate the demand, including the potential for ex- panded apron areas, additional parking, and extensions to the runways; • Determine projected needs of airport users over the next 20 years, by which to support airport development alternatives; • Recommend improvements which enhance the airport's safety, capacity, and revenue produc- tion to the maximum extent possible, such as additional hangar space and improvements to the airport traffic control tower (ATCT); • Establish a schedule of development priorities and a program for the proposed improvements. • Prioritize the Airport Capital Improvement Program (ACIP); • Prepare a new Airport Layout Plan drawing set in accordance with FAA; • Evaluate the airport's sustainability efforts, including waste and energy reduction efforts as well as recycling practices in accordance with FAA's updated standards; and, • Develop active and productive public involvement throughout the planning process. MASTER PLAN ISSUES The master plan specifically addresses the following issues: • Assist the city, through the Technical Advisory Committee (TAC), in determining a vision for the airport; • Based on the realistic evaluation of the facility in terms of configuration, condition, amenities, location, competition, and forecasted aviation demand, establish goals and priorities for the air- port to meet that vision; • Conduct a Strengths, Weaknesses, Opportunities, and Threats (SWOT) analysis identifying strengths, weaknesses, realistic markets, goals, resources and strategy to move forward. This analysis will factor the strengths and weaknesses of DBQ to include physical and operational fea- tures. The analysis will also present the same for competing airports in the region; • Prepare a detailed evaluation of existing and future commercial passenger and general aviation demand for DBQ based on recent local, regional, and national trends; • Identify airfield alternatives based on goals and opportunities as well as FAA applicable design standards. The analysis will include an evaluation of the airfield geometry to address potential runway incursion hot spots and non-standard conditions; DUBUQUE REGIONAL AIRPORT • Provide a landside development plan that identifies areas for accommodating the forecasted growth of aviation and aviation -related business and, if appropriate, areas for non -aviation rev- enue -producing opportunities. • Assess compatible land use in the vicinity of DBQwith recommendations offered to the city which would further protect the airport's long-term safe and viable operation; • Prioritize preservation and rehabilitation recommendations in order of greatest overall positive impact; • Identify elements of an ongoing maintenance plan; and, • Evaluate the airport's financial conditions including fees/rates, charges, leases, and contracts. BASELINE ASSUMPTIONS A study such as this typically requires several baseline assumptions to be used throughout this analysis. The baseline assumptions for this study are as follows: • DBQ will continue to serve in the FAA role as a primary commercial service airport through the 20-year planning period; • DBQ will continue to accommodate commercial passenger airline operator(s) and general avia- tion tenants, and itinerant and/or local aircraft operations by commercial airlines, airtaxi, general aviation and military operators; • The commercial passenger and general aviation industries will grow through the planning period as projected by the FAA. Specifics of projected growth in the national commercial airline and general aviation industries are contained in Chapter Two — Forecasts; • The socioeconomic characteristics of the region will generally grow as forecasted (see Chapter Two); and, • A federal grant program, either the existing Airport Improvement Program (AIP) or something similar, will be in place through the planning period to assist in funding the airport's future capital development needs. MASTER PLAN ELEMENTS AND PROCESS The Dubuque Regional Airport Master Plan is prepared in a systematic fashion following FAA guidelines and industry -accepted principles and practices, as presented on Exhibit iA. The master plan has six chap- ters that are intended to assist in the evaluation of future facility needs and provide the supporting ra- tionale for their implementation. ort Master Plan INITIATION • Goals and Objectives • Establish Technical Advisory Committee INVENTORY Airport Facilities • Airport Access and Area Socioeconomic Data Airspace and Air Parking, Utilities, and Local Planning and Land U<_ Traffic Activity Aerial Photography AGIS Survey TAC #1 FORECASTS Based Aircraft and Fleet Mix Peaking Characteristics • Commercial Service Annual Operations Critical Aircraft Analysis Demand FACILITY REQUIREMENTS • Design Categories Support Facilities • Hangar Facilities • Aprons Runway Length Taxiways Terminal Building Navigational Aids and Strength • Airfield Capacity TAC #2 W #1 I I AIRPORT ALTERNATIVES Evaluate Development Scenarios a Airside Landside Support TAC #3 RECOMMENDED MASTER PLAN CONCEPT/ ENVIRONMENTAL REVIEW PIW #2 I Detailed Master Plan Facility • Review/Evaluation of NEPA Recycling Plan and Land Use Plans Environmental Categories Energy Assessment Noise Exposure IFINANCIAL PLAN/CAPITAL IMPROVEMENTS Airport Development Schedule Cost Estimates • Airport Capital Economic Benefit Analysis Funding Sources Improvement Plan TAC #4 AIRPORT LAYOUT PLANS 9rr I • Airport Layout Plan Airspace/Approach Drawings Property Map PIW #3 I • Landside Drawing On -Airport Land Use Plan • Land Use Plans _. Introduction I DRAFT FINAL i-5 Exhibit iA PROJECT WORK FLOW --_DUBUQUE REGIONAL AIRPORT Chapter One — Inventory summarizes the existing conditions at the airport. The inventory effort is fo- cused on collecting and assembling relevant data pertaining to the airport and the area it serves. Infor- mation is gathered on existing airport facilities and operations. Local economic and demographic data is collected to define the local growth trends, and environmental information is gathered to identify po- tential environmental sensitivities that might affect future improvements. Planning studies which may have relevance to the master plan are also collected. Chapter Two — Forecasts examines the potential aviation demand at the airport. The analysis utilizes local socioeconomic information, as well as national air transportation trends to quantify the levels of aviation activity which can reasonably be expected to occur at DBQ through the year 2039. The results of this effort are used to determine the types and sizes of facilities which will be required to meet the projected aviation demand at the airport through the planning period. A SWOT analysis will also be con- ducted and will include the input of the TAC. Chapter Three— Facility Requirements comprises the demand capacity and facility requirements analyses. The intent of this analysis is to compare the existing facility capacities to forecast aviation demand and determine where deficiencies in capacities (as well as excess capacities) may exist. Where deficiencies are identified, the size and type of new facilities to accommodate the demand are evaluated. The airfield anal- ysis focuses on improvements needed to safely serve the type of aircraft expected to operate at the airport in the future, as well as navigational aids to increase the safety and efficiency of operations. This element also examines the commercial passenger terminal, general aviation terminal services, hangar, apron, and support needs. Chapter Four —Airport Alternatives considers a variety of solutions to accommodate the projected facility needs. This element proposes various facility and site plan configurations which can meet those needs. An analysis is completed to identify the strengths and weaknesses of each proposed development alternative, with the intention of leading the decision -making process toward a single development concept. Chapter Five — Recommended Master Plan Concept provides both a graphic and narrative description of the recommended plan for the use, development, and operation of the airport. An environmental overview and recycling plan are provided at the end of this chapter. The overview is intended to analyze potential environmental impacts of proposed airport development projects. If any red flags are found, the plan will include recommendations to accommodate mitigation or other methods to meet federal environmental policies and regulations. Chapter Six — Capital Improvement Program provides a proposed capital needs program which defines the schedule, costs, and funding sources for the recommended development projects. The official ALP drawings that are produced as a result of the recommended master plan concept and used by the FAA in determining grant eligibility will be included as an appendix to the master plan. DUBUQUE REGIONAL AIRPORT The planning process also includes capturing and utilizing very detailed survey data sets. Geographical Information Systems (GIS) Services included in the process involves the collection of data to comply with Table 2-1 of Advisory Circular 150/5300-18B, column Instrument Procedure Development. The dataset is a high -precision, digital model of the safety critical features of the airport as defined in 1813, Table 4- 1. The process includes collection of high -resolution aerial photography, high -precision surveys of safety critical airport data (runway ends, NAVAIDS, airport elevation, airspace, obstructions and others), and compilation of collected data into a uniform GIS dataset. The deliverable is a GIS dataset that meets the airport's needs and is acceptable to the FAA. STUDY PARTICIPATION The Dubuque Regional Airport Master Plan is of interest to many within the local community and region. This includes citizens, businesses, community organizations, City officials, airport users, airport tenants, and aviation organizations. As a component of the regional, state, and national aviation systems, DBQ is of importance to both state and federal agencies responsible for overseeing the air transportation system. To assist in the development of the master plan, DBQ management has identified a group of key stake- holders including government representatives, airport users and tenants, and local community leaders to act in an advisory role in the development of the master plan. Members of this Technical Advisory Committee will meet at designated points during the study to review study materials and provide com- ments to help ensure that a realistic, viable plan is developed. Draft working paper materials are pre- pared at various milestones in the planning process. The working paper process allows for timely input and review during each step within the master plan to ensure all issues are fully addressed as the rec- ommended program develops. A series of open house public workshops are also conducted as part of the study coordination effort. These workshops are designed to allow any and all interested parties to become involved and provide input regarding the master plan process. Notices of meeting times and locations are advertised through local media outlets. All draft reports and meeting materials are also made available to the public on the master plan specific website: www.dubuque.airportstudy.com. SWOT ANALYSIS A SWOT analysis is a strategic business planning technique used to identify Strengths, Weaknesses, Op- portunities, and Threats associated with an action or plan. The SWOT analysis involves identifying an action, objective, or element and then identifying the internal and external forces that are positively and negatively impacting that action, objective, or element in a given environment. For this study, the SWOT analysis factors are being applied to DBQ within the confines of the master plan. As a result, it provides a continuous vision and direction for the development of the master plan. -DUBUQUE REGIONAL AIRPORT SWOT DEFINITIONS As previously discussed, this particular SWOT analysis groups information into two categories: • Internal — attributes of the airport and market area that may be considered strengths or weak- nesses to the action, objective, or element. • External — attributes of the industry that may pose as opportunities or threats to the action, ob- jective, or element. The SWOT further categorizes information into one of the following: • Strengths — internal attributes of the airport that are helpful to achieving the action, objective, or element. • Weaknesses — internal attributes of the airport that are harmful to achieving the action, objec- tive, or element. • Opportunities— external attributes of the industry that are helpful to achieving the action, objec- tive, or element. • Threats — external attributes of the industry that are harmful to achieving the action, objective, or element. SWOT ANALYSIS The SWOT analysis for DBQ is based upon information gathered during a kick-off TAC meeting that was conducted in September 2019. As previously discussed, the TAC is a diversified group of airport stake- holders that represent several interests in the airport. A SWOT analysis was conducted with this group to identify key factors that might be addressed in the master plan. A summary of the results from the SWOT analysis exercise is included in Table M. These results were utilized as a means to frame the sub- jective or judgmental processing of the data presented in the master plan. TABLE iA SWOT Analysis Results Dubuque Regional Airr -DUBUQUE REGIONAL AIRPORT • New, modern facility with room for growth • Signage can be difficult to see at times • Strong leadership/staff; partnerships within • Good highway system and proximity to community other airports can contribute to leakage • Good highway access • All flights go through ORD (some travelers • Strong local economy see this as a negative, especially during win- • Competitive pricing ter months) • Free parking • International travel is difficult due to long • Quick security wait times between flights at ORD • Great customer service from airport/airline • Lack of avionics • Variety of tenants/interests on airfield (GA, • Lack of bulk storage/heated hangars commercial, FBO, UD flight school) • Poor corporate growth (revenue) • Good safety record; no Part 139 deficiencies • Runway length can be limiting to some air- • 24/7 ARFF and snow removal craft • Not classified as an Essential Air Service (EAS) fa- • Served by just one airline (American) cility • No shuttle service to/from airport • Easy TSA experience • Lack of awareness of airport within commu- nity • Cost to expand utilities • Public perception of high -ticket costs without factoring in free parking, convenience, etc. • Marketing budeet • Marketing outreach by airport/airlines to coun- • Public perception based on a few bad expe- ter leakage riences • Additional market/airline • Highway access contributes to leakage • Accessibility/shuttle service • Proximity to other airports • Improved awareness of airport • Aging pilots/aircraft • Growing segment with business jets/direct • Expense increases with number of travelers flights (i.e., families) • Flight school outreach through airline • Community hangars • Educational programs at the high school and col- leee levels Kam CHAPTER Inventory VF I k DUBUQU N a) i t REGIONAL AIRPORT Airport Master Ran St �1 CHAPTER ONE INVENTORY To produce a realistic and adequate plan for future growth at Dubuque Regional Airport (DBQ), it is essential to understand ppppppp� the framework within which the airport functions. An initial task within this master plan consists of gathering data to provide a clear defini- tion of the airport's physical and operational features, including facilities, users, and activity levels, as well as specific information related to the airspace, air traffic ac- tivity, adjacent land use and zoning, and role of the airport. The information that follows formed the baseline for developing this report. The initial action necessary in preparing a master plan is the collection of all pertinent data that relates to the area served by DBQ, as well as the airport itself. This inventory was conducted using the following sources of information: DUBUQUE REGIONALAIRPORT Airport Master Plan ❑UBUQUE _A REGIONAL AIRPORT • Airport Certification Manual (ACM), Dubuque Regional Airport, October 2006, with subsequent updates • Dubuque Regional Airport Master Plan, 2005 • Iowa Aviation System Plan 2010-2030 Technical Report, 2010 • Dubuque County Regional Comprehensive Plan, 2013 • City and county websites • Airport communication and on -site visits • Aerial and ground photography • Interviews with airport staff, tenants, and users • Federal, state, and local publications • Project record drawings AIRPORT SETTING LOCALE DBQ is located approximately eight miles south of the City of Dubuque in northeastern Iowa. The city is situated along the Mississippi River on the borders of Iowa, Wisconsin, and Illinois and is the county seat of Dubuque County. The city has an estimated population of 58,410.1 The broader Dubuque Metropoli- tan Statistical Area (MSA), which consists of Dubuque County, has an estimated population of 96,571. The City of Dubuque has a land area of 31.63 square miles. It is the oldest city in Iowa and one of the oldest settlements west of the Mississippi River. Dubuque is home to the University of Dubuque, which offers internationally accredited aviation programs in a variety of disciplines. State Highway 20 provides east/west access to the city, and State Highways 52 and 61 connect Dubuque to northern and southern points. Exhibit 1A depicts the regional setting. DBQ is the only public -use airport in Dubuque County; the only other airport in the county is Anderson Airport (A54), which is a private -use facility. LAND USE DBQ is situated on more than 1,100 acres at an elevation of 1,076 feet mean sea level (MSL). A variety of land uses surround the airport, including agriculture, residential, industrial, and highway business. Area land use surrounding the airport can have a significant impact on operations and growth. Under- standing the land use issues surrounding the airport will assist in making appropriate recommendations for the future sustainability of DBQ in terms of economic development and environmental compatibility. 'Source: U.S. Census Bureau, 2017 Population Estimate ort Master Plan _r Northwood 5. Ge herviIle Buffalo Center Saint Ansgar Cresco Lansing orge Forest City - Manly Osage Decorah Waukon Rock Valley Sheldgn_ Clear Lake Masson City ar Calmar Sioux Center 1 �rEmmetsburvg Britt Game" m Nora Springs Charles City Postville H iwarden 'Orange City I Algona New Hampton Alton Paulllna m Nashua Fredericksburg West Union m -- Sheffield Greene Sumner Fayette .Elk e ron Marcus • Laurens Belmond a� r. . Le Mars Remsen Cherokee Clarion - Clarksville y Tripoli"a..:-r"�' Pocahontas Hum@oldt Hampton Waverl Oelweim F Alta Eagle Grove Shell Rock Denver Storm Lake 9 e Kingsley Newell Sioux City Manson '-5 Iowa Falls _ Dubuque Y PG Holstein41. , Fort Dodge Webster City Cedar Falls Evansdale Independence Manche,te, $pt City Farley Sergeant Bluff . Ida GrRockwell City Grundy Center Hudson — Lake View Jewell Eldora Reinbeck La Porte Cit � ,a& W Lake City - c Bellevue Sloan - Story City m Conrad G vlonticello a Treer Ma [ - Roland s Carroll 0 den Boone , • s r ' 9 Marshalltown Mann a uoketa On w �•,; � � Glidden s Ames State Center -_---- 9 Preston Vr "D¢n Yon Jefferson m Toledo Cedar Rapids _ Manning Coon Rapids Madrid Huxley Tama Belle Plaine Mount Vernon Dunlap Perry Woodward m Marengo' �, Solon ® DeWitt Ca Clinton Woodbine ® Audubon ,' Ankeny I Grinnell � North Liberty Tipton ma`s. Panora Dallas Cent Bondurent Newton Brooklyn Logan Harlan Guthrie Center l -- Colfax a0 Williamsburg Iowa City_ El"idge A�el Altoona Prairie City Montezuma Walcott Le Claire Y, ` My ouri Valleyr Stuart Des Moines Monroe Davenport y+_ West Liberty Avoca "= Carlisle New Sharon Wellman Kalona Buffalo Atlantic Anita Norwalk .� Pella Muscatine _ _-.,m �Y Indianola Pleasantvillei, Greenfield Winterset Knoxville Oskaloosa Si ourne Oakland 4 Y Columbus Junction Council Bluffs Grlsuvold M Washington WapeEddyville *' Winfield o Glenwood Red Oak a Creston a Albia Malvern Corning Osceola Chariton p Ottumwa Fairfield Mount Pleasant Mediapolis Villieca D a Lenox m Eldon New London \ . A . Burlington _ Sidney WShenandoah Clarinda' Mount Ayr �Le Corydon Bloomfield g Centerville Keosauqua West Point @rrdford - Fort Madison HambuJ4. ,Lt.:•j. i;,.; d.'..f:.L,v:t_. Keokuk 4. ' ^t - tJiF Dubuque .T_ `1 f .' US Hi W gh-w_ay20 1 a • - * f - -ad Inventory I Draft Final 1-3 Exhibit 1A AIRPORT VICINITY MAP ❑UBUQUE _A REGIONAL AIRPORT Exhibit 113 presents the land use plan sourced from Dubuque County Planning and Zoning Department. Land to the south, west, and northeast of the airport is zoned Agricultural, shown in pink on the map. North of U.S. Highway 151, the light green shading represents Rural Residential areas, along with a small pocket just west of the intersection with Highway 61, which is zoned Industrial and shown in orange. Single Family Residential zoning lies to the east of Highway 61 and is shown in blue shading. TRANSPORTATION PLANS The Dubuque County Regional Comprehensive Plan, adopted in January 2013, outlines the county's de- velopment plans and vision for the future. Within the Transportation section, Goal 7 focuses on DBQ specifically: "To provide safe and efficient airport services to the community and the region, in coordination with the Airport Master Plan." The Comprehensive Plan goes on to identify eight objectives pertaining to this transportation goal. Ob- jective 7.1 aims to "Promote the Dubuque Regional Airport as the center of airline passenger activity for northeast Iowa, northwest Illinois, and southwest Wisconsin." To accomplish this, the county is commit- ted to expanding aviation services and development at the airport, as well as coordinating with local officials, businesses, and citizens to promote the airport, as detailed in other objectives within the Com- prehensive Plan. CLIMATE Knowledge of climate and typical regional weather conditions greatly enhances a pilot's flying capabili- ties. Likewise, the ability to prepare for these conditions enhances the use of an airport. High surface temperatures and high humidity increase runway length requirements. Runway orientation is depend- ent on predominant wind patterns for the area. Cloud cover percentages and frequency of other climatic conditions also determine the need for navigational aids and lighting. Dubuque's climate is described as humid continental, with four distinct seasons. Exhibit 1C summarizes climatic data sourced from the National Oceanic and Atmospheric Administration (NOAA) Dubuque Re- gional Airport automated surface observation system (ASOS) weather station. Temperature and precip- itation data are sourced from the Dubuque Regional Airport ASOS (station ID: USW00094908) from the period 1980-2010. Wind data presented represents 128,159 total weather observations for the period beginning January 1, 2009, through December 31, 2018, also sourced from the airport ASOS. This data shows an average annual high temperature of 72.0 degrees and an average annual low temperature of 19.0 degrees. July is the warmest month of the year with average highs reaching the low 80s, and January is the coolest month of the year with average lows in the teens. Precipitation is most plentiful during the months of June and August, which average 4.4 inches of precipitation each month. The region experi- ences significant snowfall amounts, totaling 41.9 inches during the winter months on average each year. Wind patterns for the airport indicate winds are typically out of the northwest. Wind speeds reach their peak in the springtime, with April averaging the fastest wind speeds at 10.57 knots. AC Airport Commercial - Airport Operations Airport Agricultural A-1 Agricultural R-1 Rural Residential - Single Family Residential Mj= Industrial Agricultural Residential Business B-2 Highway Business C-1 Conservancy C-1 Planned Complex ® Heavy Industrial Source: Dubuque County Planning and Zoning Department N Chi R-1 C-1 R-2 C-1 DUBUQUE REGIONAL AIRPORT C-1 ' R=1 A-1 A-1 A-1 i c-1 � A-1 _ R-2 A-1 R-2 V 1 ATf A-1 M- -1 - JAA. R-1 Ciro A-1 R-2 z R-1 `V A-1 C-1 A-1 __ I AC A-1 A-1 AC dh A-1 A-1 This page intentionally left blank 100 80 3 60 a 40 ~ 20 5 4.5 4 1 .5 14 N G1 c 10 m 6 a CA DUBUQUE REGIONAL AIRPORT MONTHLY TEMPERATURES 78.5 81.9 79.8 69.1 683 72 70 72A 58.2 58.8 60 as.2 as.4 50 aa.z 79.8 36.7 26.7 31.6 35A 30.2 Average High 19 23.7 6 Average Temperature zz.a 11.2 .S Average Minimum 15.3 Jan Feb Mar April May June July Aug Sept Oct Nov Dec MONTHLY PRECIPITATION K 12 10 4 2 Jan Feb Mar April May June July Aug Sept Oct Nov Dec SNOWFALL Jan Feb Mar April May June July Aug Sept Oct Nov Dec MONTHLY WIND DATA Jan Feb Mar April May June July Aug Sept Oct Nov Dec Source: 1980-2010 NOAA Monthly Normals Station ID: Dubuque Regional Airport, IA USW00094908 ❑UBUQUE REGIONAL AIRPORT Table 1A details weather conditions at the airport over a continuous ten-year period. Visual meteoro- logical conditions (VMC) at DBQ occur 88.34 percent of the time. When under VMC conditions, pilots are able to operate using visual flight rules (VFR) and are responsible for maintaining proper separation from objects and other aircraft. Instrument meteorological conditions (IMC) account for all-weather condi- tions less than VMC conditions that still allow for aircraft to safely operate under instrument flight rules (IFR). Under IFR, pilots rely on instruments in the aircraft to accomplish navigation. IMC conditions occur approximately 6.33 percent of the time. When weather conditions are lower than the available approach minimums, the airport is essentially closed to traffic. Less than IMC conditions are present approximately 5.33 percent of the time. TABLE 1A Weather Conditions Dubuque Regional Airport . . 6 Cloud Ceiling Visibility Percent of Total VMC > 1,000' AGL > 3 statute miles 88.34 IMC > 500' AGL and < 1,000' AGL 1-3 statute miles 6.33 PVC < 500' AGL < 1 statute mile 5.33 VMC - Visual Meteorological Conditions PVC - Poor Visibility Conditions IMC - Instrument Meteorological Conditions AGL - Above Ground Level Source: National Oceanic and Atmospheric Administration (NOAA) - National Climatic Data Center. Airport observations from January 2009 — December 2018 AIRPORT HISTORY Aviation history in Dubuque dates back to 1928, when community leaders leased a field near Nutwood Park, north of the city. A turf runway was established, but hills surrounding the airport made it difficult for pilots to safely use the airstrip. In 1934, the airfield was abandoned, and the city's first municipal airport was opened on a new site at City Island. This location, too, proved hazardous and was ultimately decommissioned in 1948. That same year, Dubuque Municipal Airport began operations at its present- day location, with the official dedication taking place in October 1948. Facilities were developed and expanded during the years following the airport's opening, and commer- cial service first became available in 1955 with Ozark Air Lines providing passenger flights. A new terminal building was constructed in 1968 and the airport traffic control tower (ATCT) added in 1973. In 1988, the terminal building was updated, and the airport became known as Dubuque Regional Airport. The 1990s experienced record enplanements at DBQ, highlighting the need for a new and expanded terminal building and other facilities. A Terminal Area Study was completed in 2003, with subsequent studies pertaining to the new terminal taking place throughout the 2000s. Site work on the new terminal began in 2011, and it was opened to the public in June 2016. DUBUQUE REGIONAL AIRPORT The airport currently (2019) offers daily service to Chicago O'Hare via American Airlines' regional carrier, Envoy Air. Charter services are also available from Sun Country Airlines, with direct flights to Biloxi, MS and Laughlin, NV. A timeline of the airport's commercial service is available in Figure 1A. Midwest Aviation Iowa Airways Great Lakes American Eagle United Express Northwest Airlink Q Iowa Airways Eastern Air -Mid American Central United Express Ozark DBQ Commercial Service History _1 '781980 1985 1990 1995 2000 2005 2010 2015 118 Year Figure 1A DBQ Commercial Service History FAA AIRPORT IMPROVEMENT PROGRAM (AIP) PROJECTS To assist in funding capital improvements, the FAA has provided funding assistance to the airport through the Airport Improvement Program (AIP). The AIP is funded through the Aviation Trust Fund, which was established in 1970 to provide funding for aviation capital investment programs (aviation development, facilities and equipment, and research and development). The Trust Fund also finances a portion of the operation of the FAA and is funded by user fees, taxes on airline tickets, aviation fuel, and various aircraft parts. Table 1113 summarizes FAA AIP grants for Fiscal Year (FY) 1999 through FY 2017. The FAA has granted more than $45.4 million for improvements at DBQ over 18 years. -W DUBUQUE REGIONAL AIRPORT TABLE 1B FAA AIP Grant History FY1982-2015 Dubuque Regional Airport 23 Extend Runway (Phase II) $367,856 24 Extend Runway (Phase III) $1,247,085 25 Rehabilitate and Extend Runway (Phase IV); Improve Runway Safety Area; Reconstruct Taxiway; Install $2,430,000 _Alb� Partial Instrument Approach Aid (Design Only); Install Runway Sensors 26 Rehabilitate Runway $3,557,019 27 Rehabilitate Runway; Install Partial Visual/Vertical Guidance System, Phase II $809,203 28 Conduct Terminal Building Study $36,000 29 Install Perimeter Fencing $226,867 30 Relocate Glide Slope; Install Localizer, Outer Marker, and Medium Intensity Approach Light System with $1,476,000 Rail (MALSR) on Rwy 36, Phase III 31 Rehabilitate Taxiway $739,124 31 Rehabilitate Taxiway Lighting $248,537 31 Security Enhancements $29,489 32 Acquire Snow Removal Equipment (SRE) $612,000 33 Conduct Misc. Study; Conduct Environmental Study $261,000 34 Master Plan Update $169,389 35 Conduct Misc. Study $24,219 36 Acquire SRE $433,242 37 Improve Terminal Building; Install Misc. NAVAIDS $652,288 38 Improve SRE Building (Expand/terminal security access) $636,280 39 Conduct Misc. Study (Drainage) $46,550 40 Acquire Aircraft Deicing Equipment; Acquire Aircraft Rescue & Fire Fighting (ARFF) Vehicle $820,264 41 Acquire Equipment $241,347 42 Conduct Misc. Study (PCI Study) $28,167 43 Improve Runway Safety Area (RSA) -13/31 $47,952 44 Safety Management System (SMS) Program $95,000 45 Construct Terminal Building (Land) $1,429,000 46 Construct Terminal Building (Design - site work) $794,818 47 Improve RSA (Phase 2 Design) -13/31 $207,623 48 Improve RSA (Construction) -13/31 $743,772 51 Construct Terminal Building (Design - site work & grading, entrance road, terminal apron, terminal $1,944,471 building, landside circ loop/parking, water/wastewater, parallel/connecting twy, service road) 52 Collect airport data for Airports Geographic Information System $456,000 53 SMS Program $208,930 54 Conduct Misc. Study (PCI Study) $29,070 49 Construct Terminal Building (Terminal facility) $3,605,165 50 Rehabilitate Taxiway (taxilane around t-hangar) $387,677 55 Construct Terminal Building (Terminal facility - construct building) $7,082,854 56 Construct Terminal Building (Terminal facility - construct apron) $2,803,094 57 Construct Terminal Building (Utilities) $1,987,313 59 Construct Terminal Building (Passenger boarding bridge, baggage handling system, FIDS/BIDS, fixed ter- $1,948,722 minal furnishings and equipment) 58 Construct Terminal Building $5,029,230 60 Construct Terminal Building $556,508 i 61 Construct Terminal Building $923,643 62 Conduct Misc. Study $45,180 63 Construct Terminal Building $788,868 64 SRE Acquisition $817,492 65 Master Plan Update $503,937 Total $47,528,245 Note: All AIP funded projects included a locally funded match. Source: Airport and FAA grant history records DUBUQUE REGIONAL AIRPORT AIRPORT ADMINISTRATION The airport is owned by the City of Dubuque and operated and managed by the Airport Commission, which functions as a department within the city government. The Commission consists of five members appointed by the City Council for four-year terms and serves to manage, control, and operate DBQ. Board meetings are held on the fourth Monday of each month in the Dubuque Jet Center Conference Room. Day-to-day operations of DBQ are overseen by the Airport Director and a staff which includes operations, maintenance, fixed base operator (FBO), accounting, and marketing personnel. The Airport Director is also assisted by three standing taskforces dedicated to air service development, advertising, and general aviation. The Airport Administration office is open Monday through Friday from 8:00 a.m. to 5:00 p.m. ECONOMIC IMPACT In 2009, a report was published by the Iowa Department of Transportation (DOT) to identify the impact and relationship of airports in Iowa with the statewide economy. A summary of DBQ's economic impact is provided in Table 1C. The airport's current economic impact is included as Appendix C to this report. TABLE 1C 2009 Economic Impacts Dubuque Reeional Airm Employment 248 135 383 Annual Payroll $8,190,900 $5,081,100 $13,272,000 Annual Output $20,830,200 13,556,000 $34,386,200 Annual Commercial Service Visitor Expenditures $3,540,792 Annual General Aviation Visitor Expenditures Mj $1,476,200 Source: The Uses and Benefits of Aviation in Iowa, 2009 THE AIRPORT'S SYSTEM ROLE Airport planning takes place at the local, regional, state, and national levels. Each level has a different emphasis and purpose. On the national level, Dubuque Regional Airport is included in the National Plan of Integrated Airport Systems (NPIAS). On the state level, the airport is included in the Airport System Plan. The local planning document is the Airport Master Plan, which was last updated in 2005. DUBUQUE REGIONAL AIRPORT FEDERAL AIRPORT PLANNING The role of the federal government in the development of airports cannot be overstated. Many of the nation's existing airports were either initially constructed by the federal government or their develop- ment and maintenance was partially funded through various federal grant-in-aid programs to local com- munities. In large measure, the system of airports existing today is due, in part, to the existence of fed- eral policy that promotes the development of civil aviation. As part of a continuing effort to develop a national airport system to meet the needs of civil aviation and promote air commerce, the United States Congress has continually maintained a national plan for the development and maintenance of airports. The current national airport system plan is the NPIAS 2019-2023. A primary purpose of the NPIAS is to identify the airports that are important to national transportation, which includes all commercial service airports, all reliever airports, and selected general aviation airports. The NPIAS identifies 3,328 public - use airports (3,321 existing and 7 proposed) which are eligible to receive development grants under the FAA Airport Improvement Program (AIP). Dubuque Regional Airport is classified as a nonhub primary commercial service airport in the NPIAS. The term "hub" is used by the FAA to identify very busy commercial service airports as measured by passen- ger enplanements (boardings). Primary commercial service airports are grouped into four categories. Large hubs are those airports that each account for at least one percent of total U.S. passenger enplane- ments; medium hubs account for between 0.25 percent and one percent; small hubs account for be- tween 0.05 percent and 0.25 percent; and nonhubs account for less than 0.05 percent of all enplane- ments, but more than 10,000 annual enplanements. There are 247 nonhub primary commercial service airports that together account for 3.3 percent of all enplanements. These airports are used heavily by general aviation aircraft, with an average of 87 based aircraft. Table 1D presents the types of airports included in the NPIAS. TABLE 1D Source: 2019-2023 National Plan of Integrated Airport Systems (NPIAS) ❑UBUQUE REGIONAL AIRPORT 14 CFR Part 139 Certification An airport must have an Airport Operating Certificate (AOC) if it is serving air carrier aircraft with more than nine seats or serving unscheduled air carrier aircraft with more than 30 passenger seats. 14 CFR Part 139 (Part 139) describes the requirements for obtaining and maintaining an AOC. This includes meeting various Federal Aviation Regulations (FARs). Airports are classified in the following categories based on the type of air carrier operations served: • Class I Airport — an airport certificated to serve scheduled operations of large air carrier aircraft (31 passenger seats or more) that can also serve unscheduled passenger operations of large air carrier aircraft and/or scheduled operations of small air carrier aircraft. DBQ is a Class I Airport. • Class II Airport — an airport certificated to serve scheduled operations of small air carrier aircraft (10 to 30 passenger seats) and unscheduled passenger operations of large air carrier aircraft. A Class II Airport cannot serve scheduled large air carrier aircraft. • Class III Airport — an airport certificated to serve scheduled operations of small air carrier aircraft. A Class III Airport cannot serve scheduled or unscheduled large air carrier aircraft. • Class IV Airport — an airport certificated to serve unscheduled passenger operations of large air carrier aircraft. A Class IV Airport cannot serve scheduled large or small air carrier aircraft. The regulation (which implemented provisions of the Airport and Airway Development Act of 1970, as amended Nov. 27, 1971) set standards for: the marking and lighting of areas used for operations; fire- fighting and rescue equipment and services; the handling and storing of hazardous materials; the iden- tification of obstructions; and safety inspection and reporting procedures. It also required airport oper- ators to have an FAA -approved Airport Certification Manual (ACM). A Class I Airport must comply with all sections of Part 139. The ACM is a required document that defines the procedures to be followed in the routine operation of the airport and for response to emergency situations. The ACM is a working document that is updated annually. It reflects the current condition and operation of the airport and establishes the responsibility, authority, and procedures as required. There are required sections for the ACM covering administrative detail and procedural detail. Each section independently addresses: who (primary/secondary), what, how, and when as it relates to each element. The administrative sections of the ACM cover such elements as the organizational chart, operational responsibilities, maps, descriptions, weather sensors, access, and cargo. The procedural elements cover such items as paved and unpaved areas, safety areas, lighting and marking, communications and navi- gational aids, airport rescue and firefighting (ARFF), handling of hazardous material, utility protection, public protection, self -inspection program, ground vehicle control, obstruction removal, wildlife man- agement, and construction supervision. DBQ has a current, approved ACM, which was most recently revised on February 27, 2017. ❑UBUQUE _A REGIONAL AIRPORT AVIATION ACTIVITY Records of airport operational activity are essential for determining required facilities (types and sizes), as well as eligibility for federal funding. Airport and tower staff and the FAA record key operational sta- tistics, including aircraft operations, enplaned passengers, and based aircraft. Analysis of historical activ- ity levels aid in projecting future trends which will enhance the airport's ability to plan for facility de- mands in a timely manner. The following sections detail specific operational activities. OPERATIONS Aircraft operational statistics at the airport are recorded by the airport traffic control tower (ATCT). The ATCT is owned and operated by Midwest ATC and is the only contract tower in the State of Iowa. The tower is operated daily from 6:00 a.m. to 8:00 p.m. Among other duties, the ATCT counts aircraft operations, which are defined as either a takeoff or a landing. Aircraft operations are segregated into four general categories: air carrier, air taxi, military, and general aviation. Air carrier operations are performed by com- mercial airline aircraft with greater than 60 seats. Air taxi operations are generally associated with com- muter aircraft, but also include for -hire and/or fractional ownership operated general aviation aircraft. Military operations are those conducted by airplanes and helicopters with a military identification. General aviation includes all other aviation activity from small ultralights to large business jets. Records of airport operational activities are essential for determining required facilities (types and sizes), as well as eligibility for federal funding. A detailed account of aircraft operations (takeoffs and landings) for DBQ is available dating back to 1990. Exhibit 1D provides a summary of operational statistics, includ- ing the breakdown of itinerant and local operations. According to the historical data, DBQ had its peak commercial operations (air carrier and air taxi) levels in 1999 with close to 9,400 operations. Those fig- ures have since declined to 1,914 in 2018. Total operations peaked in 1990, at over 64,000 operations, and remained steady for three years before declining throughout the mid-90s. Since a low of 34,356 operations in 1996, total operations steadily increased until 2008, when they dropped slightly to 51,527 operations. The 2010s have shown fluctuations in airport operations, with a low of 42,304 in 2012 and a high of 56,959 in 2017. The airport closed out 2018 with a reported 56,344. Total operations for 2017 and 2018 represent the airport's highest totals since 1992. Operations are further sub -categorized as either itinerant or local. Itinerant operations are those made by aircraft which arrive from or depart to destinations outside the local operating area. Local operations are associated primarily with touch-and-go or pilot training activity. Over the past 25 years, itinerant operations have averaged approximately 57 percent of total operations with local operations averaging approximately 43 percent. An examination of monthly total operations at DBQ from January 2014 through December 2018 shows some seasonal fluctuations over the course of the year. Winter months typically have the lowest activity, with another dip occurring in late spring and summer. The busiest months in terms of operations are in the early spring and fall, coinciding with the University of Dubuque's flight training program. Over this time period, the airport has averaged 4,385 operations per month. MONTHLY OPERATIONS (2018) Itinerant • Air Air General Total . Month Carrier Taxi Aviation Military Itinerant Civil Military Total • . Jan 4 172 1,597 4 1,777 3,134 2 3,136 4,913 Feb 0 138 1,783 8 1,929 2,773 2 2,775 4,704 Mar 2 160 2,062 5 2,229 3,448 2 3,450 51679 Apr 4 165 2,218 5 2,392 3,083 2 3,085 5,477 May 2 114 1,777 27 1,920 1,460 3 1,463 3,383 Jun 4 123 1,575 7 1,709 1,318 2 1,320 3,029 Jul 1 166 2,288 46 2,501 1,244 0 1,244 3,745 Aug 4 169 1,730 11 1,914 1,286 0 1,286 3,200 Sept 0 159 2,792 32 2,983 2,677 10 2,687 5,670 Oct 4 197 2,772 6 2,979 3,620 4 3,624 6,603 Nov 5 152 2,129 0 2,286 4,190 4 4,194 6,480 Dec 2 167 1,356 12 1,537 1,924 0 1,924 3,461 ANNUAL OPERATIONS Itinerant • Air Air General Total Year Carrier Taxi Aviation Military Itinerant Civil Military Total • • • 1990 5 7,414 28,638 383 36,440 27,876 142 28,018 64,458 1991 87 7,640 27,963 222 35,912 26,128 20 26,148 62,060 1992 28 8,073 29,936 269 38,306 27,008 30 27,038 65,344 1993 371 8,100 23,026 284 31,781 19,839 84 19,923 51,704 1994 180 6,565 20,242 226 27,213 14,321 97 14,418 41,631 1995 99 6,667 20,087 150 27,003 11,849 174 12,023 39,026 1996 59 5,326 17,952 77 23,414 10,926 16 10,942 34,356 1997 41 5,586 19,309 123 25,059 16,114 14 16,128 41,187 1998 18 6,770 20,243 98 27,129 18,480 14 18,494 45,623 1999 2 9,389 22,714 84 32,189 13,124 40 13,164 45,353 2000 6 8,850 21,302 64 30,222 14,424 10 14,434 44,656 2001 0 6,946 21,333 112 28,391 19,434 126 19,560 47,951 2002 42 5,058 24,905 49 30,054 23,566 24 23,590 53,644 2003 38 4,049 27,407 61 31,555 22,041 28 22,069 53,624 2004 28 3,630 28,585 124 32,367 22,949 12 22,961 55,328 2005 28 3,959 25,877 72 29,936 25,049 37 25,086 55,022 2006 4 4,117 26,651 110 30,882 22,980 16 22,996 53,878 2007 8 3,961 26,287 152 30,408 23,312 48 23,360 53,768 2008 4 4,415 24,377 154 28,950 22,537 40 22,577 51,527 2009 14 3,719 23,657 141 27,531 20,298 96 20,394 47,925 2010 18 2,811 23,135 163 26,127 23,588 37 23,625 49,752 2011 24 2,776 21,639 186 24,625 22,204 37 22,241 46,866 2012 24 2,016 19,891 145 22,076 20,167 61 20,228 42,304 2013 35 1,811 21,490 100 23,436 24,313 102 24,415 47,851 2014 19 1,792 20,017 54 21,882 23,155 88 23,243 45,125 2015 23 1,809 22,375 96 24,303 27,636 66 27,702 52,005 2016 28 1,992 21,756 121 23,897 28,692 54 28,746 52,643 2017 27 2,105 23,374 87 25,593 31,286 80 31,366 56,959 2018 32 1,882 24,079 163 26,156 30,157 31 30,188 56,344 Sources: The Operations Network (OPSNET) for years 1990-1999; Airport Records for years 2000-2018 BASED AIRCRAFT Number Year of Aircraft 1990 46 1997 1998 63 1999 2008 74 2009 74 2010 74 1 am FA 6 3 O t 5 z O 4 Q LU w a 3 O J H 2 z O 2 DUBUQUE REGIONAL AIRPORT MONTHLY OPERATIONS JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC Total Itinerant Total Local Total Operations ANNUAL OPERATIONS 80 a 70 s° 60 c N 50 z O Q 40 a 30 O J Q 20 z 10 '90'91'92'93'94 '96'97'98'99 '01'02'03'04 '06'07'08'09 '11'12'13'14 '16'17'18 1995 2000 2005 2010 2015 Total Itinerant Total Local Total Operations BASED AIRCRAFT 125 100 I- LL U 75 Q w N Q 00 50 25 1- 1 '90'91'92'93'94 '96'97'98'99 '01'02'03'04 '06'07'08'09 '11'12'13'14 '16'17'18 1995 2000 2005 2010 2015 1995 2000 2005 2010 2015 This page intentionally left blank ❑UBUQUE REGIONAL AIRPORT PASSENGER ACTIVITY Passenger traffic is collected and analyzed by recording the number of passengers who arrive (deplane) or depart (enplane) commercial service aircraft. Enplanement levels are the primary consideration by the FAA when determining certain available funding levels. Passenger enplanement figures are used to determine terminal building space capacities, automobile parking requirements, automobile access ca- pacities, etc. The FAA provides annual entitlement funds based upon the level of enplanements reached at the airport. Passenger counts on each flight are recorded by the airlines and reported to the airport and the FAA on a monthly basis. Charter enplanements, such as those occurring through general aviation facilities at DBQ, are also reported to the FAA. Since deregulation of the airlines occurred in 1978, passenger enplanements peaked in 2000 at 58,326 enplanements. A sharp decline occurred in 2003, coinciding with the fallout of the events of 9/11, when 38,599 enplanements occurred. Enplanement levels rebounded somewhat in 2006 and 2007, before de- clining once again in 2009-2010 due to the Great Recession. Since 2013, passenger enplanements have steadily increased, with 38,198 recorded in 2018. Historical enplanements are illustrated on the follow- ing page in Figure 113. Calendar year 2018 enplanements by each operator are detailed in Table 1E. Envoy Air, which is a re- gional carrier for American Airlines, accounted for approximately 96 percent of all enplanements at DBQ. Charter operators account for the remaining enplanements. TABLE 1E Enplanements by Operator - 2018 Dubuque Regional Airport OPERATO OCTNOVDEC• Envoy Air' 3,136 2,750 3,252 3,230 2,534 2,816 3,674 3,382 3,392 3,705 3,126 3,201 38,198 Sun Country Charters 275 0 165 161 111 126 140 84 138 214 101 0 1,515 TOTAL• ' American Airlines feeder Source: Dubuaue Regional Airport records. 70 60 50 D O 40 c a) 30 W c Q 20 C w fit] ❑UBUQUE REGIONAL AIRPORT Enplanement History ub &Spoke cession AML con nomic rc sslon , LRe o e ■ al; "fi-rFAA IMF '78 1980 1985 1990 1995 2000 Year Figure 1B DBQ Enplanement History BASED AIRCRAFT 2005 2010 2015 18 Identifying the current number of based aircraft is important to the master plan analysis as this number helps determine existing demand for several different aviation facilities, including aircraft storage hangar space, parking aprons, pilot and passenger services, and various other aircraft support facilities. Historic data for based aircraft was retrieved from several sources, including the FAA's Terminal Area Forecast (TAF) and from the airport's current based aircraft records. This based aircraft data from 1990 to 2018 shows based aircraft fluctuated between 46 and 64 from 1990 to 2000, then grew significantly to peak at 79 in 2004 and 2005. Based aircraft remained steady until 2013, when the total dropped to 64. Since then, based aircraft counts stabilized, with 65 aircraft reported in 2018. Airport records from July 2019 indicated a notable increase, with a count of 78 based aircraft. Small, single -engine piston aircraft make up approximately 67 percent (52 aircraft) of based aircraft and include representative aircraft, such as the Cessna 172 and Piper PA28. The airport has seven based multi -engine piston aircraft, such as the Piper PA44 and Cessna 310. There are also four based helicop- ters, four based Beechcraft King Air turboprop aircraft, and 11 based jet aircraft. Historical based aircraft counts are detailed on Exhibit 1D. DUBUQUE REGIONAL AIRPORT AIRFIELD FACILITIES Airport facilities can be functionally classified into two broad categories: airfield and landside. The air- field category includes those facilities directly associated with aircraft operations. The landside category includes those facilities necessary to provide a safe transition from surface to air transportation and support aircraft parking, servicing, storage, maintenance, and operational safety. This section describes the airfield facilities, including runways, taxiways, lighting, marking, navigational aids, and weather re- porting. Airfield facilities are depicted and detailed on Exhibit 1E. of innAIAYC DBQ has two concrete/grooved runways, both in good condition. Primary Runway 18-36 measures 6,327 feet long and 150 feet wide and does not have any threshold displacements. Crosswind Runway 13-31 measures 6,502 feet long and 100 feet wide. Runway gradient describes the average slope of a runway and is determined by dividing the runway's high and low points by its length. Runway 18-36 slopes down from the Runway 18 end toward the Runway 36 end by nearly 40 feet, resulting in a 0.6 percent gradient. Runway 13-31 slopes down from the Runway 13 end toward the Runway 31 end by 14 feet, which results in a 0.2 percent gradient. Runway load bearing strength for both runways is shown on Exhibit 1E. Single wheel loading (SWL) refers to design aircraft landing gear with a single wheel on each main landing gear strut. Dual wheel loading (DWL) refers to design aircraft landing gear with two wheels on each main landing gear strut. Dual tan- dem wheel loading (2D) refers to two wheels side -by -side, followed by two additional wheels side -by - side on each main landing gear strut. TAXIWAYS The taxiway system, shown on Exhibit 1E and summarized in Table 1F, consists of parallel, connecting, access, and entrance/exit taxiways. Taxiway pavements are constructed of both hot mix asphalt and concrete and vary in width from 35 feet to 100 feet. For reference, runway -to -taxiway separation dis- tances shown on the exhibit are measured from centerline -to -centerline. Taxiway Hot Spots A "hot spot" is an area on the airfield where safety can be compromised due to complex or confusing intersections of the runways and/ortaxiways. They can arise due to issues with airfield geometry, ground traffic flow, or airfield signage and markings. In these locations, separation standards may be compro- mised, and surface incidents are more likely to occur. ❑UBUQUE REGIONAL AIRPORT As indicated on Exhibit 1E, the FAA has defined three hot spots at Dubuque Regional Airport. The first, HS 1, occurs at Runway 18, where pilots taxiing to Runway 18 may experience line -of -sight difficulties due to the acute -angled intersection with Taxiway A to the east. Moreover, Taxiway A continues west through the Runway 18 threshold to Runway 13, requiring an intermediate holding position. The taxiway route creates a potential for pilot confusion, especially for those unfamiliar with the system. The second and third hot spots, HS 2 and HS 3, are located at the intersections of Runway 13-31 with Taxiways D and C, respectively. Pilots are advised to use caution when exiting the taxiway ramp areas, as these taxiways cross Runway 13-31 immediately after leaving the ramp area. TABLE 1F Taxiway Data Dubuque Regional Airport A 50-75 6,795 Full-length parallel taxiway to Runway 13-31 and access point to apron area. B 50 400 Connecting taxiway from Taxiway A to Runway 13-31; located approximately 835' from the Runway 31 threshold. Access/partial parallel taxiway from Taxiway A to Runway 18-36. Transverses C 50 4,760 Runway 13-31 and leads to Taxiways E, F, and H. Access/connector extends from Taxiway A, transverses Runway 13-31, and leads D 35-50 1,750 to the mid -point of Runway 18-36. Connector to Taxiway C, extending from Runway 18-36; located approximately E 100 300 1,580 feet from the Runway 36 threshold. F 90 300 Terminal access via Taxiway C. G 90 300 Terminal access via Taxiways F and H. H 50 800 Terminal access via Taxiway C. Source: Dubuque Regional Airport, Airport Certification Manual; Coffman Associates analysis. AIRFIELD LIGHTING Airfield lighting systems extend an airport's usefulness into periods of darkness and/or poor visibility. A variety of lighting systems are installed at the airport for this purpose. They are categorized by function as follows: Airport Identification Lighting: The location of the airport at night or during low -visibility weather is universally identified by a rotating beacon. A rotating beacon projects two beams of light, one white and one green, 180 degrees apart. The airport beacon is located immediately northwest of the old terminal building and is mounted on a 50-foot tower. Runway Pavement and Edge Lighting: Pavement edge lighting utilizes light fixtures placed near the edge of the pavement to define the lateral limits of the pavement. This lighting is essential for safe operations during night and/or times of low visibility in order to maintain safe and efficient access to and from the runway and aircraft parking areas. Runways 13-31 and 18-36 are equipped with a high intensity runway lighting (HIRL) systems. HIRL lights are split between white and yellow within the runway caution zone (last 2,000 feet of the runway). DUBUQUE REGIONAL AIRPORT This page intentionally left blank ❑UBUQUE REGIONAL AIRPORT Approach Lighting System (ALS): An ALS is a configuration of lights positioned symmetrically along the extended runway centerline to supplement navigational aids, such as an instrument landing system (ILS), to provide lower visibility minimums. Examples include the ALS with Flashing Lights (ALSF); ALS with Sequenced Flashers I & II (ALSF-1/ALSF-2); Medium Intensity ALS with Runway Alignment (MALSR); and the Medium Intensity ALS (MALS). Airports equipped with an ILS are typically equipped with a MALSR, which extends approximately 2,400 feet from the runway threshold. DBQ is equipped with a MALSR supporting the approaches to Runways 31 and 36. These systems begin 200 feet north of each runway end. A MALS serves the approach to Runway 13. Visual Approach Lighting: Visual approach aids have been installed at the airport to assist pilots in de- termining the correct descent path to the runway end during an approach. A precision approach path indicator (PAPI-4) is available on approaches to all runway ends. When the system of red and white lights is interpreted by the pilot, they are given an indication of being above, below, or on the designated descent path to the runway threshold. A PAPI system has a range of five miles during the day and up to twenty miles at night. Each PAPI-4 at DBQ provides a standard 3.00-degree glide path. Runway End Identifier Lights (REILs): REILs provide a visual identification of the runway end for landing aircraft. The REIL consists of two synchronized flashing lights, located laterally on each side of the runway end, facing the approaching aircraft. These flashing lights can be seen day or night for up to 20 miles depending on visibility conditions. None of the runways at DBQ are equipped with REILs as three of the runways are served by more sophisticated approach lighting systems. Taxiway Lighting: All taxiways are equipped with medium intensity taxiway lights (MITL). Pilot -Controlled Lighting: During nighttime hours when the ATCT is closed (8:00 p.m. to 6:00 a.m.), pilots can utilize the pilot -controlled lighting system (PCL) to activate certain airfield lights from their aircraft through a series of clicks of their radio transmitter utilizing the CTAF frequency (119.5 MHz). AIRFIELD SIGNAGE Airfield identification signs assist pilots in identifying runways, taxiway routes, and critical areas. The signage system installed at Dubuque Regional Airport includes lighted runway and taxiway designations, holding positions, routing/directional, and runway distance remaining, runway end, and exits. AIRPORT MARKINGS Pavement markings aid in the movement of aircraft along airport surfaces and identify closed or hazard- ous areas on the airport. The airport provides and maintains parking systems in accordance with Part 139.311(a) and Advisory Circular 150/5340-1, Standards for Airport Marking. ❑UBUQUE _A REGIONAL AIRPORT Runways 18-36 and 13-31 are equipped with precision runway markings, which identify the runway cen- terline, designation, threshold markings, aiming points, edge markings, and touchdown zones. Hold po- sition markings and signage for land and hold short operations (LAHSO) are found on Runway 31, stop- ping prior to the intersection of Runway 18-36, and on Runway 36, stopping prior to the intersection of Runway 13-31. LAHSO operations are not permitted during nighttime hours, and there are no LAHSO lighting systems installed. LAHSO operations provide greater airfield capacity as it allows for higher levels of aircraft sequencing by ATCT during heavy operational periods. All taxiways at DBQ are marked with yellow centerline, holding position markings, and leadoff lines on normally used exits. Centerline markings assist pilots in maintaining proper clearance from pavement edges and objects near the taxiway edges. Aircraft holding positions are marked at each runway/taxiway intersection. Holding positions are at least 250 feet from centerline on Runway 18-36 and are located 300 feet from runway centerline on Runway 13-31. Hold position markings are glass -beaded and high- lighted in black, double -sized, in accordance with FAA standards, and enhanced taxiway centerline mark- ings have been installed at all holding positions. Dashed edge markings are painted on the portion of Taxiway A that is contiguous to the terminal ramp. NAVIGATIONAL AIDS Navigational aids are electronic devices that transmit radio frequencies, which pilots of properly equipped aircraft translate into point-to-point guidance and position information. The types of electronic navigational aids available for aircraft flying to or from DBQ include the very -high frequency omni-direc- tional range (VOR) and global positioning system (GPS). The VOR provides azimuth readings to pilots of properly equipped aircraft by transmitting a radio signal at every degree to provide 360 individual navigational courses. Frequently, distance measuring equip- ment (DME) is combined with a VOR facility to provide distance, as well as direction information to the pilot. Military tactical air navigation aids (TACANs) and civil VORs are commonly combined to form a VORTAC. The VORTAC provides distance and direction information to both civil and military pilots. The Dubuque VORTAC is centrally located between Runways 18-36 and 13-31. GPS was initially developed by the United States Department of Defense for military navigation around the world. However, GPS is now used extensively for a wide variety of civilian uses, including civil aircraft navigation. GPS uses satellites placed in orbit around the globe to transmit electronic signals, which pilots of properly equipped aircraft use to determine altitude, speed, and navigational information. This provides more freedom in flight planning and allows for more direct routing to the final destination. GPS provides for enroute navigation and precision instrument approaches to DBQ. Exhibit 1F details the instrument approach procedures at Dubuque Regional Airport. DUBUQUE REGIONAL AIRPORT Runway 361LS or LOC WEATHER MINIMUMS BY AIRCRAFT TYPE Categor A Categor B Category C Category D CH VIS CH VIS CH VIS CH VIS Straight -In ILS 200 1/2 200 '/2 200 Yz 200 '/2 Straight -In LOC 413 1/2 413 '/2 413 3/4 413 3/4 Circling 504 1 504 1 504 1 1/2 564 2 LPV DA 316 1 316 1 316 1 316 1 LNAVNNAV DA 497 1 3/4 497 1 3/4 497 1 3/4 497 1 3/4 LNAV MDA 343 3/4 343 3/4 343 1 '/a 343 1 '/a Cirdinq 503 13/a 503 13/4 503 134 563 2 LPV DA 250 3/4 250 3/4 250 3/4 250 3/4 LNAVNNAV DA 259 7/8 259 7/8 259 7/8 259 7/8 LNAV MDA 447 1 447 1 447 1 3/8 447 1 3/8 Circling Runway 31 RNAV (GPS) 503 1 503 1 503 11/2 563 2 LPV DA 419 1 419 1 419 1 419 1 LNAVNNAV DA 541 1 1/2 541 1 1/2 541 1 1/2 541 1 1/2 LNAV MDA 478 3/4 478 3/4 478 3/4 478 1 Circling 543 2 543 2 543 2 563 2 Runway 36 RNAV (GPS) LPV DA 200 1/2 200 1/2 200 1/2 200 1/2 LNAV/VNAV DA 477 1 '/a 477 1 '/a 477 1 '/a 477 1 '/a LNAV MDA 432 1/2 432 1/2 432 3/4 432 1 Circling541 Runway 13 LOCIDME 503 1 503 1 503 2 563 2 S-14 1 404 1 3/a 1 404 1 3/4 404 1 1 '/a 1 404 1 '/a Circling Runway 31 LOC 504 1 504 1 504 1 '/z 564 2 S-31 1 518 1 1/2 1 518 1 1/2 518 1 1 1 518 11 Circling Runway 13 VOR 503 1 503 1 523 1 '/z 723 1 2'/4 S-13 703 3/4 703 3/4 703 2 703 2'/4 Circling Runway 13 •• •. 703 1 703 1 703 2 703 2'/4 S-13 443 3/4 443 3/4 500 1 '/4 500 1 '/2 Circling Runwoy3l VOR 503 1 503 1 503 1'/z 563 2 S-31 738 3/4 738 3/4 738 1 1/2 738 1 3/4 Circling Runway 31 •• •: 723 1 723 1 723 2 723 2'/4 S-31 1 478 3/a 1 478 3/4 478 3/a 1 478 1 Circling Runway 36 •• 503 1 523 1 523 1 '/z 563 2 S-36 1 632 1/2 1 632 1 '/z 1 632 1 '/a 1 632 1 1/2 Circling 1 603 1 1 603 1 1 1 603 13/a 1 603 2 ABBREVIATIONS CH Cloud Height (in feet above ground level) DA Decision Altitude (used for vertically guided approaches) GPS Global Positioning System ILS Instrument Landing System MDA Minimum Descent Altitude LNAV/VNAV I A technical variant of GPS (Lateral, Vertical Navigation) LOC I Localizer LPV I Localizer Performance with Vertical Guidance VOR I Very High Frequency Omnidirectional Range VIS I Visibility (in miles) Aircraft categories are based on the approach speed of aircraft, which is determined as 1.3 times the stall speed in landing configuration. The approach categories are as follows: Category A 0-90 knots (e.g., Cessna 172) Category B 91-120 knots (e.g. Beechcraft King Air) Category C 121-140 knots (e.g., B-737, Regional Jets, Canadair Challenger) Category D 141-166 knots (e.g., B-747, Gulfstream IV) Source: AirNav ❑UBUQUE REGIONAL AIRPORT Airports with ILS approaches are typically equipped with both a glideslope antenna and localizer antenna array. The glideslope antenna provides vertical guidance to landing aircraft and can be located on either side of the runway; however, it is best to locate the glideslope antenna on the side of the runway with the least possibility of signal reflections from buildings, power lines, vehicles, aircraft, etc. The localizer antenna array is used to establish and maintain an approaching aircraft's position relative to the runway centerline until visual contact confirms the runway alignment and location. Runway 36 at DBQ is equipped with an ILS. The glideslope antenna is located on the west side of Runway 36 where potential signal obstructions are limited. The localizer antenna array is located approximately 1,000 feet beyond the end of the runway. GPS has allowed for the implementation of both lateral and vertical guidance -supported approach pro- cedures. As a result, GPS localizer performance vertically guided (LPV) approaches are becoming more common as they are much less expensive to implement and maintain than traditional ILS approaches. The GPS LPV approaches do not require a glideslope or localizer antenna. All four runway ends are served by GPS LPV approaches. WEATHER AND COMMUNICATION DBQ is served by an automated surface observing system (ASOS). The ASOS provides automated aviation weather observations 24 hours per day. The system updates weather observations every minute, con- tinuously reporting significant weather changes as they occur. The ASOS system reports cloud ceiling, visibility, temperature, dew point, wind direction, wind speed, altimeter setting (barometric pressure), and density altitude (airfield elevation corrected for temperature). The ASOS equipment is located on the west side of the airfield. Weather information can be obtained from the ASOS by utilizing the Auto- mated Terminal Information Service (ATIS) radio frequency (127.25 MHz) or by calling 563-557-2579. ATIS broadcasts are updated hourly and provide arriving and departing pilots with the current surface weather conditions, communication frequencies, and other important airport -specific information. DBQ is equipped with a lighted wind cone located between Runway 13-31 and Taxiway A near the midpoint of the airport. The wind cone indicates wind direction and speed to pilots. There are also three supple- mental lighted wind cones at the following locations: south end of airport serving Runway 36; east side of airport near Taxiway B; and, between Runways 13-31 and 18-36 serving the north end of the airport. LANDSIDE FACILITIES Landside facilities are those that support the aircraft and pilot/passenger handling functions, as well as other non -aviation facilities typically providing a revenue stream to the airport. These facilities include the passenger terminal complex, general aviation facilities, and support facilities, such as fuel storage, automobile parking, roadway access, and aircraft rescue and firefighting. The primary landside facilities at the airport are identified on Exhibit 1G. No. Description No. Description 1 6-un it T-hangar 21 DMARC Facility 2 8-unitT-hangar 22 Executive Hangar 3 8-unitT-hangar 23 Executive Hangar 4 8-unitT-hangar 24 Executive Hangar 5 Conventional Hangar 25 Conventional Hangar 6 Executive Hangar 26 Conventional Hangar 7 Executive Hangar 27 SASO 8 Executive Hangar 28 FBO 9 8-unitT-hangar 29 ARFF Facility 10 Self -Fueling Station 30 Fuel Farm 11 Executive Hangar 31 SIRE Facility 12 Executive Hangar 32 U.S. Army Reserve Facility 13 Executive Hangar 33 U.S. Army Reserve Facility 14 North Shop 34 U.S. Army Reserve Facility 15 Conventional Hangar 35 U.S. Army Reserve Facility 16 Air Traffic Control Tower 36 Tenant Facility 17 Tenant Facility 37 Tenant Facility 18 Conventional Hangar 38 Water Pump Station 19 Conventional Hangar 39 UD Flight School 20 Car Wash/De-ice Facility 40 Sanitary Lift Station 41 Terminal Airport Property Line 0 ID number , s s► , "too 6 ` R/ LRIM10M, 61 H Terminal Apron DUBUQUE REGIONAL AIRPORT This page intentionally left blank ❑UBUQUE REGIONAL AIRPORT AIRCRAFT APRONS/RAMPS Aircraft aprons/ramps are pavement areas that are sufficiently removed from aircraft taxiways and movement areas that facilitate the safe and efficient transition of passengers from the airside element (runway and taxiways) to the landside element. Aprons provide access to the terminal gates and hangars and provide for short- and long-term aircraft parking. Apron areas at DBQ are designated on Exhibit 1G. Commercial Apron The commercial apron is located immediately to the north of the passenger terminal building. The apron encompasses approximately 18,500 sy of pavement and is constructed of concrete. The central location of the apron and terminal building provides for convenient access to the airfield via Taxiways F, G, and H, which ultimately connect to Taxiway C and then to either runway. General Aviation Aprons The GA apron runs parallel to a portion of Runway 13-31 and is contiguous to Taxiway A. The apron is comprised of approximately 29,200 sy of concrete and includes nine aircraft tie -downs. The GA apron provides access to and supports the activities of a number of businesses, including Dubuque Jet Center, Blue Skies Over Dubuque, and the University of Dubuque. The University of Dubuque facility at the south end of the GA area has a separate apron that is approximately 15,500 sy. PASSENGER TERMINAL BUILDING The passenger terminal building, located off Aviation Drive, opened in 2016 and encom- passes approximately 32,300 square feet — three times more than the original terminal building. The design of the building focused heavily on improved flow, allowing passen- gers to navigate easily throughout the facil- ity, from the check -in counters to security screening and from hold rooms to the bag- gage carousel after deplaning. The terminal was designed to LEED silver standards and in- corporates sustainability features, such as light capture from large windows and water- less technology in the restrooms. Airport Terminal All primary passenger departure functions, includ- ing airline ticket counters and kiosks, are located on the east end of the terminal. Currently, only Ameri- can Airlines (operated by Envoy/ExpressJet) offers regularly scheduled passenger service at DBQ. Sun Country Airlines provides charter service from DBQ to Biloxi, Mississippi and Laughlin, Nevada. The pas- senger security checkpoint is located in a central lo- cation in the terminal, which is operated by the Transportation Security Administration (TSA). After checking in, passengers proceed west to the security checkpoint, which is located in the central portion of the terminal building. Once passengers are through the security checkpoint, they can then access the secure hold room, which is equipped with three gates, restrooms, and a snack bar. Arriving passengers deplane at the gate area via a single jet bridge and emerge from the passenger hold rooms and proceed west to the rental car counters and the baggage claim carousel, located at the far west end of the building. Rental car com- panies currently serving the airport include Avis and Hertz, as well as Enterprise, which serves pas- sengers from an off -site facility. A restaurant, Judy's Runway Cafe and Catering, is located in the central portion of the terminal. The terminal building is accessible via Aviation Drive, which provides one-way traffic flow to the terminal loop road immediately in front of the terminal build- ing. The vehicle parking lots serving the terminal building are also accessible via Aviation Drive. Prior to the opening of the current terminal build- ing, passenger functional areas and administrative offices were located in the historic terminal located on the north side of the GA apron. This building is currently vacant other than being used for storage of miscellaneous items and is ultimately planned for demolition. ❑UBUQUE _A REGIONAL AIRPORT Terminal Circulation Area L American Airlines Self -Service Kiosks American Airlines Ticket Counter TSA Security Checkpoint ----------------------------- Baggage Claim Area Rental Car Counter DUBUQUE REGIONAL AIRPORT Secure Hold Room and Gate Area Passenger Convenience With the passage of the FAA Modernization and Reform Act of 2012 (Section 131 of Public Law 112-95), Congress has mandated that airport master plan studies include analysis of passenger convenience re- lated to the terminal complex. Passenger convenience will be perceived differently by every passenger at every phase of travel. It is a function of a passenger's trip purpose, demographic characteristics, place of residence, and travel habits. Guidance on implementation of the Act is included in Change 2 of Advi- sory Circular (AC) 150/5060-613, Airport Master Plans. According to the AC, "Planners should consider the services provided to travelers at various points within the terminal building, the degree of congestion, and waiting and processing times. Shorter wait times, intuitive signage, shorter walking distances, airport amenities and ambiance, and reliable flight infor- mation will all contribute to passengers feeling as if they have had a successful travel experience. Provid- ❑UBUQUE _A REGIONAL AIRPORT ing resources to make passenger wait times more productive or more entertaining will improve passen- ger perception of theirjourneys. Examples include dedicated work areas, power connections, Wi-Fi, full - service concessions, exhibits, and entertainment." Access to airport facilities is defined by the convenience of the airport layout for passengers, especially those with mobility and sensory impairments, the elderly, families with small children, and non-English speaking passengers. Passengers should be able to access the airport, the landside area, terminal build- ing, and connections between each in a seamless flow. The evaluation of the terminal building complex will include analysis of the passenger convenience experience. DBQ's passenger terminal offers many passenger conveniences, such as free Wi-Fi and USB charging portals. Concessions are available in both the public terminal space and secure hold areas. Generally, the layout of the building appropriately separates arriving and departing passengers and provides for smooth navigation at different stages of travel. TERMINAL CURB The terminal curb is an important feature of any terminal building. This is the location where passengers are typically dropped off and picked up. The terminal curb for the passenger terminal is segmented into two functional areas, with the east portion designated for passenger drop off and ticketing and the west portion for passenger pick-up and baggage claim. AUTOMOBILE PARKING Figure 1C on the next page presents a more detailed aerial view of the terminal area at the airport. DBQ has dedicated parking lots serving the terminal building as well as the FBO and other facilities fronting the GA apron. In addition to the dedicated lots, the circulation road fronting the terminal includes space for temporary loading/unloading. The short-term lot adjacent to the circulation road offers convenient parking for passengers and other visitors to the airport, with 178 standard spaces and 16 handicapped spaces. The long-term lot is located immediately south of the short-term lot and features 102 paved parking spaces, as well as a gravel overflow lot with 124 spaces. Employee parking is available to the east of the terminal and includes 25 spaces. The rental car lot, located immediately west of the terminal building, has 22 parking spaces available. An additional parking lot to the west of the rental car lot offers an additional 60 spaces. As of July 2019, approximately two-thirds of this lot is used by the rental car agencies, with the remaining spaces used for other purposes as needed. There are six additional parking lots serving the FBO, SASOs, ATCT, and hangars on the east side of the airfield. These lots can be accessed from Airport Road. On the other side of Airport Road, there are more lots fronting the SRE building, the U.S. Army Reserve facility, and two tenant facilities. IIIWIO� Figure I Terminal Area Vehicle Parking FIXED BASE OPERATOR (FBO) AND SPECIALTY OPERATORS Dubuque Regional Airport currently has one fixed base operator, Dubuque Jet Center. Two special- ized aviation service operators (SASO) also oper- ate at DBQ: Blue Skies Over Dubuque and Univer- sity of Dubuque. Dubuque Jet Center is owned by the City of Dubu- que and operated by airport staff. Facilities include a dedicated FBO terminal building with a footprint of approximately 11,400 sf that contains office space, conference room, pilot/passenger lounge, and conventional hangars for aircraft storage and Dubuque Jet Center DUBUQUE REGIONAL AIRPORT maintenance services. Dubuque Jet Center offers self-service 100LL and full -service Jet A fuel, as well as other pilot and aircraft amenities, such as aviation oil, aircraft cleaning, and ground transportation. Blue Skies Over Dubuque is located adjacent to Dubuque Jet Center with a square footage of ap- proximately 11,000 sf. Blue Skies Over Dubuque specializes in aircraft maintenance and repair and is certified for repair of Beechcraft King Air, Cessna single- and twin -engine, Piper single- and twin -en- gine, Piper Cheyenne, Mooney, and Socota aircraft. The University of Dubuque operates a pilot train- ing facility at the airport for students enrolled in the school's aviation program. This facility, known as the Babka Aviation Center, is located south of the fuel farm. It was built in 2019 and encompasses over 11,000 sf. The building contains the univer- sity's flight operations center, including class- rooms, simulators, and office space. The university also leases two conventional hangars from the air- port, located southwest of the training facility and encompassing 8,800 sf and 11,600 sf. AIRPORT BUILDINGS/FACILITIES Blue Skies Over Dubuque a Babka Aviation Center ❑UBUQUE REGIONAL AIRPORT IM While designated a commercial service airport, DBQ remains a vital link to general aviation in the region. Exhibit 1G identifies airport buildings, hangars, and other facilities contained within airport property. Dubuque Regional Airport owns most of the hangar facilities on the airport and leases them to various businesses and individuals. The remaining hangars are owned by the FBO and private entities. In addition to the hangar facilities occupied by the FBO and specialty operators, the airport has executive, conventional, and T-hangar space. There are six executive hangars and five conventional hangars, in ad- dition to 38 individual T-hangar units within five separate facilities. All hangars are located adjacent to the GA apron. It is estimated that the airport has approximately 143,600 sf of aircraft storage space. Approximately 25,900 sf of this space is contained in executive hangars; 66,500 sf is conventional hangars; and T-hang- ars encompass about 51,200 sf. ❑UBUQUE _A REGIONAL AIRPORT The airport also has non -aviation tenants leasing various facilities. These tenants include: • Avis (car rentals) • Hertz (car rentals) • Cottingham & Butler (insurance brokerage) • Crescent Electric (electric supplies) • McCoy Group corporate offices (trucking) • Flexsteel (steel manufacturing) • Sun Concrete (concrete) • Windstar Lines (charter bus service) • U.S. Army Reserve SUPPORT FACILITIES Several support facilities serve as critical links in providing the necessary efficiency to aircraft ground operations, such as aircraft rescue and firefighting (ARFF), airport maintenance, snow removal, and fuel storage. Aircraft Rescue and Firefighting Facilities (ARFF) Part 139 airports are required to provide ARFF services during air carrier operations. Each certificated airport maintains equipment and personnel based on an ARFF index established according to the length of aircraft and scheduled daily flight frequency. There are five indices, A through E, with A applicable to the smallest aircraft and E the largest (based on aircraft length). Dubuque Regional Airport falls within ARFF Index A but can achieve Index B as needed with prior notice. As such, the airport is required to maintain a fleet of equipment and properly trained personnel consistent with Index A standards. The Airport Operations Department provides ARFF service. Four employees are designated as ARFF person- nel, with at least one firefighter on duty at the facility during all air carrier operations. The DBQ ARFF facility is located adjacent to the Dubuque Jet Center FBO. The following equipment is housed at the facility: Primary vehicle: 2006 Rosenbauer Panther 44 with: 0 1,500 gallons of water 0 200 gallons of 3% aqueous firefighting foam 0 1250 GPM total discharge rate Secondary vehicle: 1997 Emergency One Titan II P150 44 with: 0 1,000 gallons of water 0 130 gallons of 3% aqueous firefighting foam o Ansul 500 lbs. dry chemical 0 1250 GPM total discharge rate ❑UBUQUE REGIONAL AIRPORT The nearest off -airport fire station is the Key West Fire Department, located at 10640 Lake Eleanor Road, approximately five miles northeast of the airport. This station is equipped to respond and provide sup- port in the event of an on -airport emergency. The airport has an Airport Emergency Plan (AEP) in place to comply with CFR 14 Part 139.325 as admin- istered by the FAA. The AEP presents the overall sequence and scope of the planned emergency re- sponse. The AEP was most recently updated in 2019. Airport Maintenance Facilities The airport's maintenance facility is co -located with the ARFF facility. Equipment for maintaining the airfield and pavement surfaces, such as mowers and sweepers, is stored in this building. A car wash and deicing facility is centrally located along the GA apron, west of the old terminal building. The snow re- moval equipment (SRE) building is located at the junction of Airport Road and Jet Center Drive as indi- cated on Exhibit 1G. Dubuque Regional Airports provides 24-hour snow removal service. Fuel Storage The fuel farm at the airport is located southeast of the Dubuque Jet Center's facility, adjacent to the GA apron. The airport owns the fuel tanks, and Dubuque Jet Center provides fuel service and delivery. Jet A fuel is stored in two aboveground tanks, each with a 20,000-gallon capacity. Avgas is stored in two above- ground tanks. The full -service tank has a 15,000-gallon capacity, and a 4,000-gallon tank is available for self-service. Dubuque Jet Center operates a fleet of fuel trucks for dispensing both Jet A and Avgas. Oil, gasoline, and diesel fuel are also stored on the fuel farm. Vehicle Airfield Access and Perimeter Fencing Ground vehicles authorized by the airport to operate on movement and safety areas are limited to those vehicles necessary for airport operations. These include airport maintenance vehicles, police patrols, fire and rescue vehicles, aircraft fuel and service vehicles, and others authorized by the airport, such as air- line/FBO vehicles, construction vehicles, FAA, and airport staff. Construction of a service road was com- pleted in 2017, which provides access to the perimeter of the airfield to authorized ground vehicles. The entire perimeter of the airport is enclosed with eight -foot chain -link fencing topped with three - strand barbed-wire. The airport fencing complies with TSA security requirements in TSR Part 1542. Signs prohibiting unauthorized entry are displayed on all gates and other prominent locations to control inad- vertent entry to the airfield. Gates are located at various points on the airfield allowing access to move- ment and non -movement areas and are locked either electronically or with padlocks. ❑UBUQUE REGIONAL AIRPORT UTILITIES The availability and capacity of the utilities serving the airport are factors in determining the develop- ment potential of the airport property, as well as the land immediately adjacent to the facility. Of primary concern in the inventory investigation is the availability of water, gas, sewer, and power sources. Electricity is provided to the general aviation side of the airfield by Alliant Energy, while Maquoketa Val- ley provides electrical service on the commercial side. The City of Dubuque provides water and wastewater handling services to the airport. Natural gas is provided by Black Hills Energy Corporation, and telecommunications, such as phone and internet, are provided by Century Link and Bernard Tele- phone & Communications Co., respectively. AREA AIRSPACE AND AIR TRAFFIC CONTROL The Federal Aviation Administration (FAA) Act of 1958 established the FAA as the responsible agency for the control and use of navigable airspace within the United States. The FAA has established the National Airspace System (NAS) to protect persons and property on the ground and to establish a safe and effi- cient airspace environment for civil, commercial, and military aviation. The NAS covers the common net- work of U.S. airspace, including air navigation facilities; airports and landing areas; aeronautical charts; associated rules, regulations, and procedures; technical information; and personnel and material. The system also includes components shared jointly with the military. AIRSPACE STRUCTURE Airspace within the United States is broadly classified as either "controlled" or "uncontrolled." The dif- ference between controlled and uncontrolled airspace relates primarily to requirements for pilot quali- fications, ground -to -air communications, navigation and air traffic services, and weather conditions. Six classes of airspace have been designated in the United States, as shown on Exhibit 1H. Airspace desig- nated as Class A, B, C, D, or E is considered controlled airspace. Aircraft operating within controlled air- space are subject to varying requirements for positive air traffic control. Airspace in the vicinity of DBQ is depicted on Exhibit 1J. Class A Airspace: Class A airspace includes all airspace from 18,000 feet MSL to flight level (FL) 600 (approximately 60,000 feet MSL) over the contiguous 48 states and Alaska. This airspace is designated in Federal Aviation Regulation (F.A.R.) Part 71.33 for positive control of aircraft. All aircraft must be on an instrument flight rules (IFR) clearance to operate within Class A airspace. Class B Airspace: Class B airspace has been designated around some of the country's major airports, such as Dallas/Fort Worth International Airport, to separate all aircraft within a specified radius of the primary airport. Each Class B airspace is specifically tailored for its primary airport. All aircraft operating L FL 600 F18,000 MSL r14,500 MSL 40 n.m. 30 n.m. No .— 20 n.m. —i Nontowered .11 1,200 AGL Airport 700 AGL F 12 n.m. —� DUBUQUE REGIONAL AIRPORT KEY AGL Above Ground Level FL Flight Level in Hundreds of Feet MSL Mean Sea Level Source: "Airspace Reclassification and Charting Changes for VFR Products;' National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993. CONTROLLED AIRSPACE CLASSIFICATIONS Nontowered Airport Generally airspace above 18,000 feet MSL up to and including FL 600 (60,000 MSL). All operations conducted under instrument fljight rules (IFR) Generally multi -layered airspace from the surface up to 10,000 feet MSL surrounding the nation's busiest airports. Generally airspace from the surface to 4,000 feet AGL surrounding towered airports with service by radar approach control. ®' Generally airspace from the surface to 2,500 feet AGL surrounding towered airports. Generally controlled airspace that is not Class A, Class B, Class C, or Class D. UNCONTROLLED AIRSPACE CLASSIFICATIONS Airspace that is not Class A, Class 13, Class C, Class D, or Class E. Extends from the surface to the base of the overlying Class E airspace up to 14,500' MSL DUBUQUE REGIONAL AIRPORT Monona C Prairie Du Chien %Iowa Co (MRJ) ad Elkader(127) I ``♦�,_,,.' Lancaster(73C) Q Cassville (C74) ® ® Platteville (PVB) Manchester (C27) O' , Dyersville(IA8) ♦v i Dubuque VO W Y DUBUQUE REGIONAL AIRPORT y onticell RGNL (MXO) Marion (C17) � aquoketa (OQW) Tri-Township (SFY) ® inton (CWI) ,' t Matthe _ Mem. (80) 10Wd CI avenportVO ♦` �i' W hiteside ® 4ve -Bittorf ort (DVN) Airports with hard -surfaced runways 1,500' to 8,069' in length TAT Compass Rose - - - - - - Class D Airspace Class E Airspace with floor 700' above surface -- - - -- Class E (SFC) Airspace Victor Airways Class C Airspace �Klm GGV LIYV O Airport with other than hard -surfaced runways u VORTAC Source: Chicago Sectional Chart, US Department of Commerce, National Oceanic and Atmospheric Administration, October 11, 2018 ❑UBUQUE _A REGIONAL AIRPORT within Class B airspace must have an ATC clearance. Certain minimum aircraft equipment and pilot cer- tification requirements must also be met. This airspace is the most restrictive controlled airspace rou- tinely encountered by pilots operating under visual flight rules (VFR) in an uncontrolled environment. The nearest Class B airspace is centered on Chicago O'Hare International Airport (ORD), approximately 127.2 nautical miles (nm) to the east. Class C Airspace: The FAA has established Class C airspace at approximately 120 airports around the country that have significant levels of instrument flight rules (IFR) traffic. Class C airspace is designed to regulate the flow of uncontrolled traffic above, around, and below the arrival and departure airspace required for high-performance, passenger -carrying aircraft at major airports. In order to fly inside Class C airspace, an aircraft must have a two-way radio, an encoding transponder, and have established com- munication with the ATC facility. Aircraft may fly below the floor of the Class C airspace or above the Class C airspace ceiling without establishing communication with ATC. The nearest Class C airspace to DBQ surrounds the Eastern Iowa Airport (CID), approximately 54.3 nautical miles to the southwest. Class D Airspace: Class D airspace is controlled airspace surrounding airports with an ATCT. The Class D airspace typically constitutes a cylinder with a horizontal radius of four or five nm from the airport, ex- tending from the surface up to a designated vertical limit, typically set at approximately 2,500 feet above the airport elevation. As shown on Exhibit 1J, DBQ operates within Class D airspace during the opera- tional hours of the ATCT. Aircraft operators flying within Class D airspace are required to contact DBQ air traffic control prior to entering or departing DBQ airspace and must maintain contact while within the controlled airspace to land at DBQ or to transverse the area. When the ATCT is inactive, DBQ airspace reverts to Class E airspace. Class E Airspace: Class E airspace consists of controlled airspace designed to contain IFR operations near an airport and while aircraft are transitioning between the airport and enroute environments. Unless oth- erwise specified, Class E airspace terminates at the base of the overlying airspace. Only aircraft operating under IFR are required to be in contact with air traffic control when operating in Class E airspace. While aircraft conducting visual flights in Class E airspace are not required to be in radio communications with air traffic control facilities, visual flight can only be conducted if minimum visibility and cloud ceilings exist. Class G Airspace: Airspace not designated as Class A, B, C, D, or E is considered uncontrolled, or Class G, airspace. Air traffic control does not have the authority or responsibility to exercise control over air traffic within this airspace. Class G airspace lies between the surface and the overlaying Class E airspace (700 to 1,200 feet above ground level). While aircraft may technically operate within this Class G airspace without any contact with ATC, it is unlikely that many aircraft will operate this low to the ground. Furthermore, federal regulations specify minimum altitudes for flight. F.A.R. Part 91.119, Minimum Safe Altitudes, generally states that except when necessary for takeoff or landing, pilots must not operate an aircraft over any congested area of a city, town, or settlement, or over any open-air assembly of persons, at an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft. ❑UBUQUE REGIONAL AIRPORT Over less congested areas, pilots must maintain an altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. Helicopters may be operated at less than the minimums prescribed above if the operation is conducted without hazard to persons or property on the surface. In addition, each person operating a helicopter shall comply with any routes or altitudes specifically pre- scribed for helicopters by the FAA. Special Use Airspace Victor Airways: For aircraft arriving or departing the regional area using VOR facilities, a system of Fed- eral Airways, referred to as Victor Airways, has been established. Victor Airways are corridors of airspace eight miles wide that extend upward from 1,200 feet AGL to 18,000 feet MSL and extend between VOR navigational facilities. Victor Airways are shown with blue lines on Exhibit 1J. For aircraft enroute or departing DBQ, there are several Victor Airways available converging at the Dubu- que VORTAC. Military Operations Areas: Military Operations Areas (MOAs) are areas of airspace where military activi- ties are conducted. The nearest MOAs to DBQ are the Volk South and Volk East MOAs, which have a south- ern boundary that begins approximately 88 nautical miles north-northeast of DBQ. These MOAs are con- trolled by the Chicago Air Route Traffic Control Center (ARTCC) with active military aircraft operating in the Volk South MOA from 500 feet AGL to, but not including, 18,000 feet MSL, and the Volk East MOA from 8,000 feet AGL up to, but not including 18,000 feet MSL. These MOAs are operated intermittently from 8:00 a.m. to 4:00 p.m. Tuesday through Saturday and other times issued by notices to airmen (NOTAM). Restricted/Prohibited Areas: The nearest restricted areas to DBQ are R-6901A and R-6901B located approximately 98 nm to the north. These restricted areas are associated with Fort McCoy, an Army in- stallation in Monroe County, Wisconsin. R-6901A is operated continuously from May 1 through Septem- ber 30, and from 8:00 a.m. to 10:00 p.m. from October 1 through April 30, from the surface to 20,000 feet MSL. R-6901B is also associated with Fort McCoy activities and is operated during times issued by NOTAM. The operating range for R-6901B is from the surface to 20,000 feet MSL. AIRSPACE CONTROL The FAA has established 21 Air Route Traffic Control Centers (ARTCCs) throughout the continental United States to control aircraft operating under IFR within controlled airspace and while enroute. An ARTCC assigns specific routes and altitudes along Federal Airways to maintain separation and orderly traffic flow. The Chicago Center ARTCC controls IFR airspace enroute to and from DBQ. ❑UBUQUE _A REGIONAL AIRPORT Flight service stations (FSS) are air traffic facilities which provide pilot briefings, flight plan processing, inflight radio communications, search and rescue (SAR) services, and assistance to lost aircraft and air- craft in emergency situations. FSSs also relay air traffic control clearances, process NOTAMs, broadcast aviation meteorological and aeronautical information, and notify Customs and Border Protection of transborder flights. The Fort Dodge FSS is the nearest FSS to DBQ. Airport Traffic Control Tower (ATCT) The DBQ ATCT operates daily from 6:00 a.m. to 8:00 p.m. year-round. As mentioned previously, the tower is the only contract tower in the state of Iowa and is operated under contract with Midwest ATC. The ATCT is located on the east side of the air- field adjacent to Taxiway A. It is accessible via Air- port Road. Tower employees utilize the employee parking lot adjacent to the tower. The primary responsibilities for tower controllers L are to sequence and separate local arriving and de- Dubuque ATCT parting traffic and to provide ground control direc- tion to aircraft taxiing on the ground. Tower radio frequencies are 119.5 MHz for Dubuque Tower and 121.8 MHz for Dubuque Ground. Approach and departure services are provided by Chicago ARTCC on frequencies 133.95/281.4. The ATCT is equipped with an Automated Radar Terminal System (ARTS) 1E. This short-range system is used to determine aircraft position only and is not used for traffic separation. The tower is currently in the process of upgrading to the Standard Terminal Automation Replacement System (STARS), which will give tower personnel a more precise picture of the airspace surrounding the airport and will also include ADS-B and weather information. FLIGHT PROCEDURES Flight procedures are a set of predetermined maneuvers established by the FAA, using electronic or vis- ual navigational aids that assist pilots in locating and landing or departing from an airport. For DBQ, there are instrument approach procedures and departure procedures as shown previously on Exhibit 1F. Instrument Approach Procedures The capability of an instrument is defined by the visibility and cloud ceiling minimums associated with the approach. Visibility minimums define the horizontal distance the pilot must be able to see in order to complete the approach. Cloud ceilings define the lowest level a cloud layer (defined in feet above the ❑UBUQUE _A REGIONAL AIRPORT ground) can be situated for the pilot to complete the approach. If the observed visibility or ceilings are below the minimums prescribed for the approach, the pilot cannot complete the instrument approach. There are currently 12 published instrument approach procedures into DBQ: ILS or LOC (36); RNAV (GPS) (13, 18, 31, 36); LOC/DME (13); LOC (31); and VOR (13, 31, 36). The ILS and RNAV-LPV approaches provide both course and vertical guidance, while the LOC/DME and VOR approaches provide only course guid- ance. The ILS and the RNAV-LPV approaches to Runway 36 provide the most sophisticated approach procedures, permitting pilots of aircraft with suitable equipment to land when cloud ceilings are as low as 200 feet and visibility as low as %-mile. Local Operating Procedures The traffic pattern at the airport is maintained to provide the safest and most efficient use of the air- space. A standard left-hand traffic pattern is published for each runway at DBQ. The typical traffic pattern altitude for propeller aircraft is between 800 and 1,000 feet above ground level (AGL) and 1,500 feet AGL for turbine aircraft. DBQ does not have aircraft restrictions, curfews, or a mandatory noise abatement program, as these programs would violate the federal Airport Noise and Capacity Act (ANCA) of 1990. Federal law requires the airport to remain open 24 hours a day, 7 days a week, and to accept all civilian and military aircraft that can be safely accommodated. AREA AIRPORTS A review of other public -use airports within a 30-nautical mile radius of DBQ was conducted to identify and distinguish the types of air service provided in the region. It is important to consider the capabilities and limitations of these airports when planning for future changes or improvements at DBQ. Exhibit 1K provides information on public -use airports within the vicinity of DBQ. Information pertaining to each airport was obtained from FAA Form 5010-1, Airport Master Record. SOCIOECONOMIC PROFILE The following sections will analyze socioeconomic indicators, including population, economy/employ- ment, and income for the Dubuque Metropolitan Statistical Area (MSA) and the State of Iowa. This in- formation is useful in identifying economic trends that will be evaluated and applied to projections of aeronautical activity at DBQ. Socioeconomic data was obtained from the U.S. Census Bureau; the U.S. Department of Labor, Bureau of Labor Statistics; the Iowa Workforce Development; the Greater Dubu- que Development Corp.; and Woods and Pool Economics, The Complete Economic and Demographic Data Source, 2018. Socioeconomic data is summarized on Exhibit 1L. ❑UBUQUE REGIONAL AIRPORT POPULATION Historic population trends for the City of Dubuque, Dubuque County (which comprises the MSA), the State of Iowa, and the United States are detailed in Table 1G. In 2018, the city accounted for 0.59 percent of the county population, while Dubuque County accounted for approximately three percent of the total state population. According to this data, the state has grown over the past 48-year period at a compound annual growth rate (CAGR) of 0.23 percent compared to 0.15 for Dubuque County and -0.002 percent for the city. Population projections through 2039 show the State of Iowa should continue to outpace Dubuque County, while the United States, as a whole, will grow faster than both the county and the state. The United States is projected to grow at a CAGR of 0.88 percent, compared to 0.20 percent for the county, and 0.34 percent for the State of Iowa. Population projections for the City of Dubuque were not available. TABLE 1G Historic Population & Projections 1970 62,309 90,831 2,830,464 203,982,300 1980 62,374 93,773 2,915,503 227,225,600 1990 57,538 86,462 2,781,018 249,622,800 2000 57,686 89,201 2,929,067 282,162,400 2010 57,637 93,926 3,050,738 309,348,100 2018 57,941 97,499 3,158,720 328,910,900 1) U. FA i 2024 NA 99,151 3,238,107 347,711,900 2029 NA 100,380 3,301,756 363,960,200 2034 NA 101,252 3,355,710 379,926,000 2039 NA 101,620 3,394,952 394,981,500 I : I - MM�7 CAGR—Compound Annual Growth Rate NA — Not available Source: Woods and Pool Economics, The Complete Economic and Demographic Data Source (CEDDS), 2018; Iowa Data Center. ECONOMY According to the City of Dubuque, employers in the city draw from the workforce in the surrounding Iowa counties of Dubuque, Clayton, Delaware, Jones, and Jackson, as well as Grant County, Wisconsin and JoDa- vies County, Illinois. In 2018, Iowa Workforce Development completed a laborshed study entitled, A Study in Labor Availability and Workforce Characteristics'. The study showed a diverse economic base, with sev- eral industries dominating the local market. Healthcare and social services ranked as the largest industry, with 16.5 percent of employees working in this area. Wholesale and retail trade followed at 14 percent, then manufacturing at 13.3 percent. Other major industries in Dubuque include education, construction, finance, transportation, professional services, government, personal services, agriculture, and entertain- ment and recreation. The major employers within the City of Dubuque are detailed in Table 1H. 2 Dubuque, Iowa Laborshed Area. A Study in Labor Availability and Workforce Characteristics. Airport NPIAS Classification ........... GA FAA Asset Study Classification ...... Local Location from DBQ ............. 21 nm NE Elevation ......................... 1025 ft Weather Reporting ................ AWOS ATCT .............................. None Annual Operations ................ 20,550 Based Aircraft ......................... 28 Enplaned Passengers .............. None Length Width Pavement Strength (pounds) SWL DWL Lighting Marking Approach Aids 3,999 75 30,000 35,000 MIRL NPI PAPI-2 Airport NPIAS Classification ........... GA FAA Asset Study Classification ....... Basic Location from DBQ .............. 21 nm S Elevation .......................... 769 ft Weather Reporting ................ None ATCT .............................. None Annual Operations ................ 3,250 Based Aircraft ........................ 10 Enplaned Passengers .............. None 3,599 Length (ft.) 75 Width (ft.) Pavement Strength (pounds) 30,000 SWL 35,000 DWL MIRL Lighting NPI Marking PAPI-2 Approach Aids GPS Instrument Approach Procedures Services Provided: Aircraft hangars and tiedowns,100LL and Jet A fuel, aircraft maintenance, and oxygen NPIAS Classification ................. NA FAA Asset Study Classification ........ NA Location from DBQ........... 21 NM nnw Elevation (MSL) .................... 627 ft Weather Reporting None r ATCT .............................. None _ Annual Operations ................ 3,100 Based Aircraft ......................... 8 Enplaned Passengers ............... None 3,304 Length (ft.) 3,000 60 Width (ft.) 50 Pavement Strength (pounds) NA SWL 21,000 NA DWL 40,000 MIRL Lighting Non -Standard NPI Marking None PAPI-2, REILs Approach Aids None GPS Instrument Approach Procedures None Services Provided: Aircraft hangars and tiedowns, 100LL fuel Services Provided: Aircraft tiedowns Airport NPIAS Classification ........... NA Airport NPIAS Classification ........... GA NPIAS Classification ................... GA FAA Asset Study Classification ......... NA FAA Asset Study Classification ....... Basic FAA Asset Study Classification ...... Local Location from DBQ .......... 22 NM wnw Location from DBQ ............. 23 NM N Location from DBQ ........... 23 nm WSW Elevation .......................... 975 ft Elevation .......................... 1,015t Elevation (MSL)..................... 832 ft Weather Reporting ................ None Weather Reporting ................ None Weather Reporting ................ AWOS ATCT .............................. None ATCT .............................. None ATCT............................... None Annual Operations ....... None reported Annual Operations ................ 8,400 Annual Operations ................ 10,850 Based Aircraft ..........................4 Based Aircraft ........................ 12 Based Aircraft......................... 37 Enplaned Passengers .............. None Enplaned Passengers .............. None Enplaned Passengers............... None Length (ft.) 2,700 Length (ft.) 3,300 Length (ft.) 4,400 2,316 Width (ft.) 120 Width (ft.) 60 Width (ft.) 75 90 Pavement Strength (pounds) Pavement Strength (pounds) Pavement Strength (pounds) SWL NA SWL 13,000 SWL 12,500 NA DWL NA DWL NA DWL NA NA Lighting Non-standard Lighting LIRL Lighting MIRL None Marking Non-standard Marking NPI Marking NPI None Approach Aids None Approach Aids None Approach Aids PAPI-2, REILs None Instrument Approach Procedures None Instrument Approach Procedures None Instrument Approach Procedures GPS GPS Services Provided: None Services Provided: 100LL fuel, aircraft hangars Services Provided: Aircraft tiedowns,100LL and Jet A fuel, aircraft maintenance, and oxygen DUBUQUE REGIONAL AIRPORT KEY ASOS Automated Surface Observing System ATCT Air Traffic Control Tower AWOS I Automated Weather Observing System DWL Dual Wheel Loading FAA Federal Aviation Administration GPS Global Positioning System LIRL Low Intensity Runway Lights MIRL Medium Intensity Runway Lights MSL Mean Sea Level NA Not Applicable NM Nautical Mile NPIAS I National Plan of Integrated Airport Systems NPI I Non -Precision Instrument PAPI Precision Approach Path Indicator REIL Runway End Identification Light SWL Single Wheel Loading POPULATION Total Population 90,831 93,773 86,462 89,201 93,926 97,499 0.15% 99,151 100,380 101,252 101,620 0.20% Median Age (years) 23.61 27.32 33.18 36.6 38.65 38.51 1.02% 38.88 39.4 39.85 39.95 0.17% Ages0-64 72,509 83,305 74,286 76,107 79,548 80,132 0.21% 79,225 78,456 78,683 79,817 -0.02% Ages 65 and over 9,014 10,468 12,176 13,094 14,378 17,367 1.38% 19,926 21,924 22,569 21,803 1.09% Male 44,038 45,339 41,809 43,335 46,289 48,207 0.19% 49,084 49,754 50,180 50,457 0.22% Female 46,793 48,434 44,653 45,866 47,637 49,292 0.11% 50,067 50,626 51,072 51,163 0.18% Total Households 24,490 30,075 30,841 33,806 36,910 39,227 0.99% 40,278 40,589 40,584 40,470 0.15% Persons Per Household 3.52 2.98 2.67 2.50 2.43 2.37 -0.82% 2.35 2.36 2.38 2.39 0.04% EMPLOYMENT Total Employment 43,244 52,947 55,086 62,225 67,956 76,648 1.20% 82,204 86,614 90,730 94,491 1.00% Farm 2,341 2,741 2,516 1,976 1,536 1,609 -0.78% 1,655 1,653 1,646 1,638 0.09% Forestry,Fishing, Related Activities and Other 113 101 185 274 324 403 2.68% 426 451 477 504 1.07% Mining 27 31 25 21 25 32 0.35% 33 34 36 37 0.69% Utilities 269 293 296 311 235 166 -1.00% 165 166 166 164 -0.06% Construction 2,162 2,070 2,413 2,907 3,648 3,759 1.16% 3,831 3,842 3,828 3,798 0.05% Manufacturing 12,631 14,676 11,649 10,672 8,096 9,727 -0.54% 9,537 9,403 9,263 9,116 -0.31% Wholesale Trade 779 1,331 1,410 2,170 3,096 3,480 3.17% 3,802 4,061 4,318 4,558 1.29% Retail Trade 5,896 6,989 7,824 8,902 7,810 8,812 0.84% 9,097 9,254 9,370 9,432 0.32% Transportation and Warehousing 1,362 1,484 1,499 1,681 2,113 2,629 1.38% 2,783 2,932 3,095 3,248 1.01% Information 1,328 1,656 1,700 2,064 1,564 1,008 -0.57% 1,022 1,033 1,044 1,055 0.22% Finance and Insurance 1,620 2,021 2,083 2,273 4,111 5,415 2.55% 6,349 6,934 7,375 7,686 1.68% Real Estate and Rental and Lease 951 1,186 1,222 1,363 2,198 2,722 2.22% 3,009 3,306 3,628 3,978 1.82% Professional and Technical Services 954 1,351 1,803 2,361 3,491 3,517 2.76% 3,984 4,415 4,887 5,403 2.07% Management of Companies and Enterprises 118 167 223 252 581 883 4.28% 1,110 1,340 1,615 1,943 3.83% Administrative and Waste Services 788 1,071 1,380 1,796 2,304 2,717 2.61% 2,947 3,144 3,332 3,498 1.21% Educational Services 1,170 1,657 2,211 2,907 3,415 3,945 2.56% 4,241 4,463 4,656 4,813 0.95% Health Care and Social Assistance 3,000 4,250 5,673 7,336 8,505 9,498 2.43% 10,625 11,610 12,529 13,339 1.63% Arts, Entertainment, and Recreation 900 1,180 1,469 1,912 1,957 2,034 1.71% 2,135 2,222 2,304 2,377 0.74% Accommodation and Food Services 1,883 2,468 3,074 3,732 4,490 5,008 2.06% 5,360 5,643 5,894 6,136 0.97% Other Services, Except Public Administration 1,261 1,772 2,377 2,979 3,412 4,092 2.48% 4,692 5,156 5,579 5,956 1.80% Federal Civilian Government 448 376 367 319 274 268 -1.06% 266 264 262 260 -0.14% Federal Military 523 428 522 444 407 367 -0.74% 368 369 371 372 0.06% State and Local Government 2,720 3,648 3,165 3,573 4,364 4,557 1.08% 4,767 4,919 5,055 5,180 0.61 % -INC• Total Earnings (in millions of 2009 Dollars) $1,457 $1,919 $1,837 $2,342 $2,721 $3,235 1.68% 3,578 3,871 4,170 4,475 1.56% Per Capita Personal Income (2009 Dollars) 16,714 20,802 25,277 32,048 36,168 42,227 1.95% 45,634 48,282 50,434 52,388 1.03% Mean Household Total Personal Income (2009 Dollars) 59,424 62,505 68,220 81,115 88,693 101,184 1.12% 108,220 114,953 121,063 126,537 1.07% Gross Regional Product (in millions of 2009 Dollars) $2,150 $3,109 $2,802 $3,537 $4,251 $5,240 1.87% 5,821 6,319 6,827 7,342 1.62% Total Retail Sales (in millions of 2009 Dollars) $872 $1,033 $1,064 $1,405 $1,531 $1,875 1.61% 1,957 2,007 2,044 2,074 0.48% Total Retail Sales Per Household in 2009 Dollars 35,590 34,343 34,502 41,574 41 485 47,803 0.62% 48 576 49 439 50 355 51 239 0.33% CAGR - Compound Annual Growth Rate Source: Woods & Poole Complete Economic and Demographic Data Source CEDDS 2018 DUBUQUE REGIONAL AIRPORT POPULATION AND EMPLOYMENT 120 Historical Projected 100 c 0 0000 s c 80 001, a 0 w a 60 401970 1980 1990 2000 2010 '18 '24 '34 '39 Total Population Total Employment INCOME 150 Historical Projected 120 c 90 0 000000 N 60 0 ° 30 0 1970 1980 1990 2000 2010 '18 '24 '34 '39 Mean Household Total Personal Income Per Capita Personal Income RETAIL SALES 3,000 Historical Projected 2,500 , 2,000 0 E 1,500 c .° 1,000 0 In 500 1970 1980 1990 2000 2010 '18 '24 '34 '39 Total Retail Sales Historical unemployment rates in Dubuque County since 2000 have varied widely, with increases in un- employment following the 9/11 at- tacks and the 2008 economic reces- sion. The unemployment rate reached a high of 6.6 percent in 2009, a direct result of the recession. From 2010 to 2018, unemployment in the county was slightly lower than of the state and steadily decreased over this time period. In 2018, unem- ployment in Dubuque County had fallen to 2.4 percent, while Iowa stood at 2.5 percent and the United States, as a whole, at 3.9 percent. ❑UBUQUE REGIONAL AIRPORT TABLE 1H Top 10 Employers City of Dubuque 1 John Deere Dubuque Works Manufacturing 2,600 2 Dubuque Community Education 1,957 School District 3 MercyOne Dubuque Medical Center Healthcare 1,410 4 University of Wisconsin -Platteville Education 1,062 5 Medical Associates Clinic, P.C. Healthcare 1,061 6 UnityPoint Health — Finley Hospital Healthcare 975 7 Andersen Windows & Doors Manufacturing Not available 8 City of Dubuque Government 737 9 Sedgwick Professional 725 services Healthcare/ 10 Cottingham & Butler social services 650 Source: Greater Dubuque Development Corp., 2019 Gross regional product (GRP) is a measure of the market value of the goods and services produced within an area in a given period of time. According to the CEDDS data, the State of Iowa has outpaced Dubuque County in GRP from 1970 through 2018, with the state growing at 2.32 percent and the county at 1.87 percent. However, projections of GRP indicate a reversal over the next 20 years, with Dubuque County's growth (1.62%) exceeding that of the state (1.42%). INCOME Per capita personal income (PCPI) levels for the Dubuque MSA have historically been slightly lower than state income levels. In 1970, the Dubuque MSA PCPI was 5.06 percent below the state level and, in 2018, the MSA was 2.44 percent below the state level. By 2039, the MSA PCPI is projected to remain slightly lower than the state PCPI, at 2.78 percent. HOUSEHOLDS Growth trends for the number of households typically follow closely to population trends. Data of the total number of households within the Dubuque MSA and the state from 1970 through 2018 indicates a slower growth rate for households within the state compared to the MSA. However, this trend is ex- pected to change in the future, with the state's number of households growing faster than the county by 2039. ❑UBUQUE _A REGIONAL AIRPORT ENVIRONMENTAL INVENTORY This environmental inventory identifies potential environmental sensitivities, based on the 14 environ- mental impact categories outlined in FAA's Order 1050.1F, Environmental Impacts: Policies and Proce- dures, that should be considered when planning future improvements at the airport. • Air Quality • Biological Resources (including fish, wildlife, and plants) • Climate • Coastal Resources • Department of Transportation Act, Section 4(f) • Farmlands • Hazardous Materials, Solid Waste, and Pollution Prevention • Historical, Architectural, Archaeological, and Cultural Resources • Land Use • Natural Resources and Energy Supply • Noise and Compatible Land Use • Socioeconomics, Environmental Justice, and Children's Environmental Health and Safety Risks • Visual Effects (including light emissions) • Water Resources (including wetlands, floodplains, surface waters, groundwater, and wild and scenic rivers) It was determined that the following resources are not present with the airport environs or cannot be inventoried because they are evaluated as part of project implementation: • Resources Not Present o Coastal Resources (Coastal Barriers and Coastal Zones) —the airport is inland and not sub- ject to any coastal restrictions. • Resources Not Inventoried o Visual effects (including light emissions) o Natural resources and energy supply AIR QUALITY The concentration of various pollutants in the atmosphere describes the local air quality. The significance of a pollution concentration is determined by comparing it to the state and federal air quality standards. In 1971, the U.S. Environmental Protection Agency (EPA) established standards that specify the maxi- mum permissible short-term and long-term concentrations of various air contaminants. The National ❑UBUQUE REGIONAL AIRPORT Ambient Air Quality Standards (NAAQS) consist of primary and secondary standards for six criteria pol- lutants, which include: Ozone (03), Carbon Monoxide (CO), Sulfur Dioxide (S02), Nitrogen Oxide (NOX), Particulate matter (PM10 and PM2.5), and Lead (Pb). Based on federal air quality standards, a specific geographic area can be classified as either an "attain- ment," "maintenance," or "non -attainment" area for each pollutant. The threshold for non -attainment designation varies by pollutant. The airport is in Dubuque County, Iowa, which is designated as an at- tainment area for all federal criteria pollutants.' BIOLOGICAL RESOURCES Biotic resources include the various types of plants and animals that are present in an area. The term also applies to rivers, lakes, wetlands, forests, and other habitat types that support plants and animals. The U.S. Fish and Wildlife Service (USFWS) is charged with overseeing the requirements contained within Section 7 of the Endangered Species Act (ESA). This Act was put into place to protect animal or plant species whose populations are threatened by human activities. Along with the FAA, the USFWS reviews projects to determine if a significant impact to these protected species will result with implementation of a proposed project. Significant impacts occur when the proposed action could jeopardize the contin- ued existence of a protected species or would result in the destruction or adverse modification of fed- erally designated critical habitat in the area. According to the USFWS Information for Planning and Consultation (IPaC), there are seven federally listed threatened or endangered species which have the potential to occur in the vicinity of the airport. These species, along with habitat requirements, are noted in Table 1J. The State of Iowa Department of Natural Resources° provides an extensive list of species which are endangered, threatened, and of spe- cial concern statewide. Those species identified on the state list, cross-referenced with the IPaC report, are included in Table 1J. TABLE 1.1 Federally Listed Species Potentially Occurring Near Dubuque Regional Airport Dubuaue Countv. IA The northern long-eared bat hibernates in areas of consistent temperature and high humidity with little air movement, typi- Northern long- Myotis cally caves and mines. During the summer, northern long- eared bat septentrionalis Threatened NA eared bats roost singly or in colonies underneath bark, in cavi- ties, or in crevices of both live and dead trees. The range of the northern long-eared bat is eastern and north central United States. includine Canada.s 3 https://www3.epa.gov/airquaIity/greenbook/anayo_ia.htmI a https://www.iowadnr.gov/Conservation/lowas-Wildlife/Threatened-and-Endangered 5 https://www.fws.gov/midwest/endangered/mammals/nleb/nlebFactSheet.html DUBUQUE REGIONAL AIRPORT TABLE 11 (continued) Federally Listed Species Potentially Occurring Near Dubuque Regional Airport Species Name Scientific Name Federal State Range/Habitat requirements Status Status Cla Higgins eye Lompsilis Endangered Endangered The Higgins eye is a freshwater mussel of larger rivers, usually (pearlymussel) I higginsii found in areas with deep water and moderate currents.o Found in large rivers where they live in areas sheltered from Spectalecase Cumberlandia Endangered NA the main force of the river current. Often clustered in firm mud (mussel) monodonta and in sheltered areas, such as beneath rock slabs, between boulders, and even under tree roots.7 Snails This snail lives in leaf litter of special cool and moist hillsides Iowa called algific slopes, where the air and water are cooled from pleistocene Discus maclintocki Endangered Endangered underground ice, which flow out of cracks in the slopes and snail keep the ground temperatures below SO degrees F in the sum- Flowering Plants mertime and above 14 degrees F in the winter." Northern wild Aconitum Typically found on shaded to partially shaded cliffs, algific talus monkshood noveboracense Threatened Threatened slopes, or on cool, streamside sites. These areas have cool soil conditions, cold air drainage, or cold groundwater flowage.9 Prairie bush Lespedeza The prairie bush clover is native to the tallgrass prairie region clover le tostach a p y Threatened NA in four Midwestern states of the upper Mississippi River Valley, Iowa included.10 Western prai Platanthera The western prairie fringed orchid occurs most often in mesic rie fringed or- praeclara Threatened NA to wet unplowed tallgrass prairies and meadows." chid Source: U.S. Fish and Wildlife Service, Information for Planning and Conservation, https://ecos.fws.gov/ipa%• March 2019 No critical habitat has been identified on airport property. In addition to the ESA, the Migratory Bird Treaty Act (MBTA) is also applicable at the airport as much of the study area constitutes habitat for birds protected under this Act. The IPaC report lists eight bird species that may be present at the airport. Birds protected under the MBTA may nest, winter, or migrate throughout the area, including those pro- tected by the ESA. Under the requirements of the MBTA, all project proponents are responsible for com- plying with the appropriate regulations protecting birds when planning and developing a project. Migra- tory birds with potential to occur in the study area are listed in Table 1K. 6 https://www.fws.gov/midwest/endangered/clams/higginseye/higgins_fs.htm1 https://www.fws.gov/midwest/endangered/clams/spectaclecase/SpectaclecaseFactSheetMarch2012.htm1 8 https://www.fws.gov/midwest/endangered/Snails/iops_fct.htm1 9 https://www.fws.gov/midwest/endangered/plants/monkshoo.html io https://www.fws.gov/midwest/Endangered/plants/prairieb.html 11 https://www.fws.gov/midwest/Endangered/plants/prairief.html ❑UBUQUE REGIONAL AIRPORT TABLE 1K Birds Protected Under the Migratory Bird Treaty Act Dubuaue Countv. IA Species Name Scientific Name Breeding Season Bald eagle Haliaeetus leucocephalus October 15 to August 31 Black -billed cuckoo Coccyzus erythropthalmus May 15 to October 10 Bobolink Dolichonyx oryzivorus May 20 to July 31 Golden -winged warbler Vermivora chrysoptera May 1 to July 20 Prothonotary warbler Protonotaria citrea April 1 to July 31 Red-headed woodpecker Melanerpes erythrocephalus May 10 to September 10 Willow flycatcher Empidonax trailii May 20 to August 31 Wood thrush Hylocichla mustelina May 10 to August 31 Source: U.S. Fish and Wildlife Service, Information for Planning and Conservation, https://ecos.fws.pov/ipac1, March 2019 The EPA's Inventory of U.S. Greenhouse Gas Emissions and Sinks 1990-2016, found that the transporta- tion sector, which includes aviation, accounted for 28.5 percent of U.S. greenhouse gas (GHG) emissions in 2016. Of this, aviation contributed 168.0 million metric tons (MMT) of carbon dioxide equivalent (CO2e), or nearly nine percent of all transportation emissions. 12, 13 Transportation sources include cars, trucks, ships, trains, and planes. Most of the GHG emissions from transportation are CO2 emissions re- sulting from the combustion of petroleum -based products in internal combustion engines. Relatively insignificant amounts of methane (CH4), hydrofluorocarbon (HFC), and nitrous oxide (N20) are emitted during fuel combustion. From 1990 to 2016, total transportation emissions increased. The upward trend is largely due to in- creased demand for travel; however, much of this travel was done in passenger cars and light - duty trucks. In addition to transportation -related emissions, Figure 1D shows all GHG emissions sources in the U.S. in 2016. Industry 22% U.S. Territories 1% Commercial & Residential 12% Transportation 27% Agriculture 9% Electricity Power Industry 29% Figure 1D: 2016 Sources of Greenhouse Gas Emissions in the U.S. Source: U.S. EPA (2018) 12 Aviation activity consists of emissions from jet fuel and aviation gasoline consumed by commercial aircraft, general aviation, and military aircraft. 13 Inventory of U.S. Greenhouse Gas Emissions and Sinks: 1990-2016, Table 2-13 (available: https://www.epa.gov/ghgemissions/inven- tory-us-greenhouse-gas-emissions-a nd-sinks-1990-2016) ❑UBUQUE REGIONAL AIRPORT Increasing concentrations of GHGs can affect global climate by trapping heat in the Earth's atmosphere. Scientific measurements have shown that Earth's climate is warming, with concurrent impacts, including warmer air temperatures, rising sea levels, increased storm activity, and greater intensity in precipitation events. This climate change is a global phenomenon that can also have local impacts (Intergovernmental Panel on Climate Change, 2014). GHGs, such as water vapor (H20), carbon dioxide (CO2), methane (CH4), nitrous oxide (N20), and ozone (Os), are both naturally occurring and anthropogenic (man-made). Research has established a direct correlation between fuel combustion and GHG emissions. GHGs from anthropogenic sources include COz, CH4, N20, hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), and sulfur hexafluoride (SF6). CO2 is the most important anthropogenic GHG because it is a long-lived gas that remains in the atmosphere for up to 100 years. Information regarding the climate in Dubuque County, including wind, temperature, and precipitation, are found earlier in this chapter. DEPARTMENT OF TRANSPORTATION ACT, SECTION 4(f) Section 4(f) of the DOT Act, which was recodified and renumbered as Section 303(c) of 49 USC, provides that the Secretary of Transportation will not approve any program or project that requires the use of any publicly owned land from historic sites, public parks, recreation areas, or waterfowl and wildlife refuges of national, state, regional, or local importance unless there is no feasible and prudent alterna- tive to the use of such land, and the project includes all possible planning to minimize harm resulting from the use. The following list summarizes properties of each type that may be protected under Section 4(f) of the DOT Act within the vicinity of the airport: • National Register of Historic Places o Mount Saint Bernard Seminary and Barn — located 1.8 miles north-northeast o John and Marie (Palen) Schrup Farmstead Historic District — located 2.3 miles north o Julien Dubuque Monument— located 4.6 miles northeast o Langworthy Historic District — located 5.5 miles northeast o Julian Dubuque Bridge —located 5.7 miles northeast o Washington Park — located 5.9 miles northeast • Recreation Area — Mississippi National River and Recreation Area, 185 miles northwest of the airport • Wilderness Area — Nordhouse Dunes Wilderness, 243 miles east-northeast of the airport Wildlife Refuge — Upper Mississippi River National Wildlife and Fish Refuge, 4.9 miles northeast of the airport ❑UBUQUE REGIONAL AIRPORT • Locally Owned Parks o Swiss Valley Park —1.7 miles northwest o Granger Creek Nature Trail — 2.4 miles northeast o Roosevelt Park — 3. 9 miles north o Louis Murphy Park — 5.3 miles northeast o Maus Park — 5.4 miles northeast • State Parks o Mines of Spain State Recreation area — 3.5 miles northeast o Bellevue State Park— 16.6 miles southeast FARMLANDS Under the Farmland Protection Policy Act (FPPA), federal agencies are directed to identify and take into account the adverse effects of federal programs on the preservation of farmland, to consider appropri- ate alternative actions which could lessen adverse effects, and to assure that such federal programs are, to the extent practicable, compatible with state or local government programs and policies to protect farmland. The FPPA guidelines, developed by the U.S. Department of Agriculture (USDA), apply to farm- land classified as prime or unique, or of state or local importance as determined by the appropriate government agency, with concurrence by the Secretary of Agriculture. Information obtained from the Natural Resource Conservation Service's (NRCS) Web Soil Survey (WSS) indicates a significant amount of airport property and land adjacent to the airport is classified as "farm- land of statewide importance." Other soils on the airport are classified as either "prime farmland" or "not prime farmland." Soil classifications are indicated on Exhibit 1M. According to the United States Census Bureau, the airport is in a non -urbanized area.14 Currently, approximately 315 acres of airport property is actively farmed through a farm lease to a third party. HAZARDOUS MATERIALS, SOLID WASTE, AND POLLUTION PREVENTION Federal, state, and local laws regulate hazardous materials use, storage, transport, and disposal. These laws may extend to past and future landowners of properties containing these materials. In addition, disrupting sites containing hazardous materials or contaminates may cause significant impacts to soil, surface water, groundwater, air quality, and the organisms using these resources. According to the EPA's EJSCREEN, there are no Superfund or brownfield sites within five miles of the airport.15 14 U.S. Census Bureau Urbanized Area Maps (https://www2.census.gov/geo/maps/dclOmap/UAUC RefMap/ua/ua24823 dubuque is--il/) 15 https:Hejscreen.epa.gov/mapper/ Jst/ hriman Sc" hoo ": L.� DUBUQUE REGIONAL AIRPORT %I - - _ Salem J Saint Joseph School Church — Runway Centerlines Airport Drainage Ditch Airport Property �� Dubuque City Boundary f. School 0 Lake/Pond � N - id ® 100-Year Floodplain Church Residential Zoning ,soo s,000 Stream Farmland Of Statewide Importance o z Impaired Stream All Areas Prime Farmland � r Source: ESRI Basemap Imagery (2017), Dubuque County, FEMA, USDA ❑UBUQUE REGIONAL AIRPORT The Dubuque Metropolitan Sanitary Landfill, a solid waste landfill, is located approximately 6.68 miles north-northeast of the airport. HISTORICAL, ARCHITECTURAL, ARCHAEOLOGICAL, AND CULTURAL RESOURCES Determination of a project's environmental impact to historic and cultural resources is made under guid- ance in the National Historic Preservation Act (NHPA) of 1966, as amended, the Archaeological and His- toric Preservation Act (AHPA) of 1974, the Archaeological Resources Protection Act (ARPA), and the Na- tive American Graves Protection and Repatriation Act (NAGPRA) of 1990. In addition, the Antiquities Act of 1906, the Historic Sites Act of 1935, and the American Indian Religious Freedom Act of 1978 also pro- tect historical, architectural, archaeological, and cultural resources. Impacts may occur when the pro- posed project causes an adverse effect on a property which has been identified (or is unearthed during construction) as having historical, architectural, archaeological, or cultural significance. The following list summarizes the nearest historic properties of each type that may be protected under Section 4(f) of the DOT Act: • Mount Saint Bernard Seminary and Barn — located 1.8 miles north-northeast • John and Marie (Palen) Schrup Farmstead Historic District— located 2.3 miles north • Julien Dubuque Monument — located 4.6 miles northeast • Langworthy Historic District — located 5.5 miles northeast • Julian Dubuque Bridge — located 5.7 miles northeast • Washington Park — located 5.9 miles northeast In July 2019, in response to proposed building deconstruction, the City of Dubuque Planning Services Department conducted an in-depth architectural and historic evaluation16, which is included as Appen- dix F. The report focused on whether three structures at the Dubuque Regional Airport, the former 1948- 1949 terminal building, and the 1952 maintenance garage/carwash and electrical vault, along with the airport as a whole, was eligible for listing on the National Register of Historic Places (NRHP) inventory. The following conclusions are further detailed in the report: • The former original terminal building had not retained its historic or cultural integrity due to mul- tiple renovations and modifications to both the interior and exterior of the building. • The maintenance garage/carwash and electrical vault buildings have had fagade elements re- placed, windows filled in, and original windows replaced with vinyl windows. These alterations were completed post -historic age, which affects historic and architectural significance of the structure. 16 Dubuque Regional Airport In -Depth Architectural/Historic Survey/Evaluation Report — City of Dubuque, IA Planning Services Department (July 2019) f� ❑UBUQUE _A REGIONAL AIRPORT The airport encompasses approximately 41 structures and buildings onsite, of which seven are of historic age (pre-1969). Along with the three structures previously discussed, there is a pre- 1930s farmhouse with detached garage (which has undergone multiple enhancements to the original structures), a 1953 Quonset Hut, and a 1965 G.A. 8-unit hangar. The Quonset Hut and G.A. hangar may retain some historic or architectural integrity and would be the only buildings which could be considered contributing to a historic district. Additionally, the runways have been reworked, repaved, and expanded throughout the years. The report concluded the former terminal building, or the maintenance garage/carwash and electrical vault buildings, were not eligible for the NRHP. Furthermore, the report concluded the airport does not retain sufficient integrity to be considered for inclusion in the NRHP as a historic district. However, co- ordination with the Iowa Historic Preservation Office is ongoing. The closest Native American resource is the Ho -Chunk Nation Off -Reservation Trust Land, which is lo- cated approximately 68 miles north-northwest of the airport. LAND USE Land uses around the airport are described earlier in this chapter and are displayed on Exhibit 1B. NOISE AND COMPATIBLE LAND USE Federal land use compatibility guidelines are established under 14 CFR Part 150 (Part 150), Airport Noise Compatibility Planning. According to Part 150, residential land uses, and schools are noise -sensitive land uses that are not considered compatible with a 65 decibel (dB) Day -Night Average Sound Level (DNL). Other noise -sensitive land uses (such as religious facilities, hospitals, or nursing homes), if located within a 65 dB DNL contour, are generally compatible when an interior noise level reduction of 25 dB is incor- porated into the design and construction of the structure. Special consideration also needs to be given to noise -sensitive areas within Section 4(f) properties where the land use compatibility guidelines in Part 150 do not account for the value, significance, and enjoyment of the area in question (FAA 2015). A Part 150 study has not been prepared for the airport. Land uses adjacent to the airport are considered low -density residential, with small, large -lot subdivi- sions and other agricultural uses. Other noise -sensitive land uses in the vicinity of the airport include: • Schools o Salem School is located 0.9-mile southeast o St. Joseph School is located 2.7 miles north-northeast Hospitals / Nursing Homes o Jackson County Hospital is located 1.1 miles east ❑UBUQUE _A REGIONAL AIRPORT • Religious Facilities o St. Joseph Church is located 1.2 miles west-southwest o Old Paths Baptist Church is located 4.6 miles north o Church of Jesus Christ of Latter-day Saints is located 4.6 miles north o New Melleray Abbey is located 4.7 miles west o Grandview Heights Baptist Church is located 4.9 miles northeast o St. Catherine's Catholic Church is located 5.3 miles east o Archdiocese of Dubuque is located 5.3 miles northeast The Dubuque County Zoning Ordinance17 (most recently amended in August 2015) establishes multiple districts and zones addressing the airport. The first district is the Airport Operations (AO) District, which is a restricted district established to protect airport operations form any encroachments or land use conflicts. The AO district permits principle uses and structures, including runways and taxiways, naviga- tional aids, FAA -approved operational aids, and utilities. This district regulates height and setbacks, stat- ing structures or buildings may be restricted in this zone at a height other than those specifically required or permitted by the FAA for operational purposes. A 30-foot setback is required from adjacent properties for any structure placed along the perimeter of the airport influence area (AIA). The Airport Commercial (AC) District was created to provide for on -airport land uses, which are not di- rectly involved in flight operations, but are related to airport support activities and light commercial and industrial uses. Permitted principal uses and structures include terminal operations; FBOs; airport hang- ars, maintenance, and storage buildings; retail businesses and offices where all activities are conducted inside which emit no electrical or radio interference; post -secondary public / private schools, colleges, and universities; and those light industrial and manufacturing operations identified in the code. The Airport Influence Area Agricultural (AA) District was established to provide for agricultural land uses for off -airport property. Permitted uses within this district include agricultural uses, public utilities, pub- lic parks and recreation, cemeteries, riding stables, and quarries. Maximum height for structures and buildings in the AA district are regulated by the County Airport Height and Hazard (AH) zone and Part 77 Airspace Requirements. A 30-foot setback is required from adjacent properties placed along the perim- eter of the AIA. The Airport Height and Hazards (AH) Zone was established to restrict airport hazards in the vicinity of airports and creating airport hazard zones. These regulations are enforced by the Dubuque Airport Zon- ing Commission. In all cases where, in the opinion of the Zoning Administrator, a proposed structure or alteration or natural object may exceed any height restrictions outlined in the Code, that application for a zoning certificate shall be forwarded to the Airport Zoning Commission for review. That body will de- termine whether the proposed development poses a threat to air navigation as determined by FAA standards. If the site is determined to pose a hazard and before a zoning certificate is granted, the appli- cation shall be by proof that notice has been given pursuant to 14 CFR 77.1718 and that proposed build- ings, structures, or natural objects will not be a hazard to air navigation. 17 https://dubuquecounty.org/auditor/ordinances/ 18 https://www.ecfr.gov/cgi-bin/text-idx?SID=c957224f6e2b4fblf2fc236f5daO9558&node=ptl4.2.77&rgn=div5 ❑UBUQUE REGIONAL AIRPORT SOCIOECONOMICS, ENVIRONMENTAL JUSTICE, AND CHILDREN'S ENVIRONMENTAL HEALTH AND SAFETY RISKS General socioeconomic information, such as population and economic trends, are addressed earlier in Chapter One. However, FAA Order 1050.1F specifically requires that a federal action causing dispropor- tionate impacts to an environmental justice population (i.e., a low-income or minority population), be considered, as well as an evaluation of environmental health and safety risks to children. The EPA's EJSCREEN online tool was consulted regarding the presence of environmental justice areas within the airport environs. Population within five miles of the airport is approximately 12,400, of which 20 percent of the population is considered low-income and three percent is considered a minority population. Like- wise, according to EJSCREEN, five percent of the population is under the age of five within a five -mile radius of the airport. WATER RESOURCES Stormwater at the airport is managed by surface runoff. As outlined in the Storm Water Pollution Pre- vention Plan (SWPPP), the airport is divided into three drainage basins which collect runoff through a series of drainage ditches and swales, directing water to one of these basins. The basins discharge into tributaries feeding into the Mississippi River. The SWPPP is intended for use by DBQ to provide consistent and effective management of stormwater runoff. In the State of Iowa, stormwater management is regulated on both the federal and state levels. National Pollutant Discharge Elimination System (NPDES), managed by the Iowa Department of Natural Resources (IDNR), requirements apply to stormwater discharges associated with industrial activities at the airport which were reviewed by the FAA. Potential point sources for pollution identified in the SWPPP includes, but is not limited to, aircraft fuels, aircraft washing, and aircraft deicing activities. These pollutants can be transported to the detention basins either as direct spills, from rainfall runoff, or surface area wash downs. The SWPPP identifies best management practices (BMPs) to control contamination, which include good housekeeping, preventative maintenance, and visual inspections. If any airport activities cause po- tential impact on local waters, they are properly addressed, and Airport Operations is contacted. Water resources near the airport are depicted on Exhibit 1M. Wetlands. The U.S. Army Corps of Engineers regulates the discharge of dredged and/or fill material into waters of the United States, including adjacent wetlands, under Section 404 of the Clean Water Act (CWA). Wetlands are defined in Executive Order (E.O.) 11990, Protection of Wetlands, as "those areas that are inundated by surface or groundwater with a frequency sufficient to support and under normal circumstances does or would support a prevalence of vegetation or aquatic life that requires saturated or seasonably saturated soil conditions for growth and reproduction." Wetlands can include swamps, marshes, bogs, sloughs, potholes, wet meadows, river overflows, mud flats, natural ponds, estuarine areas, tidal overflows, and shallow lakes and ponds with emergent vegetation. Wetlands exhibit three characteristics: the soil is inundated or saturated to the surface at some time during the growing season ❑UBUQUE _A REGIONAL AIRPORT (hydrology), has a population of plants able to tolerate various degrees off looding or frequent saturation (hydrophytes), and soils that are saturated enough to develop anaerobic conditions during the growing season (hydric). According to USFWS, which manages the National Wetlands Inventory on behalf of all federal agencies, there are drainages and small freshwater ponds identified as wetlands on the airport. It is important to note that these areas were identified as wetlands based on a review of aerial photography dated 2005 and may no longer be present. Additionally, based on information from the NRCS-WSS, no hydric soils are present on airport property. Floodplains. E.O. 11988 directs federal agencies to take action to reduce the risk of flood loss, minimize the impact of floods on human safety, health, and welfare, and restore and preserve the natural and beneficial values served by the floodplains. Based on a review of Federal Emergency Management Agency (FEMA) map panel number 19061C0365E, dated October 18, 2011, a floodplain bisects airport property in an east / west manner, crossing across Runway 18-36 and south of Runway 13-31. The flood zone is identified as Flood Zone A, a Special Flood Hazard Area subject to a one percent annual chance of flooding, also known as the 100-year flood. Surface Waters. The CWA provides the authority to establish water quality standards, control dis- charges, develop waste treatment management plans and practices, prevent or minimize the loss of wetlands, and regulate other issues concerning water quality. Water quality concerns related to airport development most often relate to the potential for surface runoff and soil erosion, as well as the storage and handling of fuel, petroleum products, solvents, etc. Additionally, Congress has mandated (under the CWA) the NPDES. Using NPDES permits, certain procedures are required to prevent contamination of water bodies from stormwater runoff. Examples of direct impacts to surface waters include any in -water work resulting from expansion of an existing FAA facility adjacent to surface waters, or a withdrawal of water from a surface water for con- struction or operations. The following streams and rivers within the vicinity of the airport have been identified as impaired under Section 303(d) of the CWA: • Granger Creek • Catfish Creek • Tetes Des Morts Creek • Mississippi River A review of the National Hydrography Dataset, published by the United States Geological Survey, indi- cates drainage channels are present on airport property. ❑UBUQUE _A REGIONAL AIRPORT Wild and Scenic Rivers. The National Wild and Scenic Rivers Act was established to preserve certain rivers with outstanding natural, cultural, and recreational values in a free -flowing condition for the en- joyment of present and future generations. The closest designated Wild and Scenic River is a portion of the Saint Croix Riverway, located over 190 miles northwest bordering Minnesota and Wisconsin.19 The Nationwide River Inventory (NRI) is a list of over 3,400 rivers or river segments that appear to meet the minimum Wild and Scenic Rivers Act eligibility requirements based on their free -flowing status and resource values. The development of the NRI resulted from Section 5(d)(1) in the Wild and Scenic Rivers Act, directing federal agencies to consider potential wild and scenic rivers in the comprehensive planning process.20 Those rivers or river segments closest to the airport which are on the NRI are: • Maquoketa River — flows 81 miles from Monticello, IA to the Mississippi River • Turkey River — flows 134 miles from Vernon Springs, IA to the Mississippi River Groundwater. Groundwater is subsurface water that occupies the space between sand, clay, and rock formations. The term aquifer is used to describe the geologic layers that store or transmit groundwater, such as to wells, springs, and other water sources. Examples of direct impacts to groundwater could include withdrawal of groundwater for operational purposes, or reduction of infiltration or recharge area due to new impervious surfaces. There is no sole source aquifer near the airport. The airport is underlain by rock that is minimally permeable but may contain locally productive aquifers.21 ENVIRONMENTAL INVENTORY RESOURCES A variety of resources were used during the inventory process. The following listing reflects a compilation of these sources. U.S. Environmental Protection Agency, Currently Designated Nonattainment Areas for All Criteria Pol- lutants: https://www3.epa.gov/airgualitV/greenbook/anaVo ia.html U.S. Environmental Protection Agency, EJSCREEN: https://www.epa.gov/eoscreen FEMA Flood Map Service Center: https://msc.fema.gov/portal/search?AddressQuerv=dubuque%20re- gional%20airport%2C%20dubugue%2C%20ia#searchresultsanchor Natural Resources Conservation Service, Web Soil Survey: https://websoiIsurvey.sc.egov.usda.gov/App/H0mePage.htm 19 https://rivers.gov/wsr-act.php 20 https://www.nps.gov/subjects/rivers/nationwide-rivers-inventory.htm 21 https:Hwater.usgs.gov/ogw/aquifer/101514-wall-map.pdf DUBUQUE REGIONAL AIRPORT National Park Service, Nationwide Rivers Inventory: https://www.nps.gov/subjects/rivers/nationwide-rivers-inventorV.htm National Wild and Scenic Rivers System: https://www.rivers.gov/index.php U.S. Fish and Wildlife Service Information, Planning and Consultation System: https://ecos.fws.gov/ipac U.S. Fish and Wildlife Service National Wetlands Inventory: https://www.fws.gov/wetlands/Data/Mapper.html USGS National Map: https://www.usgs.gov/core-science-systems/national-geospatial-program/national-map CHAPTER 2 Forecasts DUBUQUE 51 REGIONAL AIRPORT 1 w-z.6�zl Airport Master Plan CHAPTER TWO FORECASTS pected to occur during the useful reasonably be ex - airport's key com- ponents (e.g., runways, taxiways, terminal buildings, etc.) is an im- portant factor in facility planning. In airport master planning, this involves projecting potential aviation activity for a 20-year timeframe. Aviation demand forecasting for Dubuque Regional Airport (DBQ) will focus on commercial airline de- mand indicators, including passenger enplanements and aircraft operations, as well as general aviation indicators including based aircraft, based aircraft fleet mix, and operations. The projections will also factor military operations and overall operational peaking periods. The Federal Aviation Administration (FAA) has oversight responsibility to review and approve aviation forecasts developed in conjunction with airport planning studies. In addition, aviation activity forecasts may be an important input to future benefit -cost analyses associated with airport development, and FAA reviews these analyses when federal funding requests are submitted. i r 7 DUBUQUE REGIONAL AIRPORT Airport Mast DUBUQUE REGIONAL AIRPORT The FAA will review individual airport forecasts with the objective of comparing them to its Terminal Area Forecasts (TAF) and the National Plan of Integrated Airport Systems (NPIAS). Even though the TAF is updated annually, it is developed by FAA personnel in Washington D.C. and commonly contains a dis- parity between the TAF and more localized master planning forecast efforts. Historically, the disparity was primarily due to the TAF forecasters' lack of knowledge about local conditions or recent trends. In recent years, however, the FAA has improved its forecast model to be a demand -driven forecast for aviation services based upon local and national economic conditions, as well as conditions within the aviation industry. As stated in FAA Order 5090.3C, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS), forecasts should be: • Realistic; • Based on the latest available data; • Reflective of current conditions at the airport (as a baseline); • Supported by information in the study; and • Able to provide adequate justification for airport planning and development. The forecast process for an airport master plan consists of a series of basic steps that vary in complexity depending upon the issues to be addressed and the level of effort required. The steps include a review of previous forecasts, determination of data needs, identification of data sources, collection of data, selection of forecast methods, preparation of the forecasts, and evaluation and documentation of the results. FAA Advisory Circular (AC) 150/5070-6C, Airport Master Plans, outlines seven standard steps involved in the forecast process, including: 1) Identify Aviation Activity Measures: The level and type of aviation activities likely to impact facility needs. For general aviation, this typically includes based aircraft and operations. 2) Review Previous Airport Forecasts: May include the FAA Terminal Area Forecast, state or re- gional system plans, and previous master plans. 3) Gather Data: Determine what data are required to prepare the forecasts, identify data sources, and collect historical and forecast data. 4) Select Forecast Methods: There are several appropriate methodologies and techniques availa- ble, including regression analysis, trend analysis, market share or ratio analysis, exponential smoothing, econometric modeling, comparison with other airports, survey techniques, cohort analysis, choice and distribution models, range projections, and professional judgment. 5) Apply Forecast Methods and Evaluate Results: Prepare the actual forecasts and evaluate for reasonableness. 6) Summarize and Document Results: Provide supporting text and tables as necessary. 7) Compare Forecast Results with FAA's TAF: Follow guidance in FAA Order 5090.3C, Field Formula- tion of the National Plan of Integrated Airport Systems. In part, the Order indicates that forecasts should not vary significantly (more than 10 percent) from the TAF. When there is a greater than 10 DUBUQUE REGIONAL AIRPORT percent variance, supporting documentation should be supplied to the FAA. (FAA Central Region has provided additional guidance indicating forecasts are consistent with the TAF when they differ by less than 10 percent in the first five years, and less than 15 percent in the 10-year period.) Aviation activity can be affected by many influences on the local, regional, and national levels, making it virtually impossible to predict year-to-year fluctuations of activity over 20 years with any certainty. Therefore, it is important to remember that forecasts are to serve only as guidelines, and planning must remain flexible enough to respond to a range of unforeseen developments. One notable influence has been the COVID-19 pandemic, which struck late in the preparation of this planning document. Day-to-day aviation activity was significantly impacted during the health crisis. Spe- cifically, the primary impact of the pandemic was commercial passenger service being temporarily sus- pended in Fall 2020. The service suspension certainly resulted in a reduction of annual enplanements and air carrier operations for the year; however, both are anticipated to recover to pre-COVID levels over the next five years. It is recognized that the suggested implementation timeframes for the long- term development this report outlines may be affected by the economic downturn associated with the pandemic. However, based upon the types of aircraft using DBQ throughout its long history, the pro- posed existing and ultimate design aircraft to be presented are still considered reasonable and valid for planning purposes. The following forecast analysis for Dubuque Regional Airport was produced following these basic guide- lines. Existing forecasts are examined and compared against current and historic activity. The historical aviation activity is then examined along with other factors and trends that can affect demand. The intent is to provide an updated set of aviation demand projections for DBQthat will permit airport management to make planning adjustments as necessary to maintain a viable, efficient, and cost-effective facility. SERVICE AREA The initial step in determining the aviation demand for an airport is to define its generalized service area for various segments of aviation. The service area is defined primarily by evaluating the location of com- peting airports, their capabilities, their services, and their relative attraction and convenience. In deter- mining the aviation demand for an airport, it is necessary to identify the role of the airport, as well as the specific areas of aviation demand the airport is intended to serve. For DBQ, the primary roles are to accommodate commercial passenger airline and general aviation activities in the region. The service area for an airport is a geographic region from which an airport can be expected to attract the largest share of its activity. The definition of the service area can then be used to identify other factors, such as socioeconomic and demographic trends, which influence aviation demand at an airport. Aviation demand will be impacted by the proximity of competing airports, the surface transportation network, and the strength of commercial airline and/or general aviation services provided by competing airports. DUBUQUE REGIONAL AIRPORT The size of an airport's service area will vary depending on numerous factors but is primarily limited by the proximity of other airports providing similar services. This is especially true for commercial services as competition for passengers often shapes an airline's decision to operate in a specific community. As in any business enterprise, the more attractive the facility is in terms of service and capabilities, the more competitive it will be in the market. If an airport's attractiveness increases in relation to nearby airports, so can the size of its service area. If facilities and services are adequate and/or competitive, some level of aviation activity may be drawn from more distant locales. COMPETING COMMERCIAL SERVICE AIRPORTS The most common criteria in a passenger's selection of an airport are the proximity (convenience) and airfare (ticket price); however, several other factors can influence the passenger's decision. Business travelers often prefer expedient travel or even brand loyalty programs and may pay higher airfares for that convenience. The business traveler also desires reliable service with the most options possible, such as diverse destinations, frequency of flights, favorable departure or arrival times, etc. Leisure travelers typically make airfare the most important factor for choosing an airline, or a more distant airport. Dis- count airlines have proven nationwide that leisure passengers, and even some business travelers, will choose airports outside their local area due to low fare availabilities. Another factor is the level of service offered from an airport. Level of service factors that can affect the secondary service area include frequency of service, number of airlines, size and/or type of aircraft, and nonstop destinations available. The biggest factor, however, tends to be airfare. Competition on routes and low -fare airlines are major factors that can draw vacation travelers to drive as much as three hours to a larger airport. Additionally, it can be clearly stated that immediate access to a diversified surface highway and interstate transportation network can be the most significant factor as it provides options for local travelers to use other commercial service airports in the region. As such, an examination of other nearby and regional commercial service airport competitors can provide an understanding of the service area limits at DBQ. Airline service factors for these airports can contribute to whether a passenger will elect to use one of these regional airports instead of DBQ. Of these regional airports, it is likely that DBQ competes more directly with airports that offer more service options with lower average ticket prices and are within a reasonable drive time. A summary of these airports and their services, as well as DBQ's, is provided in Table 2A. This data shows that DBQ has a higher average fare and yield (fare per miles traveled) compared to most of its regional competition. DBQ's available service and non-stop destinations served is also limited compared to most regional competitors. --_DUBUQUE REGIONAL AIRPORT TABLE 2A Sources: U.S. DOT - Bureau of Transportation Statistics; Airport websites (airlines/departures); DBQ airport records DBQ PASSENGER SERVICE AREA In 2018, the consulting and engineering firm Mead & Hunt undertook a study to determine DBQ's pas- senger demand and market share. Factors such as regional population, airlines serving the region, des- tinations and departures, airfare trends, and passenger activity were analyzed to develop a broad picture of air travelers and their habits in the region, as well as define DBQ's catchment area and leakage rate. During the study process, it was determined that the airport's catchment area, or service area, includes all of Dubuque County, most of Grant County, WI, and portions of Clayton County, IA, Delaware County, IA, Jones County, IA, Jackson County, IA, and Lafayette County, WI. According to Mead & Hunt's analysis, the airport's catchment area has an estimated population of 176,498 people, with approximately 23 percent of travelers in the catchment area using DBQ for air travel. The remaining travelers utilized ORD (33 percent), CID (15 percent), MLI (11 percent), and MSN (6 percent), with the remainder using other airports including DSM and MDW. This translates to a 77 percent leakage rate for DBQ's catchment area. More simply stated, it is estimated that 77 percent of all potential airline passengers in the service area choose airports other than DBQ. There are several factors which may be contributing to DBQ's significant leakage rate. When compared to other airports in the region, airline service at DBQ lacks options that many travelers want, such as multiple airline options (including low-cost carriers), varied direct/non-stop destinations, and more fre- quent daily departures; however, airfares at DBQ are on par with the other regional airports such as MLI and ALO. While larger hubs in Chicago and Des Moines offer less expensive airfares, and much greater schedule and destination versatility, drive times to these airports from the Dubuque catchment area may be prohibitive to some travelers, especially business travelers. These more distant hub airports likely do attract leisure travelers, especially those with larger travel parties. -DUBUQUE REGIONAL AIRPORT Based on this information, DBQ's primary passenger service area includes all of Dubuque County and por- DBQ's primary passenger service area in- tions of surrounding counties. The airport's service cludes all of Dubuque County and portions of area is shown in blue on Exhibit 2A, along with drive surrounding counties. times to surrounding regional airports. BASED AIRCRAFT SERVICE AREA Like the passenger service area, the service area for based aircraft is also dependent upon regional com- petition and the proximity of aircraft owners to general aviation airport services/facilities. FAA generally supports a standard based aircraft service area which extends for 30 miles. There are several general aviation airports within this range; however, none of these airports are closer than 21 nautical miles (nm) from DBQ. General aviation airports in the region include Platteville Municipal (PVB) to the north- east, Maquoketa Municipal (OQW) to the south, Cassville Municipal (C74) to the north-northwest, Dy- ersville Area Airport (IA8) to the west-northwest, Lancaster Municipal (73C) to the north, and Monticello Regional (MXO) to the west-southwest. As for competitive facilities, the longest runway among these airports is 4,400 feet at MXO, and each has substantially fewer based aircraft and fewer general aviation services available compared to DBQ. Exhibit 2B depicts a 30-minute drive time from DBQ in blue shading. The exhibit also depicts the resident owner location of all registered aircraft in the region as well as the resident location of aircraft owners having an aircraft based at DBQ. Registered aircraft are largely concentrated in Dubuque County, with nearly half of them based at DBQ. The remaining other half of DBQ's based aircraft are registered to addresses more than 30 miles away, with many registered in states other than Iowa, Wisconsin, and Illinois. This is typical for aircraft that may be owned by corporations based in other states or private aircraft owners that may base their aircraft at multiple airports. The drive -time map shows that DBQ is easily accessible to most aircraft registrations within the Dubuque MSA. DBQ also maintains an ad- vantage over the other regional general aviation airports with its available facilities and services. The 30- minute drive time is contained primarily within Dubuque County but also extends from into northern Jackson County, IA, and to a lesser degree into southern Grant County, WI, and western Jo Daviess County, IL. Jackson County has one public -use general aviation airport (OQW) in Maquoketa; however, DBQ has better available facilities and is more convenient to the northern parts of the county. Grant County, WI, has public -use airports in Platteville and Lancaster, which do not have available facilities comparable to DBQ but are more convenient to its users than DBQ. Jo Daviess County does not have a public -use airport so it is more likely that DBQ could at- tract some general aviation activity from this area. Therefore, the primary based aircraft service area is The primary based aircraft service area is de - defined as Dubuque and Jackson Counties in Iowa and fined as Dubuque and Jackson Counties in Jo Daviess County in Illinois. Table 2B includes a com- Iowa and Jo Daviess County in Illinois. parison of GA airports within 30 nm of DBQ. DUBUQUE REGIONAL AIRPORT Source: ESRI Basemap Imagery (2018) DUBUQUE REGIONAL AIRPORT ° Iowa 0 O County p ® O 00 . O O Clayton Grant 73C County K p 51 0 County O 52 O � (q ZS O O PVyB O p 1 O Lafayette 35 O County 0 0- 90 0 0 0 o,27 iNisconsin � ub Delawares 50 01, i ° �rid= , �� O p O County° O 20 O O O O �J O 100 Jo Daviess D o o - 0 County fig"Ma ' oa CP 20 51 p O O O O ° ' ° Jones l lounO O Oty CD 0 oQwo S ° Linn 64 County --- p O O O CO O O O O sp p Clinton _ County O �. 00 o O p CW,I o . 0 p 13 O 0 p � 00 8 0 O O O 8C4 ° ° O O Whiteside O 0 0 County Dubuque Regional Airport 0 O N 0 00 1° 20 Scott j + NPIAS Airports County 0 DUN, O 1" = 10nm O DBQ Based Aircraft p O FAA Registered Aircraft Highway 30 Minute Drive Time �p County Boundary 0 m State Boundary p O O I Y O O Source: ESRI Basemap Imagery (2018), Dubuque Reqional Airport, FAA Registered Aircraft Database Aircraft Locations Distance Based Aircraft FAA Registered Aircraft 0- 10nm 33 72 10- 20nm 4 80 20-30nm 0 67 +30nm 36 N/A Total 73* 219 '78Aircraft are based at DBQ, 5 aircraft have missing registration information TABLE 213 Comparison of GA Airports within 30 nm PVB 3,999 ft 28 20,550 1 mile OQW 3,304 ft 10 3,250 1 mile C74 3,000 ft 8 3,100 NA IA8 2,700 ft (turf) 4 NA NA 73C 3,300 ft 12 8,400 NA MXO 4,400 ft 37 10,850 1 mile DBQ 6,502 ft 78 61,936 %2 mile *Annual operations reflect the most recent tower count or estimate from the Source: AirNav; airport records SOCIOECONOMIC TRENDS --_DUBUQUE REGIONAL AIRPORT Hangars/tiedowns; 100LL/Jet A fuel; maintenance; oxygen Hangars/tiedowns; 10OLLfuel Tiedowns None Hangars, 10OLLfuel Tiedowns; 100LL/Jet A fuel; maintenance, oxygen Hangars/tiedowns; 100LL/Jet A fuel; maintenance; lounge rt's 5010 Airport Master Record. The socioeconomic conditions provide an important baseline for preparing aviation demand forecasts. Local socioeconomic variables, such as population, employment, and income, are indicators for under- standing the dynamics of the community and can relate to local trends in aviation activity. Analysis of the socioeconomic demographics of the airport service area will give a more comprehensive understand- ing of conditions affecting the airports service area region. The following is a summary of historical de- mographic trends as well as forecasts of those socioeconomic characteristics. Table 2C summarizes historical and forecast population, employment, and income estimates for the Dubuque MSA and the state of Iowa. The population of the Dubuque MSA is projected to add slightly more than 4,100 people by 2039. The projected resident increase equates to a compound annual growth rate (CAGR) of 0.20 percent. Employment is projected to grow at 1.00 percent CAGR, while income for the Dubuque MSA is projected to grow at 1.03 percent CAGR. Compared to Iowa, the population and income indicators trail the state, while employment in the Dubuque MSA is forecast to outpace the state's projected growth. TABLE 2C Socioeconomic History and Forecasts Dubuaue MSA and Iowa HISTORIC 2000 Population 89,201 93,926 97,499 0.50% 99,151 100,380 101,620 0.20% Employment 62,225 67,956 76,648 1.16% 82,204 86,614 94,491 1.00% Income (PCPI) $32,048 $36,168 $42,227 1.54% $45,634 $48,282 $52,388 1.03% . a . Population 2,929,067 3,050,738 3,158,720 0.42% 3,238,107 3,301,756 3,394,952 0.34% Employment 1,914,664 1,951,933 2,163,161 0.68% 2,309,348 2,423,501T$53,886 2,606,272 0.89% Income (PCPI) $33,095 $37,329 $43,282 1.50% $46,833 $49,596 1.05% CAGR: Compound annual growth rate PCPI: Per capita personal income ($2009) The Dubuque MSA is comprised of Dubuque County only Sources: Historic and Forecast Employment and PCPI - Woods & Poole Economics, 2018 DUBUQUE REGIONAL AIRPORT FORECASTING APPROACH The development of aviation forecasts proceeds through both analytical and judgmental processes. A series of mathematical relationships is tested to establish statistical logic and rationale for projected growth. However, the judgment of the forecast analyst, based upon professional experience, knowledge of the aviation industry, and assessment of the local situation, is important in the final determination of the preferred forecast. The most reliable approach to estimating aviation demand is through the utiliza- tion of more than one analytical technique. Methodologies frequently considered include trend line/time-series projections, correlation/regression analysis, and market share analysis. Trend line/time-series projections are probably the simplest and most familiar of the forecasting tech- niques. By fitting growth curves to historical data and then extending them into the future, a basic trend line projection is produced. A basic assumption of this technique is that outside factors will continue to affect aviation demand in much the same manner as in the past. As broad as this assumption may be, the trend line projection does serve as a reliable benchmark for comparing other projections. Correlation analysis provides a measure of direct relationship between two separate sets of historic data. Should there be a reasonable correlation between the data sets, further evaluation using regression analysis may be employed. Regression analysis measures statistical relationships between dependent and independent variables, yielding a "correlation coefficient." The correlation coefficient (Pearson's "r") measures association be- tween the changes in the dependent variable and the independent variable(s). If the "r2" value (coeffi- cient determination) is greater than 0.95, it indicates good predictive reliability. A value less than 0.95 may be used, but with the understanding that the predictive reliability is lower. Market share analysis involves a historical review of the airport activity as a percentage, or share, of a larger regional, state, or national aviation market. A historical market share trend is determined, provid- ing an expected market share for the future. These shares are then multiplied by the forecasts of the larger geographical area to produce a market share projection. This method has the same limitations as trend line projections but can provide a useful check on the validity of other forecasting techniques. It is important to note that one should not assume a high level of confidence in forecasts that extend beyond five years. Facility and financial planning usually require at least a 10-year purview since it often takes more than five years to complete a major facility development program. However, it is important to use forecasts which do not overestimate revenue -generating capabilities or understate demand for facilities needed to meet public (user) needs. - ----DUBUQUE REGIONAL AIRPORT NATIONAL AVIATION TRENDS AND FORECASTS The forecasts developed for the airport must consider national, regional, and local aviation trends. The following section describes trends in aviation. This information is utilized both in statistical analysis and to aid the forecast preparer in making any manual adjustments to the forecasts as necessary. Each year, the FAA updates and publishes a national aviation forecast. Included in this publication are forecasts for the large air carriers, regional/commuter air carriers, general aviation, and FAA workload measures. The forecasts are prepared to meet budget and planning needs of the FAA and to provide information that can be used by state and local authorities, the aviation industry, and the general public. The available edition used in preparation of this chapter was FAA Aerospace Forecast —Fiscal Years 2019- 2039, published in April 2019. The FAA primarily uses the economic performance of the United States as an indicator of future aviation industry growth. Similar economic analyses are applied to the outlook for aviation growth in international markets. The following discussion is summarized from the FAA Aero- space Forecasts. Since its deregulation in 1978, the U.S. commercial air carrier industry has been characterized by boom -to - bust cycles. The volatility that was associated with these cycles was thought by many to be a structural feature of an industry that was capital intensive but cash poor. However, the great recession of 2007-09 marked a fundamental change in the operations and finances of U.S. airlines. Since the end of the recession in 2009, U.S. airlines revamped their business models to minimize losses by lowering operating costs, elim- inating unprofitable routes, and grounding older, less fuel -efficient aircraft. To increase operating reve- nues, carriers initiated new services that customers were willing to purchase and started charging sepa- rately for services that were historically bundled in the price of a ticket. The industry experienced an un- precedented period of consolidation with three major mergers in five years. The results of these efforts have been impressive: 2018 marks the tenth consecutive year of profitability for the U.S. airline industry. Looking forward, there is confidence that U.S. airlines have finally transformed from a capital intensive, highly cyclical industry to an industry that generates solid returns on capital and sustained profits. ECONOMIC ENVIRONMENT According to the FAA forecast report, as the economy recovers from the most serious economic down- turn and slow recovery since the Great Depression, aviation will continue to grow over the long run. Fundamentally, demand for aviation is driven by economic activity. As economic growth picks up, so will growth in aviation activity. The FAA forecast calls for passenger growth over the next 20 years to average 1.8 percent annually. The uptick in passenger growth in 2017-2018 will continue into 2019, spurred on by favorable economic conditions in the U.S. and the world. Oil prices averaged $64 per barrel in 2018, edging down to $61 in 2019, and the forecast assumes they will increase beginning in the early 2020s to reach $98 by the end of the forecast period in 2039. --_DUBUQUE REGIONAL AIRPORT U.S. economic performance in 2018 was estimated to have grown in real gross domestic product (GDP) to 18.4 billion (inflation adjusted to 2012 dollars) and was forecast to grow at an average annual growth rate of 1.8 percent through 2039. The U.S. economy is forecast to be supported by improved financial conditions but restrained by reduced government spending, while European growth is pressured by weakness in manufacturing and widespread political uncertainty. Japan's economic growth is projected to suffer from trade concerns and an increase in the consumption tax later in 2019. In emerging markets, China's growth rate continues to gradually decelerate through six percent, though supported by govern- ment stimulus, while other countries such as Brazil and Russia suffer from political uncertainties and relatively weak export demand. India is expected to post growth rates of about seven percent as con- sumer spending slows and fiscal stimulus is reduced. U.S. TRAVEL DEMAND Mainline and regional carriers offer domestic and international passenger service between the U.S. and foreign destinations, although regional carrier international service is confined to the border markets in Canada, Mexico, and the Caribbean. According to FAA, four distinct trends are shaping today's commer- cial air carrier industry: (1) easing capacity discipline; (2) steady growth of seats per aircraft, whether through up -gauging or reconfiguring existing aircraft; (3) increasing competitive pressure due to ul- tralow-cost carrier expansion; and (4) continued reliance on ancillary revenues. With the approval of the Alaska Airlines/Virgin America merger, the outlook for further consolidation via mergers and acquisitions appears to be limited. There are now six major mainline airlines: American, Delta, United, Southwest, Alaska/Virgin, and JetBlue, which accounted for more than 85 percent of the U.S. air- line industry capacity and traffic. It is highly unlikely that the U.S. government will approve any further mergers among these due to anti-trust regulations. In 2005, there were 12 major mainline airlines. One of the most striking outcomes of industry restructuring has been the unprecedented period of ca- pacity discipline (achieving higher passenger loads through scheduled flight and fleet mix consolidation), especially in domestic markets. Between 1978 and 2000, available seat miles (ASMs) in domestic markets increased at an average annual rate of four percent per year, recording only two years of decline. Even though domestic ASMs shrank by 6.9 percent in fiscal year (FY) 2002, following the events of September 11, 2001, growth resumed and by FY 2007, domestic ASMs were 3.6 percent above the FY 2000 level. Since 2009, U.S. domestic ASMs have increased at an average rate of 2.1 percent per year, while revenue passenger miles (RPMs) have grown 2.8 percent per year. In 2018, the mainline carrier group provided 14.8 percent more capacity than in 2007 while carrying 17.8 percent more passengers. Capacity flown by the regional group has risen just 0.5 percent over the same period (with passengers carried down 1.5 percent). The regional market has continued to shrink as the regionals compete for even fewer contracts with the remaining dominant carriers; this has meant slow growth in enplanements and yields. The regionals have less leverage with the mainline carriers than they have had in the past and are facing large pilot shortages --_DUBUQUE REGIONAL AIRPORT and tighter regulations regarding pilot training. Labor costs are also increasing as they raise wages to combat the pilot shortage. Their capital costs have increased in the short-term as they continue to re- place their 50-seat regional jets with more fuel -efficient 70-seat jets. This move to the larger aircraft will prove beneficial in the future, however, since their unit costs are lower. Another continuing trend is that of ancillary revenues. Carriers generate ancillary revenues by selling products and services beyond that of an airplane ticket to customers. This includes the unbundling of services previously included in the ticket price, such as checked bags and on -board meals, and by adding new services, such as boarding priority and internet access. After posting record net profits in 2016, U.S. passenger carrier profits declined in the subsequent three years on rising fuel and labor costs and flat yields. Nevertheless, profits remain solid and supported by ancillary revenues and the implementation of increasingly sophisticated revenue management systems. AVIATION FORECASTS For a nonhub, primary commercial service airport, such as Dubuque Regional Airport, forecasts of com- mercial airline passenger enplanements and operations, general aviation based aircraft and operations, and peak activity levels are the most basic indicators of future demand. Future facility requirements, such as airline terminal complex component spaces and general aviation hangars and apron areas, are derived from these projections. FAA TERMINAL AREA FORECAST On an annual basis, the FAA publishes the Terminal Area Forecast (TAF) for each airport. The FAA utilizes this projection for its planning purposes, and it is also included in the biennial publication of the National Plan of Integrated Airport Systems (NPIAS). It is available to airports and consultants to use as a baseline projection and important point of comparison while developing local forecasts. Table 2D presents the 2019 Terminal Area Forecast for DBQ. As presented in the table, the TAF projects enplanements to grow at a CAGR of 1.45 percent through 2039, reaching more than 52,600 annual passenger enplanements. Total itinerant operations are pro- jected to grow by only 1,098 at a CAGR of 0.21 percent, while local operations are projected to grow by 1,884 at a CAGR of 0.30 percent. Itinerant general aviation operations, which account for less than half of GA operations at DBQ, are forecasted to increase over the next 20 years at a rate of 0.21 percent CAGR. Based aircraft are projected to grow at a healthy 3.00 percent CAGR, reaching 123 by 2039. As noted previously, the FAA will compare the new forecasts developed for this Master Plan to the TAF. In 2019 (includes 12 months from October through September 2019), there were a total of 61,936 air- craft operations as counted by the airport traffic control tower (ATCT), which is approximately 5,600 more than that presented in the TAF. The TAF also shows a total of 65 based aircraft for 2018; however, airport records from July 2019 show that there are 78 based aircraft. --_DUBUQUE REGIONAL AIRPORT TABLE 2D 2019 FAA Terminal Area Forecast Dubuque Regional Airport 2019 2024• •2019-2039 ENPLANEMENTS Air Carrier 1,413 1,413 1,413 1,413 0.00% Commuter 38,020 40,958 44,120 51,204 1.50% Total 39,433 42,371 45,533 52,617 1.45% ANNUAL OPERATIONS Itinerant Air Carrier 23 23 23 23 0.00% Air Taxi 1,915 1,996 2,081 21264 0.84% General Aviation 23,511 23,696 23,881 24,260 0.16% Military 135 135 135 135 0.00% Total Itinerant 25,584 25,850 26,120 26,682 0.21% Local General Aviation 30,698 31,159 31,626 32,582 0.30% Military 23 23 23 23 0.00% Total Local 30,721 31,182 31,649 32,605 0.30% Total Operations 56,305 57,032 57,769 59,287 0.26% Based Aircraft 68 78 93 123 3.01% Source: FAA Terminal Area Forecast, February 2019 AIRLINE SERVICE FORECASTS Dubuque Regional Airport is a primary commercial service airport categorized as a nonhub airport by the FAA. Nonhub primary commercial service airports account for less than 0.05 percent of domestic enplanements and have more than 10,000 enplanements. As of September 2019, DBQ had scheduled passenger service provided by a single carrier, American Eagle (operated by Envoy), which is a regional carrier for American Airlines. American Eagle provides service to Chicago O'Hare International Airport (ORD) utilizing the 50-seat Embraer ERJ-145 regional jet aircraft. There are three departure and arrival flights from DBQ every day. To evaluate commercial service potential at DBQ and the facilities necessary to properly accommodate present and future airline activity, two basic elements must be forecast: annual enplaned passengers and annual airline operations. Annual enplaned passengers serve as the most basic indicator of demand for commercial passenger service activity. The combination of enplanements and deplanements gener- ally equals the total passengers using an airport. The annual number of enplanements is the figure uti- lized by the FAA to determine various entitlement funding levels for commercial service airports. The term "enplanement" refers to a passenger boarding an airline flight. Enplaning passengers are then described in terms of either "originating" or "connecting/transferring." Originating passengers depart a specific airport for a destination or hub airport to connect/transfer to another flight. Connecting/trans- ferring passengers are those who have departed from another location and are using the airport as an intermediate stop. These passengers may disembark their originating flight to wait in the terminal for DUBUQUE REGIONAL AIRPORT their next flight or could simply remain on the aircraft at an intermediary stop as a "through" passenger. DBQ and airports like it have almost exclusively originating passengers, while larger hubs like Chicago O'Hare could have a more significant percentage of passengers who are connecting/transferring. As indicated earlier, an important resource utilized in aviation demand forecasting is the annual FAA aviation forecasts. The FAA forecasts a variety of aviation demand indicators on an annual basis. In the most current edition, fiscal year 2018 is presented as the baseline. Many forecasting elements utilized in this analysis will consider the history and projections presented by the FAA in its annual forecast. FAA COMMERCIAL AIR CARRIER FORECASTS U.S. commercial air carriers' total number of domestic departures rose in 2016 for the first time since 2007, but then pulled back in 2017 and are about 17 percent below the 2007 level. ASMs, revenue pas- senger miles (RPMs), and enplanements all grew in each of the past eight years; these trends underlie the expanding size of aircraft and higher load factors. In 2018, the domestic load factor returned to 84.7 percent — the historic high first reached in 2016. System capacity growth was up 4.4 percent in 2018, with U.S. carriers prioritizing domestic capacity over the international market. U.S. carrier domestic ca- pacity growth will exceed their international capacity growth in 2019, but carriers will start expanding capacity in international markets faster than domestic markets beginning in 2020. This trend is projected to continue through 2039. Supported by a growing U.S. and world economy, year -over -year RPM growth is forecast to be 2.2 per- cent on average over the period from 2019-2039. Over the same time, system capacity growth averages 2.1 percent per year and system enplanements are projected to increase an average of 1.8 percent a year, with mainline carriers growing at 1.8 percent a year — slightly higher than their regional counter- parts (up 1.6 percent). By 2039, U.S. commercial air carriers are projected to fly 1.901 trillion ASMs and transport 1.305 billion enplaned passengers — a total of 1.613 trillion passenger miles. Planes will remain crowded, with load factors projected to grow to 84.9 percent in 2039 (up 1.1 points compared to the beginning of the forecast period in 2018). Increases in passenger volume and traffic offset flat yields, along with higher ancillary revenues and rel- atively low fuel prices, resulted in U.S. carriers being solidly profitable in 2018. Over the long term, the FAA sees a competitive and profitable aviation industry characterized by increasing demand for air travel and airfares growing more slowly than inflation, reflective of a growing U.S. and global economy. Exhibit 2C presents the annual historical and forecast enplanement totals for both large air carriers and com- muter airlines in the U.S. as forecast by the FAA. FAA COMMERCIAL AIRCRAFT FLEET FORECAST The number of aircraft in the U.S. commercial fleet is forecast to increase from 7,397 in 2018 to 8,806 in 2039, fueled by increased demand for air travel and air cargo. The number of jets in the fleet is forecast to U.S. AIR CARRIER PASSENGER ENPLANEMENTS 1,500 Historical Forecast loom E E E E E E 11 E E E E E E E E E E E E M E E I '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 Domestic Revenue Enplanements International Revenue Enplanements TOTAL Note: All figures measured in millions 1,200 c 1,000 0 E 800 c ,;, 600 v a� c 400 v a 200 DUBUQUE REGIONAL AIRPORT '23 '24 '25 '26 '27 '28 '29 '30 '31 '32 '33 '34 '35 '36 '37 '38 '39 781 867 933 1,120 1.6% 100 113 133 184 3.0% 880 980 1,065 1,305 1.8% U.S. MAINLINE AIR CARRIER PASSENGER ENPLANEMENTS '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 '23 '24 '25 '26 '27 '28 '29 '30 '31 '32 '33 '34 '35 '36 '37 '38 '39 • 1 1 1 1 '' 1 1 Domestic Revenue Enplanements 627 697 750 901 1.6% International Revenue Enplanements 96 109 129 180 3.1% TOTAL 723 806 879 1,081 1.8% Note: All figures measured in millions 250 c 200 0 150 c 100 c v 50 a U.S. REGIONAL AIR CARRIER PASSENGER ENPLANEMENTS '10 '11 '12 '13 '14 '15 '16 '17 '18 '19 '20 '21 '22 Domestic Revenue Enplanements International Revenue Enplanements TOTAL '23 '24 '25 '26 '27 '28 '29 '30 '31 '32 '33 '34 '35 '36 '37 '38 '39 11 1 1 1 1 '' 1 1 154 160 183 219 1.6% 3 4 4 5 1.6% 157 164 187 224 1.6% Note: All figures measured in millions. Totals may not equal due to rounding Source: FAA Aerospace Forecast - Fiscal Years 2019-2039 --_DUBUQUE REGIONAL AIRPORT add 51 new jets a year as carriers continue to remove older, less fuel -efficient narrow body aircraft. The narrow body fleet (including E-series aircraft at JetBlue and A220-series at Delta) is projected to grow 46 aircraft a year as carriers replace the 757 fleet, current technology 737, and A320 family of aircraft with the next generation MAX and Neo families. The regional carrier fleet is forecast to decline by 276 aircraft by 2039 as carriers remove 50-seat regional jets and retire older, small turboprop and piston aircraft, while adding 70-90 seat regional jets, especially the E-2 family after 2020. By 2031, only a handful of 50-seat regional jets will remain in the fleet. By 2039, the number of jets in the regional carrier fleet totals 1,877, up from 1,795 in 2018. Turboprop/piston aircraft in the fleet is forecast to shrink by 71 percent by 2039. Exhibit 2D presents the FAA commercial aircraft fleet forecast through 2039. HISTORICAL AIRLINE PASSENGER ACTIVITY Table 2E provides a history of passenger enplanements at DBQ since 1999. The data includes both scheduled airline en- planements and nonscheduled/charter enplanements. Over the past 20 years, DBQ has experienced passenger activity ranging from a period low of 32,121 in 2012 to an all-time high of 58,326 in 2000. Since 2000, enplanements have generally been in decline, most notably in the years immediately after the 2007- 2009 recession. However, enplanements have rebounded since 2013, growing steadily until 2018, when they dropped slightly to 39,713. The CAGR for total en- planements over this 20-year period is re- flective of a general decline in passenger activity; however, the table details the uneven, fluctuating nature of enplane- ments at the airport since 1999. TABLE 2E Historic Passenger Enplanements Dubuque Year Regional Airport Total Scheduled Airline Nonscheduled 1999 55,984 NA NA 2000 58,326 58,326 0 2001 56,353 56,353 0 2002 51,590 50,923 667 2003 38,599 37,749 850 2004 39,002 38,480 522 2005 40,922 40,179 743 2006 46,794 46,794 0 2007 46,369 46,199 170 2008 43,347 43,217 130 2009 39,662 39,245 417 2010 33,759 33,219 540 2011 35,922 34,881 1,041 2012 32,121 31,081 1,040 2013 33,192 32,216 976 2014 35,399 34,410 989 2015 37,506 36,820 686 2016 37,563 36,843 720 2017 41,209 39,891 1,318 2018 39,713 38,198 1,515 CAGR -1.7% -1.9% 4.9%* *CAGR for nonscheduled enplanements is calculated from years 2002-2018 Source: Airport records Since 1999, year -over -year total enplanements have declined nine times and increased ten times. The largest single -year decline occurred in 2003, when there was a 34 percent decrease in passenger activity from 2002. The largest single -year increase of 13 percent occurred in 2006. Despite yearly fluctuations since 1999, some of them significant, enplanement levels have remained relatively steady over the last five years, with the average yearly enplanement level from this time period at 37,232. For the five years previous (2009-2013), the average yearly enplanement level was 34,931. During years prior, for 2004- 2008, the average was 43,287, and for 1999-2003, it was 52,170. IF -DUBUQUE REGIONAL AIRPORT Enplanements by Operator American Eagle is currently the only scheduled airline operator at DBQ. In 2018, American Eagle ac- counted for 97 percent of all enplanements at DBQ. The remaining 3 percent of passenger enplanements were accounted for by on -demand charter operators, such as Sun Country Airlines, which offers direct charter flights from Dubuque to Biloxi, MS, and Laughlin, NV. Top Markets Origin & Destination The U.S. Department of Transportation (DOT) maintains a rolling quarterly survey of 10 percent of all airline tickets sold for each commercial service airport. The Origin & Destination (O&D) Survey provides information on passengers' starting and ending cities and shows the volume of traffic between city pairs. The figures do not include "through" connecting/transfer passengers which does not readily apply to DBQ as the airport does not have a through passenger market. Information obtained from the O&D Survey provides final destinations for those traveling from DBQ. This data is useful in examining the strength of the local market to and from other markets. The results of the destination markets analysis show that, in 2018, the top destination for travelers from DBQ was Phoenix, followed by Washington, D.C. and Los Angeles. True Market Estimate As previously mentioned, Mead & Hunt performed a passenger demand analysis study in 2018, which also included a true market analysis. Section 4 of that study says, "The true market portion ... provides the total number of passengers in the catchment area; specifically, it analyzes the portion of passengers diverting from the DBQ catchment area." In other words, a true market analysis differs from an O&D survey in that the entire catchment area is analyzed, whereas the 0&D survey only evaluates passengers traveling from a specific airport. The true market analysis outlines the destinations for all airline passen- gers residing in the catchment area and departing from DBQ as well as other regional airports. The re- sulting data tells a larger story and provides a much more comprehensive look at the market. Exhibit 2E depicts both the top O&D markets for 2018, as well as the top 10 true market destinations for the same year. COV I D-19 IMPACTS As noted at the beginning of this chapter, DBQ, like airports across the country, has been significantly impacted by COVID-19. While the full impacts of the pandemic likely will not be realized for months or even years to come, one of the immediate effects has been a serious downturn in both enplanements and operations. Most notably, American Airlines decided to temporarily suspend passenger service to 2 Engine 3,616 3,656 3,729 4,387 1.0% 3-4 Engines 1 0 0 0 N/A Wide :.. 2 Engine 526 510 618 810 2.6% 3-4 Wide Body Engines 0 0 0 0 N/A Total Mainline Passenger Jets 6,000 5,000 Q 4,000 a is c v N a 3,000 i N �i ra V i Q v 2,000 c c 1,000 3,000 2,500 m V i Q GJ v 2,000 C GJ tA ro a .y 1,500 f0 V Q C 1,000 O 500 Total Regional Passenger Aircraft DUBUQUE REGIONAL AIRPORT '11 '12 '13 '14 '15 '16 '17 '19 '20 '21 '22 '23 '25 '26 '27 '28 '30 '31 '32 '33 '34 '35 '36 '37 '38 '11 '12 '13 '14 '15 '16 '17 '19 '20 '21 '22 '23 '25 '26 '27 '28 '30 '31 '32 '33 '34 '35 '36 '37 '38 2010 2018 2024 2029 2039 2010 2018 2024 2029 2039 Source: FAA Aerospace Forecast - Fiscal Years 2019-2039 This page intentionally left blank DUBUQUE REGIONAL AIRPORT LEGEND Top O&D Markets Top True Markets Top O&D Markets Top True Markets 1 Phoenix (PHX) 1,860 Denver 13,470 2 Washington, D.C. (DCA) 1,680 Las Vegas 13,417 3 Los Angeles (LAX) 1,330 Dallas (DFW) 13,316 4 Orlando (MCO) 1,250 Los Angeles 11,962 5 New York City (LGA) 1,200 Orlando (MCO) 11,853 6 Chicago (ORD) 1,190 Phoenix (PHX) 10,678 7 Nashville (BNA) 1,090 New York City (LGA) 10,239 8 Dallas (DFW) 1,080 Atlanta 9,411 9 Philadelphia (PHL) 1,070 Washington, D.C. (DCA) 8,646 10 Denver (DEN) 980 Seattle 8,212 Source: USDOT - Bureau of Transportation Statistics, Origin -Destination Survey of Airline Passenger Traffic --_DUBUQUE REGIONAL AIRPORT 15 U.S. airports, including DBQ, beginning in early October 2020. Initially, the suspension was planned to last four weeks, but at the time of this writing (late October 2020), it is not known when service will be reinstated. Instead, American has indicated the situation will be reassessed monthly to determine if it is economically viable for the airline to restore passenger service. Air charter service at the airport has also been affected. Like American Airlines, Sun Country opted to suspend charter service to Laughlin and Biloxi between March and October 2020. Consequently, total passenger enplanements were down by approximately 60 percent.' While the future remains uncertain regarding the lasting impacts of the pandemic, industry experts have warned that it will likely take two or more years for air travel to return to pre -virus levels. However, there is optimism that once a vaccine becomes widely available, air travel will resume and eventually rebound. As such, the forecasts to follow assume that passenger service will ultimately be reinstated at DBQ at the same level it was before COVID-19, with growth projected over the long-term planning pe- riod. However, it should be clearly noted that any airside or landside improvements to the airport (which will be based on the forecasts presented in this chapter and described in detail in later chapters), should only be implemented when demand materializes, and the action is justified. REGULARLY SCHEDULED AIRLINE ENPLANEMENT FORECASTS The first step involved in updating an airport's forecasts includes reviewing previous forecasts in com- parison to actual activity to determine what changes, if any, may be necessary. The consideration of any new factors that could impact the forecasts, such as changes in the socioeconomic climate or the effects of changes in air carrier services, then follows. Previous Enplanement Forecasts There are two existing forecasts of enplanement activity at DBQ to consider: • Those generated for the previous Master Plan (base year 2003) • FAA Terminal Area Forecast (base year 2018) The forecasts from the previous Master Plan are 16 years old. Since 2003, several significant events have influenced the airline industry, including national recessions and significant restructuring and consolida- tion within the industry. As previously noted, the FAA TAF forecast is published annually and is utilized by the FAA as a starting point for considering the reasonableness of master plan forecasts. Table 2F presents two enplanement forecasts developed previously for DBQ. The actual historical enplanements for DBQ are also included for comparative purposes. As can be seen, the previous master plan enplanement projection became 1 Total enplanements between January 2020 and September 2020 were down 60 percent as compared to enplanements levels during this same period in 2019. --_DUBUQUE REGIONAL AIRPORT outdated by 2005, likely due to the unforeseen effects of the 2007-2009 national recession, subsequent slow economic recovery, and changes in the airline industry, which have all impacted enplanement growth at DBQ. As a result, the previous master plan projection is no longer reliable for use in this study and only the FAA TAF will be given further consideration. TABLE 2F Previous Enplanement Forecasts Dubuque Regional Airport 2003 38,599 38,599 42,476 2010 33,759 58,000 34,078 2015 37,506 71,000 37,383 2020 86,000 40,004 2025 105.000 42.985 The 2003 Airport Master Plan forecasted enplanements through 2025. CAGR: Compound annual growth rate Time -Series and Regression Enplanement Forecasts A variety of time -series extrapolation and regression analyses using multiple variables, including aviation and socioeconomic factors, were tested. It is optimal to have an "r2" value near or above 0.90, which would represent a very strong correlation and greater statistical reliability. Several variables were tested to determine if they might produce more reliable statistical trends. The var- iables tested were: 1) Dubuque MSA Population; 2) Dubuque MSA Employment; 3) Dubuque MSA Gross Regional Product; 4) U.S. Domestic Available Seat Miles; and 5) U.S. Commercial Enplanements. The results of the regression analysis did not provide values above the 0.90 threshold. The highest "r2" value for a single variable was 0.510 for the Dubuque MSA population, and the highest value for a multi -variable re- gression was 0.726 for MSA population and income. The lack of a correlation for the other variables is not surprising as enplanements have experienced a less predictive pattern over the last 15 years. Travel Propensity Factor There are a variety of local factors that affect the potential for passengers within an area to travel. A key statistic to consider is the relationship between an airport's enplanement levels to the populace it serves. The ratio of enplanements to population is a forecasting tool commonly termed the Travel Propensity Factor (TPF). The TPF is predominantly impacted by the proximity of an airport to other regional airports with higher levels of service or hub airports. Regional airports with higher TPF ratios tend to be located farther from hub airports in relatively isolated areas. These airports generally have a service area that extends into DUBUQUE REGIONAL AIRPORT adjacent, well -populated regions or have some type of air service advantage that attracts more of those passengers that might otherwise choose to drive to a more distant hub airport. Generally, the higher the TPF, the more likely air travelers are to utilize the local airport for commercial service. For comparison purposes, 14 MSAs with similar characteristics to the Dubuque MSA were analyzed. This analysis is presented in Table 2G. Dubuque Regional Airport had a TPF of 0.410 in 2018, which corre- sponds to the 77 percent leakage rate reported in the Mead & Hunt study. The average TPF of all the comparison airports serving the 14 selected MSAs was 0.764. TABLE 2G Travel Propensity Factor and Comparable Markets MSA 2018 •.. 2018 Enplanements Daily Nonstops Nonstop Markets Miles to Hub TPF Walla Walla, WA Estimate 64,981 49,527 1 3 1 240 to Portland 0.762 Casper, WY 79,115 86,905 2 7 2 283 to Denver 1.098 Great Falls, MT 81,643 176,434 4 ±9 7* 90 to Helena 2.161 Grand Island, NE 85,088 63,298 3 4 5 150 to Omaha 0.744 Pocatello, ID 87,138 46,303 1 4 1 170 to Salt Lake City 0.531 Dubuque, IA 96,854 1 75 to Cedar Rapids IIIIIIIIIIII&L ME Manhattan, KS 97,980 72,883 1 6 2 124 to Wichita 0.744 San Angelo, TX 119,711 55,301 1 6 1 112 to Midland 0.462 Lawton, OK 126,198 48,086 1 4 1 81 to Oklahoma City 0.381 La Crosse -Onalaska, WI -MN 136,808 99,651 2 6 3 145 to Minneapolis 0.728 Longview, TX 219,417 24,588 1 3 1 150 to Dallas 0.112 Morgantown, WV 140,259 5,890 1 ±5 2 75 to Pittsburgh 0.042 Flagstaff, AZ 142,854 67,793 2 8 3 145 to Phoenix 0.475 Rapid City, SD 148,749 303,471 4 +15 14* 345 to Sioux Falls 2.040 * Includes seasonal markets Source: U.S. Census Bureau; airport records; FAA Passenger Boarding Data A more detailed TPF history for DBQ is presented in Table 2H. As can be seen in the table, the TPF for DBQ has generally trended with the condition of the national economy. Following the 2001 recession and the events of 9/11, the TPF declined from 0.654 in 2000 to 0.419 in 2003. It then slowly climbed, reaching 0.501 in 2007, before declining every year through 2011, when it rose back up to 0.369. Since then, the TPF has gradually increased, reaching 0.411 in 2017 before dropping again to 0.392 and 0.393 in 2018 and 2019. Table 2H presents two enplanement projections based upon the TPF. The first projection maintains the current TPF throughout the forecast period, which results in 40,160 enplanements by 2039. The second projection increases the TPF to its peak period ratio of 0.654, resulting in 66,850 enplanements by 2039. __X_ -DUBUQUE REGIONAL AIRPORT TABLE 2H Travel Propensity Factor Projections D:• Scheduled Enplanernents IVISA Population -7� 1999 55,984 88,934 0.630 2000 58,326 89,201 0.654 2001 56,353 88,932 0.634 2002 50,923 89,132 0.571 2003 37,749 90,012 0.419 2004 38,480 90,462 0.425 2005 40,179 90,769 0.443 2006 46,794 91,258 0.513 2007 46,199 92,130 0.501 2008 43,217 92,519 0.467 2009 39,245 92,948 0.422 2010 33,219 93,930 0.354 2011 34,881 94,599 0.369 2012 31,081 95,128 0.327 2013 32,216 95,888 0.336 2014 34,410 96,408 0.357 2015 36,820 96,813 0.380 2016 36,843 96,704 0.381 2017 39,891 97,041 0.411 2018 38,198 97,413 0.392 2019* 1 38,397 1 97,750 1 0.393 TPF PROJECTIONS Constant Share 2024 TPF 39,020 99,346 0.393 2029 39,550 100,692 0.393 2039 TPF 40,160 102,230 - Peak RatioIncreasing 0.393 2024 45,510 99,346 0.458 2029 52,700 100,692 0.523 2039 66,850 102,230 0.654 * 12-months ending July 2019 Source: Airport records Market Share of U.S. Domestic Enplanements The next forecasting method employed considers the DBQ's market share of U.S. domestic enplane- ments. National forecasts of U.S. domestic enplanements are compiled each year by the FAA and con- sider the state of the economy, fuel prices, and prior year developments. The most recent publication is FAA Aerospace Forecasts — Fiscal Years 2019-2039. An enplanement forecast based on DWs historic market share of total air carrier enplanements has been developed and is presented in Table 2J. Since 1999, DBQ's market share has ranged from a low of 0.0157 percent in 2014 to a high of 0.0364 percent in 1999, for an average of 0.0253 percent. DUBUQUE REGIONAL AIRPORT TABLE 2.1 DBQ Market Share of U.S. Regional Enplanement Forecasts DBQ Scheduled Year Enplanernents U.S. Regional Enplanernents Market Share of Regional 1999 55,984 73,100,000 0.0364% 2000 58,326 79,700,000 0.0361% 2001 56,353 80,100,000 0.0349% 2002 50,923 88,600,000 0.0320% 2003 37,749 105,000,000 0.0243% 2004 38,480 125,900,000 0.0250% 2005 40,179 146,200,000 0.0263% 2006 46,794 152,200,000 0.0309% 2007 46,199 156,200,000 0.0311% 2008 43,217 159,100, 000 0.0281% 2009 39,245 154,000,000 0.0245% 2010 33,219 161,711,477 0.0205% 2011 34,881 161,692,460 0.0216% 2012 31,081 159,019,640 0.0183% 2013 32,216 155,490,158 0.0177% 2014 34,410 154,121,521 0.0157% 2015 36,820 153,029,205 0.0241% 2016 36,843 151,569,505 0.0217% 2017 39,891 148,747,796 0.0219% 2018 38,198 153,841, 858 0.0174% 2019* 38,397 160,068,453 0.0240% MARKET SHARE PROJECTIONS Share RegionalDecreasing of US ..Average 2024 37,230 169,902,666 0.0219% 2029 36,210 182,518,411 0.0198% 2039 34,410 219,243,802 0.0157% Constant Share of US .. RegionalMaintain 2024 40,760 169,902,666 0.0240% 2029 43,780 182,518,411 0.0240% 2039 52,590 219,243,802 0.0240% Increasing Share of US Regionai Enpianements 2024 46,010 169,902,666 0.0271% 2029 55,070 182,518,411 0.0302% 2039 79,700 219,243,802 0.0364% *12-months ending July 2019 The table presents three enplanement projections based upon DBQ's market share. The first projection considers a change in market share trend to a decreasing share of U.S. regional airline enplanements over the next 20 years. The decreasing share projection presented in the table reflects returning to an average market share of 0.0157 percent by 2039, yielding 34,410 enplanements. The second forecast is based upon the airport maintaining the 2019 market share of 0.0240 percent into the future. This would result in steady growth over the planning period, with 52,590 enplanements by 2039. The final projection considers an increasing maximum change scenario in growth, resulting in an increase in market share of 0.0124 percent or reaching 0.0364 percent market share by 2039. This increasing share projection results in 79,700 enplanements by 2039. --_DUBUQUE REGIONAL AIRPORT Potential Commercial Passenger Airline Enplanement and Operations Forecast Another methodology for forecasting potential enplanements and commercial operations is by consid- ering potential flight schedules and aircraft fleets of the on -demand charters and scheduled operators. The potential enplanement and operations estimates are based on a potential flight schedule, as well as a limited set of factors, primarily population and distance to a hub airport. Factors that may positively affect enplanement levels include reliability of the airline, frequency of the schedule, convenience, ad- vertising budget, as well as an unlimited number of community factors, such as industry, businesses, places of higher education, and recreational attractions. The purpose here is to identify multiple scenar- ios of potential enplanement and operational figures that can be refined later if necessary. Table 2K presents several different potential commercial passenger enplanement and operations sce- narios based on potential operator types. Each projection utilizes the same boarding load factor (BLF), which is defined as the ratio of passengers boarding aircraft compared to the seating capacity of the aircraft. The first set of regional operator scenarios considers the airport utilizing the following aircraft types: 50-seat the Embraer ERJ-145, the 76-seat ERJ-175, or the 99-seat ERJ-190. In each scenario, an enplanement projection is calculated based on a BLF of 75 percent and a varying number of weekly de- partures. Currently, DBQ has scheduled three scheduled departures utilizing the ERJ-145, which results in 21 departures per week, or 40,950 enplanements at a BLF of 75 percent. This is reflective of the air- port's current level of enplanements. As depicted in the table, when adjustments to the aircraft type or weekly departures are made, enplanements can range between 20,748 and 54,600. TABLE 2K Source: Coffman Associates ana The next portion of the table considers a combination of aircraft types utilizing DBQ. For example, if American Eagle were to replace one of the ERJ-145 aircraft with an ERJ-175 and maintain the same schedule of three flights per day, enplanements would increase to 48,084 with a BLF of 75 percent. Other combinations result in greater or fewer enplanements, with a low of 41,496 enplanements utilizing two ERJ-175s and a high of 68,523 enplanements with two ERJ-175s and one ERJ-190. DUBUQUE REGIONAL AIRPORT Selected Airline Enplanement Forecast The new enplanement projections prepared for this master plan are summarized in Table 2L and charted on Exhibit 2F. The table includes the FAA TAF for comparison to the new projections. The various en- planement projections presented above resulted in a broad forecast range. On the high end, the increas- ing market share of U.S. regional enplanements resulted in 79,700 enplanements. At the low end of the forecast range, decreasing market share resulted in 34,410 enplanements by 2039. TABLE 2L Enplanement Projection Summary JORECAST TYPES 2019 2024 Constant Share TPF 38,397 39,020 39,550 40,160 0.22% Increasing TPF - Peak Ratio 38,397 45,510 52,700 66,850 2.81% Decreasing Share of U.S. Regional Enplanements - Average Market Share 38,397 37,230 36,210 34,410 -0.55% Maintain Constant Share of U.S. Regional Enplanements 38,397 40,760 43,780 52,590 1.59% Increasing Share of US Regional Enplanements - Scenario 2 38,397 46,010 55,070 79,700 3.72% Embraer ERJ-145 (3 daily departures) 50 75% 38 40,950 Embraer ERJ-145 (4 daily departures) 50 75% 38 54,611 Embraer ERJ-175 (1 daily departure) 76 75% 57 20,748 Embraer ERJ-175 (2 daily departures) 76 75% 57 41,496 Embraer ERJ-190 (1 daily departure) 99 75% 74 27,027 Two ERJ-145s + One ERJ-175 (3 daily departures) 176 75% 132 48,048 Two ERJ-175s (2 daily departures) 152 75% 114 41,496 One ERJ-175 + One ERJ-190 (2 daily departures) 175 75% 131 47,775 One ERJ-145 + One ERJ-175 + One ERJ-190 (3 daily departures) 225 75% 169 61,425 Two ERJ-175 + One ERJ-190 (3 daily departures) 251 75% 188 68,523 Two ERJ-190s (2 daily departures) 198 75% 149 54,054 Three ERJ-175s (3 daily departures) 228 75% 171 1 62,244 • • 2019 FAA TAF 2019 39,433 2024 42,371 2029 45,533 2039 CAGR 52,617 1.45% 2003 38,599 2010 58,000 2015 71,000 2025 CAGR 105,000 5.13% 2005 Master Plan (2003 Base Year) SELECTED • Maintain Constant Share of U.S. Regional Enplanements 1 38,397 1 40,800 1 43,800 1 52,600 1 1.59% *Forecast figures have been rounded Historically, DBQ has ranged from a high of 58,326 enplanements in 2000 to a low of 31,081 in 2012. Over the last ten years, enplanement growth has been slow, with the greatest number of enplanements during this period reached in 2017 at 39,891, despite steady population growth in the MSA. Due to this slow growth, it was determined that the most reasonable forecast is the constant market share of U.S. regional enplanements, which also assumes just one airline continuing to operate at the airport through the forecast period. DWs market share of domestic enplanements has remained relatively constant DUBUQUE REGIONAL AIRPORT 160 / 140/ 120 / a 100 / z 0 t H 80 / Z W W a 60 / W 38,397 ' 40 20 / 2000 2005 2010 2015 2020 2025 2030 2035 '39 TPF PROJECTIONS 4w Constant Share TPF (0.229,6CAGR) Increasing TPF - Peak Ratio (2.81 % CAGR) OTHER FORECASTS 2019 FAA TAF (1.45% CAGR) 2005 Master Plan (2003 Base Year) (5.13916CAGR) MARKET SHARE OF U.S. REGIONAL AIRLINE PROJECTIONS Decreasing Share of US Regional Enplanements - Average Market Share (-0.55% CAGR) • Maintain Constant Share of US Regional Enplanements (1.59%CAGR) (Selected Forecast) Increasing Share of US Regional Enplanements - Maximum Change (3.72%CAGR) (Scenario 2) Forecast figures have been rounded. --_DUBUQUE REGIONAL AIRPORT over the last ten years, ranging from 0.0157 percent to 0.0241 percent, a difference of just 0.0084 per- cent. This forecast is also within the 10 and 15 percent ranges of the TAF within the 5- and 10-year forecast period; and therefore, within the TAF tolerance. Scenario 2 Forecast While the selected enplanement forecast reflects recent trends and a single airline at DBQ, a second scenario is also considered in which the airport can bring in additional airline service. This second sce- nario assumes up to four daily departures by 75-100 seat aircraft. The increasing share forecast reflects this scenario and shows the airport reaching approximately 80,000 annual enplanements by 2039. REGULARLY SCHEDULED AIRLINE FLEET MIX AND OPERATIONS FORECAST The airline fleet aircraft mix defines several key parameters in airport planning, including critical aircraft (for pavement design and ramp geometry), terminal complex layout, and maximum stage length capa- bilities (affecting runway length evaluations). American Eagle currently operates the Embraer ERJ-145 regional jet aircraft with a seating capacity of 50 passengers. Changes in equipment, airframes, and engines have always had a significant impact on airlines and air- port planning. There are many ongoing programs by the manufacturers to improve performance char- acteristics. These programs continue to focus on improvements in fuel efficiency. Regional jets also be- came a larger factor as the airlines looked for ways to reduce costs. Many airlines replaced larger com- mercial jets, as well as commuter turboprops, on smaller emerging routes with regional jets. Commuter airlines are transitioning to advanced turboprop aircraft and regional jets to fit their market needs. Many of these aircraft have greater seating capacity, lower operating costs, and are considerably more comfortable for the flying public. The regional jets made their initial impact in the 44- to 50-seat range. Regional jet aircraft eventually became available, with as few as 37 seats and as many as 100 seats. This bridged a long -existing gap in seating capacity, making regional jets the aircraft of choice at nonhub and small -hub airports. As the price of fuel rose, however, the 50-seat and smaller regional jets have been found to be less cost- effective than their counterparts with over 60 seats. In fact, the higher seat capacity turboprops, such as the Q-400 and even ATR-72, have been more cost-effective than the 50-seat jet carrying the same num- ber of passengers. As a result, the 50-seat regional jets are no longer in production and eventually can be expected to be eliminated from the fleet, with some experts predicting complete removal by 2025. This will occur gradually, however, as some regional carriers will maintain them for some services, as well as in code sharing with major airlines that have restrictive scope clauses with pilots' unions that restrict code sharing on aircraft above a certain seating capacity. DUBUQUE REGIONAL AIRPORT In addition, turboprops that have been the workhorses for the small commuter markets are also no longer in production. In fact, the only commuter turboprops still in production are the ATR 42 in the 40- to 60-seat range, as well as the Q-400 and ATR-72, each with more than 60 seats. Unless there is a new aircraft manufactured in the range of 10 to 39 seats, smaller markets that cannot support the larger turboprops could lose service from any aircraft over nine seats. Table 2M presents the historical airline operational fleet mix by seat capacity for 2014 and 2019 along with the forecast fleet mix. In 2014, approximately 72 percent of the airport's airline flights were by the ERJ 140 turboprop with a seating capacity of 34, with the remaining 28 percent of flights by the ERJ-145. By 2019, American Eagle had transitioned to utilizing only the ERJ-145, with a seating capacity of 50. With this change, the average seats per departure increased from 48.30 in 2014 to 50.00 in 2019. Over time, the average number of seats per departure can be expected to increase as more capacity (i.e., larger aircraft) continues to be introduced into the system; however, the total number of seats available may continue to decline as the frequency of flights decline in order for airlines to continue to generate a profit. TABLE 2M Scheduled Airline Fleet Mix and Operations Forecast Dubuque Regional Airport HISTORICAL FORECAST CapacitySeating i • • 100-180 / MD88, B737, A319 0.00% 0.00% 0.00% 0.00% 0.00% 75-99 / ERJ-190 0.00% 0.00% 0.00% 10.00% 30.00% 60-74 / ERJ-175, CRJ-700 0.00% 0.00% 40.00% 70.00% 70.00% 50-59 / ERJ-145, CRJ 200 71.58% 100.00% 60.00% 20.00% 0.00% 30-49 / ERJ 135, 140 28.42% 0.00% 0.00% 0.00% 0.00% Avg. Seats per Departure 48.30 50.00 56.00 64.50 72.50 Boarding Load Factor 80.11% 77.73% 75.00% 75.00% 73.00% Enplaned per Departure 38.69 38.86 42.00 48.38 52.93 Annual Enplanements** 35,399 38,397 40,800 43,800 52,600 Annual Departures 915 988 971 905 994 Annual Operations 1,830 1,976 1,942 1,810 1,988 Air Carrier Ops (>59 seats) 0 0 777 1,448 1,988 Commuter/AT Ops (<60 seats) 1,830 1,976 1,166 362 0 * 12-month period from August 2018 through July 2019 **Forecast figures have been rounded Source: Coffman Associates ana The BLF at DBQ was 80.11 percent in 2014, which dropped to 77.73 percent in 2019. In the future, BLFs can be expected to drop slightly at DBQ as the fleet mix changes and larger aircraft are introduced. The BLF is projected to drop to 75 percent in 2024 and then to 73 percent by 2039, which is below the FAA's projected BLF target of 81 percent for the regional carrier industry in the long term. DUBUQUE REGIONAL AIRPORT Over the last five years, the increase in seating capacity combined with the drop in boarding load factor resulted in a consistent number of enplaned passengers per departure. In 2014, there were 38.69 en- planements per departure on average, and in 2019, there were 38.86 enplanements per departure. As the airlines retire older aircraft that are no longer in production, they are likely to utilize aircraft with more seats primarily because these are the aircraft in produc- tion. Most airline operations are forecast to remain heav- ily focused in the 40-59 seat range through 2024, and then transition to the 60-74 and 75-99 seat aircraft by 2029 and continue through 2039. Those aircraft with 60 or more seats are considered air carrier aircraft by the ATCT. As a result, the number of operations by commuter aircraft will decrease while air carrier aircraft will increase. NONSCHEDULED ENPLANEMENTS Dubuque Regional Airport also experiences numerous charter and on -demand flights. These passengers are rev- enue passengers and must be considered as part of the overall enplanement forecast. Table 2N presents the an- nual nonscheduled enplanements for DBQ. Airport rec- ords do not detail charter flight enplanements prior to 2000, and as can be seen in the table, DBQ did not experi- ence any nonscheduled enplanements in 2000, 2001, and 2006. Most of the nonscheduled enplanement activity is associ- ated with casino charter flights. Currently, the only airline offering these services is Sun Country Airlines, which utilizes Boeing 737-700 and 737-800 Next Generation aircraft. TABLE 2N Nonscheduled Enplanements Dubuque Regional Airport Year Nonscheduled 2000 Enplanernents 0 2001 0 2002 667 2003 850 2004 522 2005 743 2006 0 2007 170 2008 130 2009 417 2010 540 2011 1,041 2012 1,040 2013 976 2014 989 2015 686 2016 720 2017 1,318 2018 1,515 2019* 1,383 Forecast" 2024 1,600 2029 1,800 2039 2,300 *12-months ending July 2019 **Figures have been rounded Source: Airport records Enplanement levels for nonscheduled operations have fluctuated considerably since the early 2000s, with all-time highs being reached in 2017 and 2018. Due to the unscheduled nature of these operations, it can be challenging to predict future charter aircraft enplanements. However, an examination of his- torical charter enplanements reveals that these counts have remained fairly level over the last three years, with actual 2019 counts on track to potentially outpace 2018. For the purposes of this study, a percent change in charter enplanements over the last five years was calculated, resulting in a 13 percent increase year-to-year on average. This figure was applied to the forecast years, resulting in 1,600 en- planements in 2024, 1,800 in 2029, and 2,300 in 2039. This projection is fairly aggressive, but the result- ant enplanements are relatively minor and serve as suitable planning figures. --_DUBUQUE REGIONAL AIRPORT NONSCHEDULED AIR CARRIER CHARTER/OTHER AIR TAXI OPERATIONS Air carrier charter and other air taxi operations as reported by the ATCT include the air charter operators associated with casino charters (i.e., Sun Country Airlines), as well as for -hire general aviation operations. Some operations by aircraft operated under fractional ownership programs are also counted as other air taxi operations. Since the airline operations have been forecast, this section reviews the growth potential for the air carrier charters and other air taxi operations. Air carrier charter operations are those conducted commercially by aircraft having a seating capacity of 60 or more and/or a maximum payload capacity of 18,000 pounds. Air taxi operations can include small commercial service aircraft operations with 59 or fewer passenger seats as well as general aviation type aircraft for the "on -demand" commercial transport of persons and property in accordance with 14 Code of Federal Regulations (CFR) Part 135 and Subchapter K of 14 CFR Part 91. A summary of air carrier char- ter and other air taxi operations since 2010 is provided in Table 2P. Based upon ATCT records, there were 28 unscheduled air carrier charter operations in 2019 and 370 other air taxi operations. To forecast unscheduled air carrier charter operations through the long-term planning horizon, the historic average enplanement per charter departure was calculated, which re- sulted in approximately 83 enplanements per departure. This figure was then applied to the total charter enplanements forecast for the for the short-, intermediate-, and long-term planning horizons, resulting in 48 operations for this category by 2039. In the other air taxi category, the tower reported 370 unscheduled other air taxi operations in 2019. Other air taxi operations are general aviation "for hire" C.F.R. Part 135 and fractional ownership aircraft operations. Since 2010, these figures have ranged from a low of 306 operations in 2013 to a high of 1,292 operations in 2010, with an average of approximately 500 operations annually. As shown in the table, the number of other air taxi operations declined sharply in 2012 before leveling off and averaging ap- proximately 360 operations in the years since. To forecast the number of other air taxi operations for the future, the FAA Aerospace Forecast's projected growth rate of 2.5 percent was applied to the base year. This results in 419 other air taxi operations in 2024, 474 in 2029, and 606 operations in 2039. --_DUBUQUE REGIONAL AIRPORT TABLE 213 Nonscheduled Air Carrier Charter/Other Air Taxi Operations Dubuque Regional Airport - Air Carrier Charter Operations Other Air Taxi Operations 2010 18 1,292 2011 24 926 2012 24 442 2013 39 306 2014 20 318 2015 23 372 2016 28 330 2017 27 445 2018 30 327 2019* 28 370 2024 38 419 2029 44 474 2039 48 606 CAG R 2.7% 2.5% * 12-months ending July 2019 Sources: OPSNET; Coffman Associates analysis GENERAL AVIATION FORECASTS General aviation encompasses all portions of civil aviation except commercial service and military oper- ations. To determine the types and sizes of facilities that should be planned to accommodate general aviation activity at DBQ, certain elements of this activity must be forecast. These indicators of general aviation demand include based aircraft, aircraft fleet mix, and annual operations. FAA GENERAL AVIATION FORECASTS The FAA forecasts the fleet mix and hours flown for single engine piston aircraft, multi -engine piston aircraft, turboprops, business jets, piston and turbine helicopters, light sport, experimental, and others (gliders and balloons). The FAA forecasts "active aircraft," not total aircraft. An active aircraft is one that is flown at least one hour during the year. From 2010 through 2013, the FAA undertook an effort to have all aircraft owners re -register their aircraft. This effort resulted in a 10.5 percent decrease in the number of active general aviation aircraft, primarily in the piston category. The long-term outlook for general aviation is favorable, led by gains in turbine aircraft activity. The active general aviation fleet is forecast to decline in the next 20 years, with a reduction of 1,085 aircraft by 2039. While steady growth in both GDP and corporate profits results in continued growth of the turbine and rotorcraft fleets, the largest segment of the fleet — fixed -wing piston aircraft — continues to shrink over the FAA's forecast. --_DUBUQUE REGIONAL AIRPORT In 2018, the FAA estimated there were 146,260 piston -powered aircraft in the national fleet. The total number of piston -powered aircraft in the fleet is forecast to decline by 0.9 percent from 2019-2039, resulting in 122,230 by 2039. This includes -1.0 percent annually for single engine pistons and -0.4 per- cent for multi -engine pistons. Total turbine aircraft are forecast to grow at an annual growth rate of 1.8 percent through 2039. The FAA estimates there were 31,880 turbine -powered aircraft in the national fleet in 2018, and there will be 46,085 by 2039. This includes annual growth rates of 1.3 percent for turboprops, 2.2 percent for business jets, and 1.6 percent for turbine helicopters. While comprising a much smaller portion of the general aviation fleet, experimental aircraft, typically identified as home -built aircraft, are projected to grow annually by 0.9 percent through 2039. The FAA estimates there were 27,365 experimental aircraft in 2018, and these are projected to grow to 33,040 by 2039. Sport aircraft are forecast to grow 3.5 percent annually through the long-term, growing from 2,665 in 2018 to 5,555 by 2039. Exhibit 2G presents the historical and forecast U.S. active general avia- tion aircraft. The FAA also forecasts total operations based upon activity at control towers across the U.S. Operations are categorized as air carrier, air taxi/commuter, general aviation, and military. General aviation opera- tions, both local and itinerant, declined significantly with the 2008-2009 recession and subsequent slow recovery. Through 2039, total general aviation operations are forecast to grow 0.3 percent annually. General Aviation Aircraft Shipments and Revenue The 2008-2009 economic recession had a negative impact on general aviation aircraft production, and the industry has been slow to recover. Aircraft manufacturing declined for three straight years from 2008 through 2010. Since this time, aircraft manufacturing has stabilized and returned to growth. According to the General Aviation Manufacturers Association (GAMA), there is optimism that aircraft manufactur- ing will continue to show gains in the coming years, especially in the turbine aircraft market. Table 2Q presents currently available historical data related to general aviation aircraft shipments. Worldwide shipments of general aviation airplanes increased in 2018 with a total of 2,443 units delivered around the globe, compared to 2,324 units in 2017. Worldwide general aviation billings were also higher than the previous year. In 2018, $20.56 billion in new general aviation aircraft were shipped as compared to $20.20 billion in 2017. North America continues to be the largest market for general aviation aircraft and leads the way in the manufacturing of piston, turboprop, and jet aircraft. The Asian -Pacific region is the second largest market for piston -powered and turboprop aircraft. Business Jets: Business jet deliveries grew from 676 units in 2017 to 703 units in 2018. The North Amer- ican market accounted for 65.1 percent of business jet deliveries, which is a 1.3 percent increase in mar- ket share compared to 2017. --DUBUQU�E Turboprops: Turboprop shipments were up from 563 in 2017 to 601 in 2018. North America's market share of turboprop aircraft dropped by 4.4 percent in the last year, while the European, Asian -Pacific, and Middle East/African markets increased their market share. Pistons: In 2018, piston airplane shipments grew to 1,139 units over last year's shipment of 1,085 units. However, North America's market share of piston aircraft deliveries dropped by approximately four per- cent during this timeframe. The Asian -Pacific and European markets experienced the largest increase in market share during the past year. TABLE 2Q Annual General Aviation Airplane Shipments Manufactured Year Worldwide and Total Factory Net Billings SEP MEP TP J Net Billings 1994 1,132 544 77 233 278 3,749 1995 1,251 605 61 285 300 4,294 1996 1,437 731 70 320 316 4,936 1997 1,840 1043 80 279 438 7,170 1998 2,457 1508 98 336 515 8,604 1999 2,808 1689 112 340 667 11,560 2000 3,147 1,877 103 415 752 13,496 2001 2,998 1,645 147 422 784 13,868 2002 2,677 1,591 130 280 676 11,778 2003 2,686 1,825 71 272 518 9,998 2004 2,962 1,999 52 319 592 12,093 2005 3,590 2,326 139 375 750 15,156 2006 4,054 2,513 242 412 887 18,815 2007 4,277 2,417 258 465 1,137 21,837 2008 3,974 1,943 176 538 1,317 24,846 2009 2,283 893 70 446 874 19,474 2010 2,024 781 108 368 767 19,715 2011 2,120 761 137 526 696 19,042 2012 2,164 817 91 584 672 18,895 2013 2,353 908 122 645 678 23,450 2014 2,454 986 143 603 722 24,499 2015 2,331 946 110 557 718 24,129 2016 2,268 890 129 582 667 21,092 2017 2,324 936 149 563 676 20,197 2018 2,443 954 185 601 703 20,564 SEP - Single Engine Piston; MEP - Multi -Engine Piston; TP - Turboprop; J - Turbofan/Turbojet Source: General Aviation Manufacturers Association. 2018 Annual Reaort BASED AIRCRAFT The number of based aircraft is the most basic indicator of general aviation demand. By first developing a forecast of based aircraft for the airport, other general aviation activity and demand can be projected. The process of developing forecasts of based aircraft begins with an analysis of aircraft ownership in the primary general aviation service area through a review of historical aircraft registrations. Z Piston Single Engine Multi -Engine Turbine Turboprop Turbojet iotorcraft Piston Turbine 300 250 a 50 129,885 123,145 116,360 105,195 -1.0% 13,040 12,805 12,575 12,085 -0.4% 9,925 10,135 10,770 12,810 1.2% 14,585 17,025 19,110 23,050 2.2% 3,335 3,775 4,150 4,950 1.9% 7,370 8,075 8,700 10,225 1.6% 27,365 29,465 30,880 33,040 0.9% 2,665 3,420 4,100 5,555 3.5% 4,715 4,820 4,865 4,890 0.2% '18 2010 2015 2019 2024 2029 2034 2039 Note: An active aircraft is one that has a current registration and was flown at least one hour during the calendar year. Source: FAA Aerospace Forecast - Fiscal Years 207 9-2039 DUBUQUE REGIONAL AIRPORT 30 25 20 15 O 10 d Q 0 5 2010 2015 182019 2024 2029 2034 2039 Itinerant 10 ■ C 8' O E 6 4 a 11 2010 -0.6% 2015 '18 2019 2024 2029 2034 2039 This page intentionally left blank --_DUBUQUE REGIONAL AIRPORT Area Aircraft Ownership (Registered Aircraft) Analysis presented earlier indicates that the primary service area for general aviation demand is defined as Dubuque and Jackson counties in Iowa and Jo Daviess County in Illinois. Aircraft ownership trends for the primary service area typically dictate the based aircraft trends for an airport. As such, an analysis of the aircraft registrations in these counties was made. Table 2R presents the history of registered aircraft in the general aviation service area from 1999 through 2019. These figures are derived from the FAA aircraft registration database that categorizes registered aircraft by county based on the zip -code residence of the aircraft owner/operator. Although this infor- mation generally provides a correlation to based aircraft, it is not uncommon for some aircraft to be registered in a particular county but based at an airport outside the county or vice versa. TABLE 211 Historical Registered Aircraft in General Aviation Service Area (Dubuque & Jackson Counties, IA; Jo Daviess County, IL) 1999 4 10 26 94 3 4 141 2000 4 10 13 95 2 4 128 2001 4 12 17 96 1 4 134 2002 4 12 17 92 1 4 130 2003 3 10 15 104 2 6 140 2004 3 11 22 102 2 7 147 2005 4 11 23 102 2 6 148 2006 4 12 29 103 1 4 153 2007 3 13 30 101 1 6 154 2008 3 11 45 102 2 8 171 2009 3 11 27 107 2 8 158 2010 5 11 27 109 3 8 163 2011 5 14 28 106 3 10 166 2012 5 13 36 103 3 7 167 2013 3 12 32 91 2 7 147 2014 9 11 27 98 4 7 156 2015 10 10 26 102 4 6 158 2016 10 8 31 103 6 5 163 2017 8 8 29 88 10 2 145 2018 7 8 36 78 10 3 142 2019** 1 7 9 28 78 9 3 134 MEP: Multi -Engine Piston SEP: Single Engine Piston * The "Other" aircraft category refers to aircraft, such as gliders, electric aircraft, balloons, and dirigibles. **2019 registered aircraft counts are through October 16, 2019. Source: FAA Registered Aircraft In 2019, there were 134 aircraft registered in the DBQgeneral aviation service area. In the 21-year period between 1999 and 2019, overall registered aircraft in the service area has fluctuated from a low of 128 in 2000 to a high of 171 in 2008. The decline to 158 aircraft in 2009 is likely due to the national recession that occurred, with another decline happening in 2013 as a result of the FAA's aircraft re -registration effort. In 2016, registrations increased to 163 before dropping again in 2017, 2018, and 2019. With the number of registered aircraft identified, several projections of future registered aircraft are considered. DUBUQUE REGIONAL AIRPORT Several regression and time -series analyses were first considered. Because of the declining trend in sev- eral variables, including registered aircraft and U.S. active aircraft, regression and time -series analyses did not result in reliable forecasts. As a result, these analytical methods were not considered further. Table 2S presents four different projections of registered aircraft in the DBQ service area: two market share forecasts and two population ratio forecasts. The market share forecasts consider the relationship of local registered aircraft to the number of national active aircraft. In 2019, registered aircraft in the DBQ service area represented 0.0628 percent of the national fleet. By maintaining this as a constant ratio, registered aircraft are forecast to drop to 133 in the service area by 2039, for a CAGR of -0.04 percent. Of course, the drop would be correlated primarily to FAA's generally decreasing projection for aircraft ownership going forward. The second market share forecast considers an increasing share per- centage. Over the 20-year period, market share in the service area has fluctuated from a low of 0.0588 percent in 2000 to a high of 0.0799 percent in 2012. However, since 2012, market share has generally decreased. A modest increasing market share over the forecast period results in a CAGR of 1.17 percent, or 169 registered aircraft, in 2039. The next two projections consider the relationship between population and registered aircraft. In 2019, there were 0.97 registered aircraft per 1,000 residents in the DBQ service area. By keeping this ratio as a constant, a forecast emerges which results in a 0.14 percent CAGR and 138 registered aircraft by 2039. To determine the increasing ratio share, the registered aircraft per 1,000 residents was averaged over the 21-year period (1999-2019), which came to 1.11 aircraft per 1,000 residents. This ratio was reached in both 2004 and 2005 and was carried forward as the 2039 projection, which results in 158 aircraft or a CAGR of 0.82 percent. Exhibit 2H summarizes the registered aircraft forecasts. The four projections show a broad range of pos- sible outcomes for registered aircraft in the DBQ service area. The constant market share represents the low end, resulting in a loss of one aircraft by 2039, while the increasing market share shows the highest growth rate, with 169 registered aircraft at the end of the forecast period. Ultimately, the increasing ratio projection was selected as the most reasonable forecast for registered aircraft in the service area. This forecast shows moderate growth in registered aircraft over the 20-year forecast period, which is in line with the small growth in population that is projected through 2039. The forecast also shows conservative growth in the number of aircraft per 1,000 residents, which is reason- able considering the ratio was reached and exceeded over the last 21 years. This forecast also shows a return to 0.075 percent market share, which is slightly above the historic average of 0.070 percent. The selected forecast projects registered aircraft to reach 147 by 2024, 152 by 2029, and 158 by 2039. 200 175 150 125 100 75 50 25 DUBUQUE REGIONAL AIRPORT 199 '01'02'03'04 '06'07'08'09 '11'12'13'14 '16'17'18'l9 '21'22'23'24 '26'27'28'29 '31'32'33'34 136,37,38,39 2000 2005 2010 2015 2020 2025 2030 2035 Source. 1 FAA Aircraft Registration Database 2 FAA Aerospace Forecast - Fiscal Years 2019-2039 3 Woods & Poole 2019 180 150 120 .c 30 '99 '01'02'03'04 '06'07'08'09 11'12'13'14 '16'17'18'19 '21'22'23'24 '26'27'28'29 '31'32'33'34 '36'37'38'39 2000 2005 2010 2015 2020 2025 2030 2035 Source. 1 FAA Aircraft Registration Database 2 FAA Aerospace Forecast - Fiscal Years 2017-2037 3 U.S. Census Bureau; MAG Socioeconomic Projections. Population and Employment by Municipal Planning Area, Jurisdiction, and Regional AnalysisZone (June 2016) VISA - Metropolitan Statistical Area DUBUQUE REGIONAL AIRPORT TABLE 25 Registered Aircraft Projections Dubuque and Jackson Counties, IA; Jo Service Area Daviess County, IL U.S. Active Market Share of Service Area Aircraft Year Registrations' Ai U.S. Aircraft Population 3 per 1,000Residents_1999 141 219,464 0.0642% 131,393 1.07 2000 128 217,533 0.0588% 131,794 0.97 2001 134 211,446 0.0634% 131,685 1.02 2002 130 211,244 0.0615% 131,754 0.99 2003 140 209,606 0.0668% 132,861 1.05 2004 147 219,319 0.0670% 133,254 1.10 2005 148 224,257 0.0660% 133,573 1.11 2006 153 221,942 0.0689% 134,178 1.14 2007 154 231,606 0.0665% 134,903 1.14 2008 171 228,664 0.0748% 135,153 1.27 2009 158 223,876 0.0706% 135,474 1.17 2010 163 223,370 0.0730% 136,397 1.20 2011 166 220,453 0.0753% 136,952 1.21 2012 167 209,034 0.0799% 137,338 1.22 2013 147 199,927 0.0735% 137,784 1.07 2014 156 204,408 0.0763% 138,156 1.13 2015 158 210,031 0.0752% 138,234 1.14 2016 163 211,794 0.0770% 137,955 1.18 2017 145 211,757 0.0685% 138,001 1.05 2018 142 212,885 0.0667% 138,325 1.03 2019* 134 213,375 1 0.0628% 138,615 0.97 Constant Market Share of U.S. Active Aircraft (CAGR i 0- 2024 134 212,665 0.0628% 139,975 0.95 2029 133 211,510 0.0628% 141,086 0.94 2039 Increasing Market 133 Share of U.S. Active 211,800 Aircraft (CAGR 1.17%) 0.0628% 142,157 0.94 2024 143 212,665 0.0671% 139975 1.02 2029 151 211,510 0.0713% 141086 1.07 2039 169 211,800 0.0799% 142157 1.19 Constant Ratio Projection per 1,000 County Residents (CAGR 0.14%) 2024 136 212,665 0.0638% 139,975 0.97 2029 137 211,510 0.0647% 141,086 0.97 2039 138 211,800 0.0651% 142,157 0.97 Increasing Ratio Projection per 000 County Residents at the Historic Average (CAGR 0.82%) - Selected Forecast 2024 147 212,665 0.0691% 139,975 1.05 2029 152 211,510 0.0720% 141,086 1.08 2039 158 211,800 0.0745% 142,157 1.11 *2019 registered aircraft counts through October 16, 2019 CAGR: Compound Annual Growth Rate Sources: ' FAA Aircraft Registration Database Z FAA Aerospace Forecast - Fiscal Years 2019-2039 'Woods & Poole 2019 Forecasts - Coffman Associates analysis The registered aircraft projection is one data point to be used in the development of a based aircraft forecast. The following section will present several potential based aircraft forecasts, as well as the se- lected based aircraft forecast, to be utilized in this study. DUBUQUE REGIONAL AIRPORT Based Aircraft Forecast Determining the number of based aircraft at an airport can be a challenging task. Aircraft storage can be somewhat transient in nature, meaning aircraft owners can and do move their aircraft. Some aircraft owners may store their aircraft at an airport for only part of the year. For many years, the FAA did not require based aircraft records; therefore, historical records are often incomplete or non-existent. For this study, DBQ provided a current (July 2019) based aircraft count of 78 aircraft. The FAA TAF is an initial forecast source for based aircraft at airports. The 2019 TAF estimated that there were 65 based aircraft in 2018, which was forecast to grow to 123 by 2039 for a CAGR of 2.3 percent. It should be noted that the 2019 TAF underestimates the current number of based aircraft by 13 aircraft. Several new forecasts of based aircraft for DBQ have been developed. As with forecasts of registered aircraft, the goal is to develop a planning envelope of reasonable forecasts, then select a 20-year plan- ning forecast for use in this study. The based aircraft forecasts are summarized in Table 2T. Two market share forecasts for based aircraft have been prepared utilizing the previously developed forecast of registered aircraft in the DBQ service area. The TAF projection is also included for comparison, though it should be noted that the short-term projection (year 2024) is equivalent to the airport's current (2019) based aircraft count. This is due to the discrepancy between the 2019 TAF and 2019 actual count as reported by the airport, as mentioned previously. In 2019, 78 aircraft were based at DBQ and accounted for 58.2 percent of the registered aircraft in the Dubuque service area. By maintaining this percentage as a constant, a long-term forecast of based air- craft results in 92 based aircraft by 2039. A second projection considers an increasing market share of the service area's registered aircraft. The high -end of this shows a market share of 77.2% in 2039, which is slightly under the TAF forecast. While the airport's historical market share has never reached above 58.2 percent (2019), there was a nearly 20 percent increase in market share just over the last four years. This projection also factors in imminent planned growth at the University of Dubuque's (UD) flight school. The airport has indicated that UD plans to add six aircraft by fall of 2020. The increasing market share forecast results in a CAGR of 2.23 percent, or 122 based aircraft by 2039. After examining each projection, the increasing market share forecast was selected for the master plan. UD's immediate plans to add six aircraft would put the based aircraft count at 84 by the end of 2020, not counting any other aircraft that may choose to base at DBQ over the same timeframe. This is just nine aircraft short of the 2024 projection, and it is not unreasonable to assume that nine more aircraft will base at DBQ within the next five years. Additionally, the airport has indicated plans to develop new hangars on the flight line within the next few years, indicating that demand for hangar space currently exists. Finally, while based aircraft at DBQ have been trending downward in recent years, according to TAF historical data, the FAA is projecting growth in the business aviation sector of general aviation, which DBQ is able to accommodate those types of users in the future. DUBUQUE REGIONAL AIRPORT Exhibit 2H illustrates both the registered and the based aircraft forecasts. TABLE 2T Based Aircraft Forecast Dubuque Regional Airport D:Q Based Aircraft Service Area Registrations Market Share 1999 64 141 45.4% 2000 64 128 50.0% 2001 73 134 54.5% 2002 74 130 56.9 % 2003 76 140 54.3 % 2004 79 147 53.7 % 2005 79 148 53.4% 2006 76 153 49.7 % 2007 76 154 49.4% 2008 74 171 43.3 % 2009 74 158 46.8% 2010 74 163 45.4% 2011 74 166 44.6 % 2012 75 167 44.9% 2013 64 147 43.5 % 2014 64 156 41.0% 2015 64 158 40.5 % 2016 64 163 39.3% 2017 64 145 44.1 % 2018 65 142 45.8 % 2019* 78 134 58.2% 2024 86 147 58.2% 2029 88 152 58.2% 2039 92 158 58.2% Increasing Market Share 2024 of Service Area Registrations 93 (CAGR 2.26%) - Selected Forecast 147 62.9% 2029 103 152 67.7% 2039 122 158 77.2% 2024 78 147 53.1% 2029 93 152 61.2% 2039 123 158 77.8% *2019 based aircraft count is taken from July 2019 airport records. CAGR: Compound Annual Growth Rate Sources: Historic Based aircraft- FAA's Terminal Area Forecast (TAF) and airport's current based aircraft records; Forecasts - Coffman Associates analysis BASED AIRCRAFT FLEET MIX The fleet mix of based aircraft is often more important to airport planning and design than the total number of aircraft. For example, the presence of one or a few large business jets can have a greater impact on design standards for the runway and taxiway system compared to a larger quantity of smaller, single engine piston -powered aircraft. __X_ --_DUBUQUE REGIONAL AIRPORT The based aircraft fleet mix forecast for DBQ is presented in Table 2U. Most based aircraft (66.67 per- cent) are small single -engine piston aircraft. Forecasts of based aircraft fleet mix have been developed based upon the FAA's projections of the national fleet mix over the same time period and considering the potential for growth in business aviation activity at DBQ. The result is an increase in more sophisti- cated aircraft within the turboprop, jet, and helicopter categories. TABLE 2U Based Aircraft Fleet Mix Dubuque Municipal Airport Sources: Airport records; Coffman Associates analysis GENERAL AVIATION OPERATIONS General aviation operations are classified by the airport traffic control tower (ATCT) as either local or itinerant. A local operation is a takeoff or landing performed by an aircraft that operates within sight of an airport, or which executes simulated approaches or touch-and-go operations at an airport. Itinerant operations are those performed by aircraft with a specific origin or destination away from an airport. Generally, local operations are characterized by training operations. Typically, itinerant operations in- crease with business and commercial use, since business aircraft are operated on a higher frequency. Itinerant Operations Table 2V depicts general aviation itinerant operations at DBQ from 2009 through 2019. General aviation itinerant operations at the airport have fluctuated over the 10-year period, from a low of 19,264 operations in 2012 to a high of 25,171 in 2019. The last five years have shown a general increase in GA operations. DUBUQUE REGIONAL AIRPORT TABLE 2V General Aviation Itinerant Operations Dubuque Regional Airport Year • Itinerant Operations U.S. ATCT GA Itinerant Ops DBQ Share % Based Aircraft Itinerant Op/Based 2009 23,317 15.57 0.1497% 74 315 2010 23,064 14.86 0.1552% 74 312 2011 21,631 14.53 0.1489% 74 292 2012 19,264 14.52 0.1327% 75 257 2013 21,534 14.12 0.1525% 64 336 2014 20,188 13.98 0.1444% 64 315 2015 21,906 13.89 0.1577% 64 342 2016 21,167 13.90 0.1522% 64 331 2017 23,241 13.84 0.1680% 64 363 2018 24,041 14.13 0.1701% 65 370 2019* 25,171 14.22 0.1770% 78 323 2024 25,850 14.41 0.1794% 78 331 2029 26,120 14.61 0.1788% 93 281 2039 26,682 15.01 0.1777% 123 217 2024 24,800 14.04 0.1770% 93 267 2029 25,200 14.22 0.1770% 103 245 2039 25,800 14.59 0.1770% 122 211 OperationsConstant 2024 30,000 14.04 0.2137% 93 323 2029 33,200 14.22 0.2335% 103 323 2039 39,400 14.59 0.2700% 122 323 Market Share of US GA Itinerant OperationsIncreasing 2024 26,400 14.04 0.1881% 93 284 2029 28,300 14.22 0.1991% 103 275 2039 32,300 14.59 0.2213% 122 265 2024 31,100 14.04 0.2215% 93 334 2029 35,700 14.22 0.2511% 103 346 2039 45,100 14.59 0.3091% 122 370 *2019 operations include the last 12 months of available data (Oct 2018-Sept 2019); based aircraft count from July 2019 Sources: OPSNET; Coffman Associates analysis Five forecasts were examined for future itinerant general aviation operations: the FAA TAF, a constant market share, a constant level of itinerant operations per based aircraft, an increasing market share, and a return to historic peak operations per based aircraft. The 2019 FAA TAF forecasts a decline in itinerant general aviation operations at DBQ over the next five years, and then returning to slow growth through 2039. The overall 20-year CAGR for the TAF is 0.3 percent, which results in a 2039 itinerant general avi- ation operations projection of 26,682. The second forecast considers maintaining constant DBQ's market share (0.1770 percent) of national itinerant general aviation operations as forecast by the FAA, which yields 25,800 operations by 2039. DUBUQUE REGIONAL AIRPORT The next projection considers the relationship between based aircraft and itinerant general aviation op- erations. In 2019, there were 323 itinerant general aviation operations per based aircraft. When main- taining this ratio, the forecast results in 39,400 itinerant general aviation operations by 2039. This rep- resents a CAGR of 2.3 percent. An increasing market share was also examined for itinerant general aviation operations at DBQ. This forecast assumes a market share of 0.2213 percent by the end of the forecast period, which would result in 32,300 operations in 2039. The final forecast evaluated historic peak operations per based aircraft. Between 2009 and 2019, oper- ations reached their peak of 370 per based aircraft in 2018, before dropping to 323 in 2019. Assuming a return to peak operations by the end of the forecast period results in 45,100 itinerant GA operations in 2039. As mentioned, itinerant general aviation operations at DBQ have slowly increased over the past several years. The FAA is also projecting continued improvement in this market segment, so it is reasonable to anticipate moderate growth in itinerant GA operations at the airport. As such, the selected forecast is the increasing market share, which reflects a 1.3 percent CAGR over the 20-year forecast period, or 32,300 itinerant GA operations by 2039. Local Operations A similar methodology was utilized to forecast local general aviation operations. Table 2W depicts the history of local operations at DBQ and examines its historic market share of GA local operations at tow- ered airports in the United States. Historical local operations range from a low of 20,186 in 2012 to a high of 32,098 in 2019, with an average of 25,636 local GA operations annually since 2009. The first forecast examined was the FAA TAF, which predicted a CAGR of 0.1% or 32,605 local GA oper- ations by 2039. The next projection considered a constant market share. In 2019, DBQ held a market share of 0.2533 percent. This figure was carried throughout the 20-year forecast period, resulting in 34,300 local GA operations in 2039. An increasing market share was also examined, with a market share of 0.3435 percent being reached by 2039, or 46,500 operations. Two forecasts considering operations per based aircraft were also evaluated. The first kept the number of operations per based aircraft constant at 412, which was the number reached during the base year of 2019. This forecast resulted in 50,200 local GA operations by 2039 at a CAGR of 2.3 percent. Historic peak operations were also considered. The peak was reached in 2017 with 484 operations per based aircraft. This forecast assumes a return to peak level by 2039 with level increases over the forecast pe- riod. The result was a CAGR of 3.1 percent for a total of 59,100 local GA operations in 2039. DUBUQUE REGIONAL AIRPORT TABLE 2W General Aviation Local Operations Dubuque Regional Airport Year • Local Operations U.S. ATCT GA Local Ops DBQ Share % Based Aircraft Itinerant Op/Based 2009 20,298 12.45 0.1631% 74 274 2010 23,440 11.72 0.2001% 74 317 2011 21,996 11.44 0.1923% 74 297 2012 20,186 11.61 0.1739% 75 269 2013 24,416 11.69 0.2089% 64 382 2014 23,220 11.68 0.1989% 64 363 2015 27,422 11.69 0.2346% 64 428 2016 28,027 11.63 0.2409% 64 438 2017 30,980 11.73 0.2641% 64 484 2018 29,913 12.35 0.2421% 65 460 2019* 32,098 12.67 0.2533% 78 412 �Mr IV 2024 31,182 12.87 0.2423% 78 400 2029 31,649 13.30 0.2380% 93 340 2039 32,605 13.53 0.2411% 123 265 2024 32,600 12.87 0.2533% 93 351 2029 33,700 13.30 0.2533% 103 327 2039 34,300 13.53 0.2533% 122 281 OperationsConstant 2024 38,300 12.87 0.2976% 93 412 2029 42,400 13.30 0.3188% 103 412 2039 50,200 13.53 0.3711% 122 412 Market Share of US GA Itinerant OperationsIncreasing 2024 35,500 12.87 0.2759% 93 382 2029 39,700 13.30 0.2984% 103 385 2039 46,500 13.53 0.3435% 122 381 2024 40,000 12.87 0.3108% 93 430 2029 46,100 13.30 0.3466% 103 448 2039 59,100 13.53 0.4369% 122 484 *2019 operations include the last 12 months of available data (Oct 2018-Sept 2019); based aircraft count from July 2019 Sources: OPSNET; Coffman Associates analysis As with the itinerant general aviation operations forecast, the increasing market share was chosen as the selected forecast for local GA operations. In recent years, the majority of general aviation operations at DBQ have been local, a trend that is expected to continue given anticipated growth at the UD flight school. This, combined with the FAA's projection for growth, supports the selected forecast which pre- dicts reasonable growth in this segment of activity at DBQ, at a CAGR of 2.2 percent. MILITARY OPERATIONS FORECAST TABLE 2X Military Operations Forecasts Dubuque Regional Airport Military operators occasionally utilize DBQ for vari- ous training operations and activities. Table 2X pre- sents a summary of military operations, both local and itinerant, for the past 20 years. Tower records indicate a wide variety of military aircraft have uti- lized DBQ in recent years, including turboprops such as the Lockheed C-130 and Lockheed P-3 Orion; jet aircraft such as the C-17 Globemaster; and occa- sionally fighter aircraft such as the F-18 and F-16. In the past five years, military operations have slightly increased, with 154 total operations in 2019. Developing a reliable forecast of military activity is inherently difficult primarily because the military mission can change rapidly. Therefore, this forecast assumes current levels will remain static at 160 an- nual itinerant operations and 50 local operations through the forecast years. TOTAL OPERATIONS ADJUSTMENT AND FORECAST DUBUQUE REGIONAL AIRPORT Yea r 2000 itinerant 64 .. I 10 Total Military 74 2001 112 126 238 2002 49 24 73 2003 61 30 91 2004 124 12 136 2005 70 39 109 2006 103 16 119 2007 107 60 167 2008 148 67 215 2009 144 16 160 2010 158 37 195 2011 179 153 332 2012 141 61 202 2013 240 100 340 2014 52 54 106 2015 91 134 225 2016 111 54 165 2017 83 68 151 2018 139 29 168 2019* 1 128 26 154 2024 130 50 180 2029 130 50 180 2039 130 50 180 *2019 operations include the last 12 months of available data (Aug 2018-July 2019) Sources: OPSNET; Coffman Associates analysis. The Dubuque Regional Airport ATCT is not a 24-hour tower. The DBQ tower operates daily from 6:00 a.m. to 8:00 p.m. Thus, its air traffic counts are not all-inclusive of aircraft operations at the airport. Some aspects of this study require that all airport activity be considered. For these evaluations, it is necessary to estimate and adjust for operations that occur when the tower is closed. From January to September 2019, the ADS-B system at the airport captured 12,000 after -hour opera- tions. For planning purposes, this figure was extrapolated to 16,000 operations to include an estimate of 12 months of nighttime operations. As detailed previously, the tower reported 59,797 operations in 2019. Factoring in the nighttime operations, this brings total annual operations to 74,746. As such, base year and forecast operations were increased by 25 percent to account for operations occurring at DBQ outside of ATCT hours. DUBUQUE REGIONAL AIRPORT PEAKING CHARACTERISTICS Many airport facility needs are related to the levels of activity during peak periods. The peak periods that will be used in developing facility requirements for this study are as follows: • Peak Month —The calendar month when peak aircraft operations occur. • Design Day — The average day in the peak month. This indicator is derived by dividing the peak month operations by the number of days in a month. • Busy Day —The busy day of atypical week in the peak month. This peaking factor is used primarily to determine transient ramp parking requirements. • Design Hour — The peak hour within the design day or busy day. It is important to note that only the peak month is an absolute peak within a given year. All other peak periods will be exceeded at various times during the year. However, they do represent reasonable plan- ning standards that can be applied without overbuilding or being too restrictive. ,�L�I► I► I�:Z�I/e1�_1I:��Ii•I�]�e1:ll►[��1:1e1:7eZ�hI:T���[�� Table 2Y outlines the peak baseline and forecast peaking characteristics for airline activity at DBQ. In general, airport capacity and facility needs related to specific activity types will typically consider the levels of activity during a peak or design period. Determination of peaking characteristics related to com- mercial activity is important for the planning and design of the passenger terminal building, as well as associated facilities and services. The analysis is commonly utilized as a basis for determining the appro- priate size of the terminal building and the functional areas therein. Terminal building elements include hold rooms, security checkpoints, concessions, restrooms, baggage claim area, etc. The airline peaking characteristics also relate to aircraft gates and apron space. The peak month projections for airline activity was based upon the average peak month over the past five years for operations and the past eight years for enplanements. The average peak month for en- planements was October with 9.7 percent of annual enplanements and the average peak month for operations was October with 9.0 percent of annual operations. The design day is based upon the average day of the peak month, as activity during the peak month tends to be distributed relatively evenly through any given week. The design hour enplanement estimate is based on the airline schedule, which was previously discussed. American Eagle utilizes primarily the 50-seat Embraer ERJ-145 regional jet aircraft; however, Sun Country utilizes the Boeing 737-800, which has a seating capacity of 183. As such, the current design hour en- planement level is 183. --_DUBUQUE REGIONAL AIRPORT TABLE 2Y Commercial Airline Peaking Characteristics Dubuaue Regional Airoort i19* 2024 2029 Enplanements Annual 39,780 42,400 45,600 54,900 Peak Month 3,705 4,121 4,432 5,336 Design Day 303 316 326 355 Design Hour 183 183 183 183 Total Passengers Enplaned/Deplane. Annual 76,440 84,800 91,200 109,800 Peak Month 7,410 8,242 8,864 10,672 Design Day 606 632 652 710 Design Hour 366 366 366 366 OperationsAirline Annual 2,004 1,942 1,810 1,988 Peak Month 178 175 163 179 Design Day 8 8 6 8 Design Hour 4 4 4 4 Departures Design Day 4 4 3 4 Design Hour 2 2 2 2 TOTAL OPERATIONS PEAKING The peaking characteristics of total TABLE2AA aircraft operations include commer- Total operations Peaking Characteristics Dubuque Regional Airport cial airline, general aviation, air taxi, and military operations. This infor- mation is utilized in examining the operational capacity of the airfield. The peak month for total operations Annual Operations 59,797 64,480 70,508 81,622 Peak Month 6,482 6,512 7,121 8,244 Busy Day 325 321 351 406 Design Day 216 214 233 270 Design Hour 1 54 96 105 121 has averaged 13.19 percent over the Source: Coffman Associates analysis. last ten years. Design hour opera- tions were estimated at 44.89 percent of the design daily operations, which is forecast to remain rela- tively constant through the planning period. Busy day operations were calculated as the average of the top 40 busy days at DBQ over the last ten years. Total operations peaking characteristics are summarized in Table 2AA. ANNUAL INSTRUMENT APPROACHES As defined by the FAA, an instrument approach is "an approach to an airport with the intent to land an aircraft in accordance with an Instrument Flight Rule (IFR) flight plan, when visibility is less than three miles and/or when the ceiling is at or below the minimum initial approach altitude." To qualify as an --_DUBUQUE REGIONAL AIRPORT instrument approach, aircraft must land at an airport after following one of the published instrument approach procedures. Forecasts of annual instrument approaches (AIAs) provide guidance in determin- ing an airport's requirements for navigational aid facilities. Practice or training approaches do not count as AIAs nor do instrument approaches that occur in visual conditions. It is highly unusual for pilots to perform lo- cal operations when IFR conditions are in ef- fect. AIAs may be expected to increase as transient operations and operations by more sophisticated aircraft (e.g., turbo- props and business jets) increase through the planning period. For this reason, AIA projections consider a constant estimate of 2.5 percent of annual itinerant operations. The projections are presented in Table 213B. TABLE 2BB Annual Instrument Approaches (AIAS) Dubuque Regional Airport AlAs OperationsYear I Itinerant 2019 629 26,090 2.50% 2024 660 31,255 2.50% 2029 708 33,279 2.50% 2039 808 37,667 2.50% Source: Coffman Associates analysis FORECAST COMPARISON TO THE TERMINAL AREA FORECAST The FAA will review the forecasts presented in this master plan for consistency with the Terminal Area Forecast. The local FAA Airport District Office (ADO) or Regional Airports Division (RO) are responsible for forecast approvals. When reviewing a sponsor's forecast, FAA must ensure that the forecast is based on reasonable planning assumptions, uses current data, and is developed using appropriate forecast methods. Forecasts of enplanements, operations, and based aircraft are considered consistent with the TAF if they differ by less than 10 percent in the five-year period and 15 percent in the 10-year forecast period. If the forecast is not consistent with the TAF, differences must be resolved if the forecast is to be used for FAA decision -making. Table 2CC presents the direct comparison of the master planning fore- casts with the TAF published in January 2019. The FAA allows this differential because the TAF forecasts are not meant to replace forecasts developed locally (i.e., in this master plan). While the TAF can provide a point of reference for comparison, their purpose is much broader in defining FAA national workload measures. As discussed previously, the master plan enplanement forecast is well within the FAA tolerances. Both the five- and 10-year totals have a difference from the TAF of just 3.9 percent. For commercial and total operations, the five-year forecasts are outside of the tolerance level, at 17.2 percent and 12.2 percent respectively. For the 10-year forecast, the master plan forecast is within TAF tolerance at 10.1 percent, while the total operations forecast is outside the tolerance at 19.7 percent. For both forecasts, this dis- crepancy can be attributed to the scheduled airline operation that occurs after-hours. The master plan has factored this operation into the annual forecasts, while the TAF only counts operations that occur during ATCT operational hours. --_DUBUQUE REGIONAL AIRPORT TABLE 2CC Forecast Comparison to the Terminal Area Forecast Dubuque Regional Airport Master Plan Forecast 38,397 40,760 43,780 52,590 1.6% FAA TAF 39,433 42,371 45,533 52,617 1.5% Difference 2.7% 3.9% 3.9% 0.1% OperationsCommercial Master Plan Forecast 2,374 2,399 2,328 2,642 0.5% FAA TAF 1,938 2,019 2,104 2,287 0.8% % Difference 20.2% 17.2% 10.1 14.4% OperationsTotal Master Plan Forecast 59,797 64,447 70,416 81,479 1.6% FAA TAF 56,305 57,032 57,769 59,287 0.3% % Difference 6.0% 12.2% 19.7% 31.5% • Master Plan Forecast 78 93 103 122 2.3% FAA TAF 68 78 93 123 3.0% % Difference 13.7% 17.0% 10.1% 0.9% For based aircraft, the TAF identified a total of 68 based aircraft in the base year. In reality, there were 78 based aircraft in 2019, which has been verified with information provided by the airport. Like the commercial operations forecast, the five-year based aircraft forecast is outside TAF tolerances, while the 10-year forecast is within the tolerance at 10.1 percent. The master plan has forecast a more aggressive growth pattern due to the addition of six University of Dubuque based aircraft planned by the end of 2020, as well as the airport's intention to develop new hangars along the flight line in the near future. Exhibit 2.11 presents a summary of the master plan forecasts. Moderate growth is forecast for all activity demand indicators. AIRCRAFT/AIRPORT/RUNWAY CLASSIFICATION The FAA has established several aircraft classification systems that group aircraft types based on their performance (approach speed in landing configuration) and design characteristics (wingspan and landing gear configuration). These classification systems are used to determine the appropriate airport design standards for specific airport elements, such as runways, taxiways, taxilanes, and aprons. AIRCRAFT CLASSIFICATION The selection of appropriate FAA design standards for the development and location of airport facilities is based primarily upon the characteristics of the aircraft which are currently using or are expected to use an airport. The critical design aircraft is used to define the design parameters for an airport. The design aircraft may be a single aircraft type or, more commonly, is a composite aircraft representing a DUBUQUE REGIONAL AIRPORT PASSENGERCOMMERCIAL AIRLINE 40,800 43,800 52,600 Scheduled Airline 38,397 Charter 1,383 1,600 1,800 2,300 Total 39,780 42,400 45,600 54,900 AIRCRAFT OPERATIONS Itinerant Air Carrier 28 815 1,492 2,036 AirTaxi - Commuter 1,976 1,165 362 - Other Air Taxi 370 419 474 606 General Aviation 25,171 26,400 28,300 32,300 Military 128 130 130 130 Total Itinerant 27,673 28,929 30,758 35,072 General Aviation 32,098 35,500 39,700 46,500 Military 26 50 50 50 Total Local 32,124 35,550 39,750 46,550 Total Aircraft Operations 59,797 64,479 70,508 81,622 102,0 BASED AIRCR Single Engine 52 59 65 74 Multi -Engine 7 5 3 1 Turboprop 4 11 14 20 Jet 11 13 15 19 Helicopter 4 5 6 8 Total Based Aircraft 78 93 103 122 DUBUQUE REGIONAL AIRPORT collection of aircraft with similar characteristics. The critical design aircraft is defined by three parame- ters: Aircraft Approach Category (AAC), Airplane Design Group (ADG), and Taxiway Design Group (TDG). FAA AC 150/5300-13A, Airport Design, describes the following airplane classification systems, the pa- rameters of which are presented on Exhibit 2K. Aircraft Approach Category (AAQ: A grouping of aircraft based on a reference landing speed (VREF), if specified, or if VREF if not specified, 1.3 times stall speed (Vso) at the maximum certificated landing weight. VREF, Vso, and the maximum certificated landing weight are those values as established for the aircraft by the certification authority of the country of registry. The AAC generally refers to the approach speed of an aircraft in landing configuration. The higher the ap- proach speed, the more restrictive the applicable design standards. The AAC, depicted by a letter A through E, is the aircraft approach category and relates to aircraft approach speed (operational characteristic). The AAC generally applies to runways and runway -related facilities, such as runway width, runway safety area (RSA), runway object free area (ROFA), runway protection zone (RPZ), and separation standards. Airplane Design Group (ADG): The ADG, depicted by a Roman numeral I through VI, is a classification of aircraft which relates to aircraft wingspan or tail height (physical characteristic). When the aircraft wing- span and tail height fall in different groups, the higher group is used. The ADG influences design stand- ards for taxiway safety area (TSA), taxiway object free (TOFA), taxilane object free area, apron wingtip clearance, and various separation distances. Taxiway Design Group (TDG): A classification of airplanes based on outer -to -outer Main Gear Width (MGW) and Cockpit to Main Gear (CMG) distance. The TDG relates to the undercarriage dimensions of the design aircraft. The taxiway design elements determined by the application of the TDG include the taxiway width, taxiway edge safety margin, taxiway shoulder width, taxiway fillet dimensions, and in some cases the separation distance between parallel taxiways/taxilanes. Other taxiway elements, such as the taxiway safety area (TSA), taxiway/taxilane object free area (TOFA), taxiway/taxilane separation to parallel taxiway/taxilanes or fixed or movable objects, and taxiway/taxilane wingtip clearances are determined solely based on the wingspan (ADG) of the design aircraft utilizing those surfaces. It is ap- propriate for taxiways to be planned and built to different TDG standards based on expected use. Exhibit 2L presents the aircraft classification of the most common jet aircraft in operation today. AIRPORT AND RUNWAY CLASSIFICATION These classifications, along with the aircraft classifications defined previously, are used to determine the appropriate FAA design standards to which the airfield facilities are to be designed and built. ort Master Plan Category Group # RVR (ft) AIRCRAFT APPROACH CATEGORY (AAC) Approach Speed AIRPLANE DESIGN GROUP (ADG) Tail Height (ft) VISIBILITY MINIMUMS Wingspan (ft) Flight Visibility Category (statute miles) Forecasts I Draft Final Exhibit 2K 2-56 AIRCRAFT CLASSIFCATION PARAMETERS DUBUQUE REGIONAL AIRPORT Aircraft TDG Aircraft TDG • Beech Baron 55 1 A • Lear 25, 31, 45, 55, 60 1 B • Beech Bonanza 1 A • Israeli Westwind 1 B - • Leariet 35, 36 (D-1) 1 B Cessna 150, 172 1 A �.�• - �i� .pia io Avanti II 2 • Eclipse 500 lA �� ; • i- gg • Piper Archer, Seneca lA • Cessna Citation VII, X+ 1 B • Lear 70, 75 1 B • Beech Baron 58 1A • Gulfstream II 1 B • Beech King Air 90 lA : Gulfstream III 2 CRJ-200 1 B •Cessna 421 lA = .�« � ■ f , • ,140,145 2 • Cessna Citation CJ1 (525) lA •ERJ-1CRJ-13535 2 - • Cessna Citation 1(500) 2 - -_ • Piper Cheyenne III 2 Gulfstream IV 350, 450 (D II) 2 = - _ � • Gulfstream V 2 • - • CRJ-900,1000 2 • Cessna Caravan 208 (A-Ip lA • Boeing 737-700, BBJ 3 • Pilates PC-12 (A -II) l A ... , , ; • ER] -170,175,190,195 3 • Cessna 441 Conquest lA-------- • Gulfstream G500, 550, • Beech Super King Air 200 2 600, 650 (D-III) 2 • Cessna Citation 02 (525A) 2 • MD 81, 82, 87 (D-III) 4 MA 1 M I I • Falcon 10, 20, 50 1 B • Airbus A319-100, 200 3 • Hawker 800, 800XP, • Boeing 737 -800, 900, 850XP, 4000 1 B 61312 (D-III) 3 • Cessna Citation U4 (525C) 1 B a • MD 83, 88 (D III) 4 r } • Beech Super King Air 350 2 • Beech 1900 2 ' • Falcon 900, 2000 2 MA • Cessna Citation CJ3(525B), • Airbus A300-100, 200, 600 5 Bravo (550), V (560) 2 • Boeing 757-200 4 T • Boeing 767-300, 400 5 ■.'rr�... .,, �.... •MD-11 6 • Bombardier Dash 7 (A -III) 3 • Bombardier Dash 8 3 • Bombardier Global 5000, • Airbus A330-200, 300 5 6000, 7000, 8000 2 "~ • Boeing 787-8, 9 5 • Falcon 6X, 7X, 8X 2 • Airbus A340-500, 600 6 • ATR 72 2 • Boeing 747-100 - 400 5 • Boeing 777-300 6 Note: Aircraft pictured is identified in bold tvoe. --_DUBUQUE REGIONAL AIRPORT Airport Reference Code (ARC): An airport designation that signifies the airport's highest Runway Design Code (RDC), minus the third (visibility) component of the RDC. The ARC is used for planning and design only and does not limit the aircraft that may be able to operate safely on the airport. The current ALP for the airport, which will be updated as part of this planning effort, identifies an existing ARC of C-II for both runways, with an ultimate ARC of C-III for Runway 18-36. Runway Design Code (RDQ: A code signifying the design standards to which the runway is to be built. The RDC is based upon planned development and has no operational component. The AAC, ADG, and runway visual range (RVR) are combined to form the RDC of a particular runway. The RDC provides the information needed to determine certain design standards that apply. The first component, depicted by a letter, is the AAC and relates to aircraft approach speed (operational characteristics). The second com- ponent, depicted by a Roman numeral, is the ADG and relates to either the aircraft wingspan or tail height (physical characteristics), whichever is most restrictive. The third component relates to the visi- bility minimums expressed by RVR values in feet of 1,200 (%8-mile); 1,600 (%-mile); 2,400 (%-mile); 4,000 (%-mile); and 5,000 (1-mile). The RVR values approximate standard visibility minimums for instrument approaches to the runways. The third component should read "VIS" for runways designed for visual ap- proach use only. Approach Reference Code (APRC): A code signifying the current operational capabilities of a runway and associated parallel taxiway regarding landing operations. Like the RDC, the APRC is composed of the same three components: the AAC, ADG, and RVR. The APRC describes the current operational capabili- ties of a runway under meteorological conditions where no special operating procedures are necessary, as opposed to the RDC which is based upon planned development with no operational component. The APRC for a runway is established based upon the minimum runway -to -taxiway centerline separation. Departure Reference Code (DPRQ: A code signifying the current operational capabilities of a runway and associated parallel taxiway regarding takeoff operations. The DPRC represents those aircraft that can take off from a runway while any aircraft is present on adjacent taxiways, under meteorological conditions with no special operating conditions. The DPRC is similar to the APRC but is composed of two components: ACC and ADG. A runway may have more than one DPRC depending on the parallel taxiway separation distance. CRITICAL DESIGN AIRCRAFT The selection of appropriate FAA design standards for the development and location of airport facilities is based primarily upon the characteristics of the aircraft which are currently using or are expected to use an airport. The critical design aircraft is used to define the design parameters for an airport. The design aircraft may be a single aircraft or a composite aircraft representing a collection of aircraft classi- fied by the three parameters: AAC, ADG, and TDG. In the case of an airport with multiple runways, a design aircraft is selected for each runway. --_DUBUQUE REGIONAL AIRPORT The first consideration is the safe operation of aircraft likely to use an airport. Any operation of an aircraft that exceeds design criteria of an airport may result in either an unsafe operation or a lesser safety mar- gin; however, it is not the usual practice to base the airport design on an aircraft that uses the airport infrequently. The critical design aircraft is defined as the most demanding aircraft type, or grouping of aircraft with similar characteristics, that make regular use of the airport. Regular use is 500 annual operations, ex- cluding touch-and-go operations. Planning for future aircraft use is of particular importance since the design standards are used to plan separation distances between facilities. These future standards must be considered now to ensure that short term development does not preclude the reasonable long-range potential needs of the airport. Therefore, if the critical design aircraft is anticipated to change within the next five years, that aircraft (or family of aircraft) should be used as the current critical design aircraft. AIRPORT CRITICAL DESIGN AIRCRAFT The FAA maintains the Traffic Flow Management System Count (TFMSC) database which documents air- craft operations at most NPIAS airports. Information is added to the TFMSC database when pilots file flight plans and/or when flights are detected by the National Airspace System, usually via radar. The database includes documentation of commercial traffic (air carrier and air taxi), general aviation, and military aircraft. Due to factors such as incomplete flight plans and limited radar coverage, TFMSC data does not account for all aircraft activity at an airport by a given aircraft type. Most visual flight rules (VFR) and some non-enroute IFR traffic are excluded. Therefore, it is likely that there are more operations at an airport than are captured by this methodology. TFMSC data is available for activity at DBQ and was utilized in this analysis. Current Critical Design Aircraft Exhibit 2M presents the TFMSC operational mix at the airport for turbine operations for the last ten years. As can be seen, the airport experiences activity by the full range of business jets, including some of the largest in the national fleet. In addition, the airport has activity by commercial aircraft such as the Boeing 737. Activity by larger commercial aircraft has typically been associated with non-scheduled charter flights. Over the period, the airport has averaged 1,372 turbine operations by aircraft in AAC B, 2,318 in AAC C, and 63 in AAC D. The airport has consistently been well above the 500 operations threshold over the last ten years. As a result, the master plan will consider AAC C as the current critical design AAC. The airport has averaged 763 operations by turbine aircraft in ADG I and 2,936 in ADG II. There were just 59 ADG III operations on average over the period. Therefore, the Master Plan will consider ADG II as the current critical design ADG; thus, the current critical design aircraft for the airport is best described as ARC C-II. DUBUQUE REGIONAL AIRPORT Future Critical Design Aircraft The future transition of the airline fleet mix to larger aircraft will ultimately impact the future critical design of the Airport. The 50-seat ERJ-145 (ADG II) is being phased out and will eventually be replaced by the 70-90 seat CRJ-700 (ADG II) and ERJ-175/190 series (ADG III). The forecast of airline operations identified the potential for 40 percent of airline operations to be conducted by the ERJ-175 aircraft by 2024, which would account for 776 annual operations. In addition, regular casino/charter flights rou- tinely utilize the Boeing 737 aircraft, which is also an ADG III aircraft. This potential for increased operations by larger airline/charter aircraft and continued growth by the business jet operators provides a reasonable justification to consider the ultimate critical design air- craft for the airport as ARC C-III. f:191►VAMSD1*11[c1►[4L01% Each runway is assigned an RDC. The RDC relates to specific FAA design standards that should be met in relation to each runway. The RDC takes into consideration the AAC, ADG, and the RVR. In most cases, the critical design aircraft will also be the RDC for the primary runway. Runway 18-36 RDC Runway 18-36 is the primary runway and is designed to accommodate the critical design aircraft. This runway is 6,327 feet long and 150 feet wide. This runway has a CAT-1 instrument approach providing for visibility minimums as low as %-mile. Therefore, the current RDC for Runway 18-36 is C-II-2400 and the ultimate RDC is C-III-2400. Runway 13-31 RDC Runway 13-31, measuring 6,502 feet long and 100 feet wide, is designated as the crosswind runway. As winds dictate, crosswind runways are intended to provide an alternative for aircraft operating at the airport, which includes aircraft up to small to mid -sized business jet aircraft. Therefore, Runway 13-31 should sufficiently meet the design standards of those aircraft. The approach procedures available for Runway 31 has minimums down to % mile using a LOC approach; however, this is only approved for ARC A/B aircraft. For ARC C aircraft, Runway 13 has a GPS (LPV) with visibility minimums of one mile, while Runway 31 provides % mile VOR approach. Therefore, the current and future RDC for Runway 13-31 is C-II-2400. Table 2DD summarizes the design aircraft components to be applied at the two DBQ runways. Besides the RDC, the APRC, DPRC, and TDG are also noted for the runway system. Cirrus Vision Jet 0 0 0 0 0 0 0 0 6 Eclipse 400/500 12 8 14 8 2 12 10 18 4 Epic Dynasty 0 0 10 0 4 0 0 14 2 Lancair4 2 0 0 0 0 0 0 0 0 LancairEvolution/Legacy 0 0 0 0 0 0 0 0 2 Piper Malibu/Meridian 26 46 20 24 26 16 34 24 26 SocataTBM 7/850/900 84 26 20 26 26 20 24 20 24 Cessna Caravan 2 4 •6 2 2 4 •4 6 •8 De Havilland Twin Otter 0 0 0 0 0 2 0 0 0 Pilatus PC-12 20 30 40 44 34 42 52 58 88 • Beechjet 400 64 68 66 56 30 32 28 40 74 Cessna 425 Corsair 10 4 6 12 14 6 18 6 10 Citation CJ1 24 34 40 22 34 218 288 642 1026 Citation I/SP 10 2 4 12 18 10 2 8 4 Citation M2 0 0 0 0 0 0 0 6 54 Citation Mustang 62 178 196 176 190 106 114 8 2 Falcon 10 6 2 6 6 0 2 0 0 4 Hawker1000 0 0 0 0 0 0 2 0 0 Honda Jet 0 0 0 0 0 0 0 2 2 King Air90/100 70 90 174 196 230 224 186 130 114 Mitsubishi MIJ-2 192 140 182 72 12 16 0 2 2 Phenom 100 0 10 6 6 8 32 126 130 116 PiaggioAvanti 24 12 14 18 2 2 4 0 2 Piper Cheyenne 404 590 484 510 552 666 558 382 106 Premier 1 2 8 18 12 0 4 8 6 16 Rockwell Sabre 40/60 8 0 4 8 12 0 0 2 8 T-6Texan 2 0 8 1 0 0 0 1 0 2 0 AeroCommander 690 •32 10 4 10 6 0 0 0 0 Beech 1900 4 0 2 2 0 4 0 0 0 Cessna Conquest 54 38 26 34 34 18 30 18 20 Challenger 300 14 16 24 16 24 26 38 36 50 Citation CJ2/CJ3/CJ4 46 38 30 42 50 42 72 178 456 Citation II/SP/Latitude 66 82 90 68 72 32 82 66 186 Citation V/Sovereign 96 54 60 42 54 74 82 86 70 Citation X 46 48 48 76 26 34 26 18 26 Citation XLS 280 256 336 334 362 300 288 266 238 Dornier 328 0 2 0 2 0 0 0 2 6 Embraer EMB-110/120 2 0 2 0 0 2 0 0 0 Falcon 20/50 20 24 14 16 24 12 8 12 10 Falcon 2000 26 28 14 6 18 22 130 140 154 Falcon 900 8 10 8 2 0 2 10 8 8 Hawker4000 0 10 0 0 2 2 0 0 0 King Air200/300/350 644 618 566 644 720 722 776 650 412 King Air F90 0 2 0 2 4 2 2 0 0 Phenom 300 0 0 4 6 6 0 24 18 40 Saab 340 958 2 0 0 0 2 0 0 0 Swearingen merlin 4 2 20 0 6 2 8 8 6 •2,300 1 1,240 1,248 1,30218 / Bombardier Global5000 0 0 0 0 0 0 0 4 •0 Bombardier Global7500 0 0 0 0 0 0 0 0 0 Bombardier Global Express 0 2 0 4 8 2 10 0 4 Falcon 7X/8X 0 0 2 4 0 0 0 0 0 BAe HS 125 Series 2 0 2 4 0 2 0 0 0 Learjet 20 Series 0 0 4 0 0 0 0 0 0 Learjet31 44 40 22 8 4 8 18 2 8 Learjet 40 Series 108 154 98 82 84 74 64 50 20 Learjet 50 Series 4 2 0 4 8 4 14 4 2 Learjet 60 Series 50 44 22 10 68 88 126 88 42 Westwind II 22 6 6 4 2 6 6 0 0 Bombardier CRJ 100/200/700 0 0 2 2 •2 •0 0 0 2 Challenger600/604 44 68 48 44 48 44 32 28 10 Citation III/VI 6 14 4 0 4 6 8 6 14 Embraer 500/450 Legacy 0 0 0 0 0 0 0 0 2 Embraer ERJ-135/140/145 2,028 2,010 2,288 1,998 1,900 1,794 1,946 2,008 2,022 Fairchild A-10 8 2 4 6 0 0 0 0 6 Gulfstream 100/150 40 42 32 16 18 42 16 10 2 Gulfstream 280 0 0 0 0 2 4 12 2 2 Gulfstream G-III 0 2 4 4 0 2 0 0 0 Hawker 800 (Formerly Bae-125-800) 62 46 66 76 68 60 42 54 52 0 AirbusA319/320/321 14 Boeing 717/727 0 737 (200 thru 700 series) 0 er EMB 170/175/190 0 LBoeing nnell Douglas DC-9 16 ion 32 m 4 07 0 LAirbusA300/310 57-200 36 -17 rcules 62 16 968NIL "777-200350/360 0 58 F/A-18 Hornet 2 F-15 Eagle 2 Learjet 35/36 0 T-38Talon 22 • ' 126 Gulfstream 450 0 • ' 106 Boeing 737 800/900 2 Gulfstream 500/600 5g Mcdonnell Dou las MD-83 88 8 17.1 4 Boein 757-300 0 TOTAL F-16 Falcon/Viper 0 TOTAL 0 6 ARC CODE SUMMARY 36 660 300 34 20 256 4 0 24 110 10 0 348 2 44 0 12 0 2 0 2 0 0 APPROACH CATEGORY 0 2 24 2 46 2 0 38 8 2 DESIGN GROUP SUMMARY 1,934 0 8 6 0 70 DUBUQUE REGIONAL AIRPORT M • • ��1 1 �� MM 8 0 0 2 0 0 2 0 0 2 0 0 2 2 0 0 0 0 0 0 0 10 36 14 0 14 10 20 6 8 0 0 0 0 0 0 0 2 0 4 0 0 4 4 0 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 0 0 0 0 0 2 0 0 0 0 2 0 0 6 0 2 0 2 0 0 2 2 4 2 0 0 2 2 0 2 4 2 12 8 0 0 2 0 0 8 0 2 0 2 0 0 0 2 0 0 4 0 0 0 0 0 0 0 0 0 4 2 I n I 0 O I 0 I 0 O I 0 0 2 4 0 2 0 0 4 4 4 2 0 0 0 4 0 0 0 0 0 0 24 12 10 6 8 2 8 12 14 10 0 0 4 0 0 0 0 4 0 0 22 I 24 I 34 I 36 I 38 I 34 28 20 8 I 16 I 14 I 34 I 12 ' •• 11• 1 1 1 1 � • '72,62,4,8, AI 124 80 64 58 58 48 76 64 62 A -II 22 34 46 46 36 48 64 96 40 BI 878 1,1381,208 1,106 1,102 1,318 1,366 1,540 1,434 BII 2,300 1,2401,248 1,302 1,408 1,298 1,506 1,682 1,866 BIII 0 2 2 8 8 2 4 4 4 C-I 230 246 554 112 166 882 144 72 76 C II 2,188 2,184 2,448 2,146 2,042 1,954 2,072 2,114 2,120 2,080 C-III 8 10 44 22 0 14 12 24 6 14 CIV 8 6 16 18 0 4 4 6 0 10 CV 8 2 0 0 0 0 0 0 0 0 D-I 26 16 14 12 8 2 12 20 18 12 D II 14 4 10 14 10 14 10 10 6 4 D-III 24 30 38 44 46 42 44 34 40 50 DIV 0 2 0 0 0 0 0 0 0 0 EI 0 2 8 0 2 0 2 0 0 0 11• 1 1 1 1 1 1 1 1 1 1 A 146 114 110 104 94 96 124 140 160 102 B 3,178 2,380 2,458 2,416 2,518 2,618 2,920 2,876 3,226 3,304 C 2,442 2,448 2,662 2,298 2,208 2,154 2,316 2,288 2,198 2,180 D 64 52 62 70 64 58 66 64 64 66 E 0 2 8 0 2 0 2 0 0 0 1 11 M� � 11• 1 1 I 1,258 1,482 1,448 1,288 1,336 1,550 1,644 1,606 1,694 1,584 II 4,524 3,462 3,752 3,508 3,496 3,314 3,714 3,694 3,904 3,990 III 32 42 84 74 54 58 66 62 50 68 IV 8 8 16 18 0 4 4 6 0 10 V 8 2 0 0 0 0 0 0 0 0 Note: ARC- Airport Reference Code Sniirra• Trnffir Flnw MnnnnPmPnt Cvctvm rntrntc This page intentionally left blank --_DUBUQUE REGIONAL AIRPORT TABLE 2DD Design Aircraft Parameters Dubuque Regional Airport Runway Critical Design Aircraft RDC APRC D• Existing am D/IV/2400 D/IVD/V/2400 18-36 ERJ-145 C-II-2400 D/V 2 B/111/4000 B/III 13-31 ERJ-145 C-II-2400 D/11/4000 D/II 2 B/I 1/2400 D/IV/2400 D/IVD/V/2400 18-36 ERJ-175 C-III-2400 D/V 3 B/111/4000 B/III 13-31 ERJ-175 C-11-2400 D/11/4000 D/11 3 B/I 1/2400 RDC — Runway Design Code APRC— Approach Reference Code DPRC— Departure Reference Code TDG —Taxiway Design Group Source: FAA AC 150/5300-13A, Change 1, Airport Design SUMMARY This chapter has outlined the various activity levels by demand indicators that might reasonably be antici- pated over the planning period. DBQ provides an important and convenient air passenger link to the na- tional airspace system for the local area. Nonetheless, the availability of various flight options from larger airports in the region, as well as the direct links via the highways, leads to a significant level of passenger leakage to these airports. COVID-19 has created another challenge — not just for DBQ, but for all airports. However, there is optimism that air travel will return to pre -pandemic levels within the next few years, especially once a vaccine is made available. Local and regional economic and population growth, as well as improved reliability of service and a diversification of destinations, is also anticipated for the future. Ulti- mately, increased passenger levels are projected over the next 20 years, with scheduled passenger en- planements forecast to grow from 38,397 in 2019 to 52,600 by 2039 for a CAGR of 1.59 percent. General aviation operations are forecast to increase over the planning period, growing from 57,269 in 2039 to 78,800 by 2039 for a CAGR of 1.61 percent. Based aircraft are forecast to increase from 78 in 2019 to 122 in 2039, for a CAGR of 2.26 percent. The fleet mix is anticipated to see increases in turbine aircraft over the planning period. Total annual operations are forecast to grow from 59,797 in 2019 to 81,622 in 2039 for a CAGR of 1.57 percent. The current critical design aircraft for DBQ is ARC C-II, which is represented by a family of aircraft that includes the Learjet 60, the Gulfstream family of jets, and the latest version of the Boeing 737 and 757 aircraft, as well as the ERJ-145. Operational growth by these and larger aircraft are anticipated to result in a future critical design aircraft within ARC C-III. The existing RDC for Runway 18-36 is C-II-2400 and the ultimate is C-III-2400. The existing and future RDC for Runway 13-31 is C-II-2400. -DUBUQUE REGIONAL AIRPORT The next step in the planning process is to assess the capabilities of the existing facilities to determine what upgrades may be necessary to meet future demands. The range of forecasts developed here will be taken forward in the next chapter as planning horizon activity levels that will serve as milestones or activity benchmarks in evaluating facility requirements. CHAPTER 3 Facility Requirements - a 0 S * a , . DUBUQUE REGIONAL AIRPORT irport Master Plan ar J7 r7 W CHAPTER THREE FACILITY REQUIREMENTS - To properly plan for the future at Dubuque Regional Airport (DBQ), it is necessary to translate forecast aviation demand into the specific types and quantities of facilities that can adequately serve projected demand levels. This chapter uses the results of the aviation demand forecasts, as well as established planning criteria, to determine the airfield (i.e., runways, taxiways, navigational aids, marking and lighting, and support facilities), and landside (i.e., terminal build- ing, hangars, aircraft parking apron, fueling, vehicle parking and access) facility requirements. The objective of this effort is to identify, in general terms, the adequacy of the existing airport facilities and outline what new facilities may be needed and when they may be needed to accommodate forecast demands. Having established these facility requirements, alternatives for providing the facilities will be evaluated to determine the most cost-effective and efficient means for implementation. DUBUQUE REGIONAL AIRPORT Airport Master Plan DUBUQUE REGIONAL AIRPORT PLANNING HORIZONS Cost-effective, safe, efficient, and orderly development of an airport should rely more upon actual de- mand than a time -based forecast figure. Thus, in order to develop a master plan that is demand -based rather than time -based, a series of planning horizon milestones have been established, as discussed in Chapter Two, that take into consideration the reasonable range of aviation demand projections. It is important to consider that, over time, the actual activity at the airport may be higher or lower than what the annualized forecast portrays. By planning according to activity milestones, the resultant plan can accommodate unexpected shifts or changes in the area's aviation demand. It is important to plan for these milestones so that airport officials can respond to unanticipated changes in a timely fashion. As a result, these milestones provide flexibility while potentially extending this plan's useful life if avia- tion trends slow over the period. The most important reason for utilizing milestones is to allow the airport to develop facilities according to need generated by actual demand levels. The demand -based schedule provides flexibility in develop- ment, as the schedule can be slowed or expedited according to actual demand at any given time over the planning period. The resultant plan provides airport officials with a financially responsible and needs - based program. Table 3A presents the planning horizon milestones for each activity demand category. TABLE 3A Planning Horizon Activity Levels Dubuque Regional Airport 40,800 43,800 52,600 Enplaned Passengers* 39,780 OperationsCommercial Air Carrier 28 815 1,492 2,036 Air Taxi — Commuter 1,976 1,165 362 0 Total Commercial Operations 2,004 1,980 1,854 2,036 AviationGeneral Operations Other Air Taxi 370 419 474 606 Itinerant 25,171 26,400 28,300 32,300 Local 32,098 35,500 39,700 46,500 Total General Aviation Operations 57,639 62,319 68,474 79,406 Itinerant 128 130 130 130 Local 26 50 50 50 Total Military Operations 154 180 180 180 Based Aircraft 78 93 103 122 *Forecast years have been rounded VDuBUQUE REGIONAL AIRPORT AIRFIELD CAPACITY An airfield's capacity is expressed in terms of its annual service volume (ASV). ASV is a reasonable esti- mate of the maximum level of aircraft operations that can be accommodated in a year without incurring significant delay factors. As aircraft operations near or surpass the ASV, delay factors increase exponen- tially. DBQ's ASV was examined utilizing the Federal Aviation Administration's (FAA) Advisory Circular (AC) 150/5060-5, Airport Capacity and Delay. This analysis considers specific factors about the airfield in order to calculate DBQ's ASV. These various factors are depicted in Exhibit 3A. The following describes the input factors as they relate to the airport and include airfield layout, weather conditions, aircraft mix, and operations. Runway Configuration — The existing airfield configuration consists of dual runways. Primary Runway 18-36 is 6,327 feet long and 150 feet wide, oriented north to south. Crosswind Runway 13-31 measures 6,502 feet long and 100 feet wide, is oriented northwest to southeast, and is supported by a full-length parallel taxiway. Runway Use — Runway use in capacity conditions will be controlled by wind and/or airspace con- ditions. For DBQ, the direction of takeoffs and landings are generally determined by the speed and direction of the wind. It is generally safest for aircraft to take off and land into the wind, avoiding a crosswind (wind that is blowing perpendicular to the travel of the aircraft) or tailwind components during these operations. Based upon available wind data, winds are predominantly out of the south, which would typically dictate Runway 18 being used most often. The availability of instrument approaches is also con- sidered. While each runway end provides instrument approach capability, Runways 36 and 31 are primarily utilized in instrument weather conditions since they are equipped with a Category I instrument landing system (ILS), which provides visibility minimums down to %-mile (ARC A and B aircraft only on Runway 31). It should be noted that tower personnel direct pilots to utilize Runway 13-31 approximately 40 percent of the time, regardless of wind direction, due to better range of view from the tower. • Exit Taxiways — Exit taxiways have a significant impact on airfield capacity since the number and location of exits directly determine the occupancy time of an aircraft on the runway. The airfield capacity analysis gives credit to taxiway exits located within the prescribed range from a runway's threshold. This range is based upon the mix index of the aircraft that use the runways. Based upon mix, only exit taxiways between 2,000 feet and 4,000 feet from the landing threshold count A Master Plan AIRFIELD LAYOUT Runway Configura- Runway Uso O ind-Go Opera# f. WEATHER CONDITIONS VMC- Visual Meteorological Conditions IMC- Instrument Meteorological Conditions PVC- Poor Visibility Conditions AIRCRAFT MIX Class A & B Aircraft +wryr� oEnircineiSmall Turboprop Twin Piston ftAra 1'� Class D Aircraft Facility Requirements I Draft Final 3-4 Wide Body, Jets Exhibit 3A AIRFIELD CAPACITY FACTORS DUBUQUE REGIONAL AIRPORT in the exit rating at DBQ. The exits must be at least 750 feet apart to count as separate exit taxi- ways. Utilizing these standards, two exit taxiways are provided for aircraft landing on Runway 31 and one exit taxiway is considered for aircraft landing on Runways 18, 36, and 13. Weather Conditions — Weather conditions can have a significant impact on airfield capacity. Air- port capacity is usually highest in clear weather, when flight visibility is at its best. Capacity is diminished as weather conditions deteriorate and cloud ceilings and visibility are reduced. As weather conditions deteriorate, the spacing of aircraft must increase to provide allowable mar- gins of safety and air traffic vectoring. The increased distance between aircraft reduces the num- ber of aircraft which can operate at the airport during any given period, thus reducing overall airfield capacity. According to meteorological data collected from the on -airport automated surface observation system (ASOS), the airport operates under visual meteorological conditions (VMC) approximately 88 percent of the time. VMC exist whenever the cloud ceiling is greater than 1,000 feet above ground level (AGL) and visibility is greater than three statute miles. Instrument meteorological con- ditions (IMC) are defined when cloud ceilings are between 500 and 1,000 feet AGL or visibility is between one and three miles. According to the weather observations, IMC prevailed approximately six percent of the time. Poor visibility conditions (PVC) apply for cloud ceilings below 500 feet and visibility minimums below one mile. PVC conditions occur approximately five percent of the year. Table 313 summarizes the weather conditions experienced at the airport over a 10-year period. TABLE 3B Weather Conditions Dubuque Regional Airport Condition Cloud Ceiling Visibility Percent of Total VMC > 1,000' AGL > 3 statute miles 88.34 IMC > 500' AGL and < 1,000' AGL 1-3 statute miles 6.33 PVC < 500' AGL < 1 statute mile 5.33 VMC - Visual Meteorological Conditions PVC - Poor Visibility Conditions IMC - Instrument Meteorological Conditions AGL - Above Ground Level Source: National Oceanic and Atmospheric Administration (NOAA) — National Climatic Data Center. Airport observations from January 2009 — December 2018. Aircraft Mix — Aircraft mix for the capacity analysis is defined in terms of four fixed -wing aircraft classes. Classes A and B consist of small- and medium-sized propeller and some jet aircraft, all weighing 12,500 pounds or less. These aircraft are associated primarily with general aviation ac- tivity. The majority of operations at DBQ fall within Class A and Class B. Class C consists of aircraft weighing between 12,500 pounds and 300,000 pounds. These aircraft include airline aircraft, most business jets and large turboprop aircraft, as well as larger charter aircraft that utilize the airport, which conduct a significant number of operations at DBQ. Class D aircraft consists of large aircraft weighing more than 300,000 pounds. In the future, aircraft in Class C will continue to constitute a substantial number of fixed -wing operations, and Class D aircraft are not projected Z DUBUQUE REGIONAL AIRPORT to contribute regular operational activity at DBQ as part of the overall aircraft fleet mix at the airport. It should be noted that for purposes of determining airfield capacity, helicopter activity is not included in the aircraft mix classification. Percent Arrivals — The percentage of arrivals as they relate to total operations of the airport is important in determining airfield capacity. Under most circumstances, the lower the percentage of arrivals, the higher the hourly capacity. The aircraft arrival -departure percentage split is typi- cally 50/50. Touch -And -Go Activity —A touch-and-go operation involves an aircraft making a landing and then an immediate takeoff without coming to a full stop or exiting the runway. A high percentage of touch-and-go traffic normally results in a higher operational capacity because one landing and one takeoff occurs within a shorter time period than individual operations. Touch-and-go opera- tions at DBQ have historically averaged 51 percent of total annual operations over the last ten years. This can be attributed to the presence of the University of Dubuque flight school located on the airport and the number of training operations associated with their program. Peak Period Operations — For the airfield capacity analysis, average daily operations and average peak hour operations during the peak month are utilized. Typical operations activity is important in the calculation of an airport's ASV as "peak demand" levels occur sporadically. The peak peri- ods used in the capacity analysis are representative of normal operational activity and can be exceeded at various times throughout the year. For DBQ, the peak periods typically occur during the fall months. AIRFIELD CAPACITY SUMMARY Given the factors outlined above, the airfield's ASV will range between 200,000 and 230,000 annual op- erations. The ASV does not indicate a point of absolute gridlock for the airfield; however, it does repre- sent the point at which operational delay for each aircraft operation will increase exponentially. As previously detailed, during the past ten years the airport has averaged approximately 50,000 annual operations. This operational level for the airport represents 25 percent of the airfield's ASV, if the ASV is considered at the low end of the typical range of 200,000 annual operations. By the end of the long-term planning period, total annual operations are expected to represent approximately 41 percent of the air- field's ASV. FAA Order 5090.313, Field Formulation of the National Plan of Integrated Airport Systems (NPIAS), indi- cates that improvements for airfield capacity purposes should begin to be considered once operations reach 60 to 75 percent of the annual service volume. This is an approximate level to begin the detailed planning of capacity improvements. At the 80 percent level, the planned improvements should be made. While no significant capacity improvements will be necessary, options to improve airfield efficiency will still be considered in the Master Plan. VDUBUQUE REGIONAL AIRPORT AIRFIELD REQUIREMENTS The analyses of the operational capacity and the critical design aircraft are used to determine airfield needs. This includes runway configuration, dimensional standards, and pavement strength, as well as navigational aids, lighting, and marking. RUNWAY CONFIGURATION Key considerations in the runway configuration of an airport involve the orientation for wind coverage and the operational capacity of the runway system. FAA AC 150/5300-13A, Airport Design, recommends that a crosswind runway should be made available when the primary runway orientation provides less than 95 percent wind coverage for any aircraft forecast to use the airport on a regular basis. The 95 percent wind coverage is computed on the basis of the crosswind component not exceeding 10.5 knots (12 mph) for ARC A-1 and B-I; 13 knots (15 mph) for ARC A -II and B-II; 16 knots (18 mph) for ARC A - III, B-III, and C-1 through D-II; and 20 knots (23 mph) for ARC C-III through D-IV. The previous ten years of wind data was obtained from the on -airport ASOS and has been analyzed to identify wind coverage provided by the existing runway orientations. At DBQ, the orientation of Runway 18-36 provides 87.10 percent coverage for 10.5 knot component, 92.39 percent coverage for 13 knots, and greater than 99 percent coverage for 16 and 20 knot components. Runway 13-31 provides 86.08 percent coverage for 10.5 knot crosswind component, 92.11 percent coverage for 13 knots, and greater than 97 percent coverage for 16 knots or greater. The combination of both runways provides for 94.5 percent coverage for 10.5 knots and greater, and more than 97 percent coverage for 13 knots and greater. Thus, the two runways at DBQ provide slightly less than adequate wind coverage. Both the in- strument flight rules (IFR) and visual flight rules (VFR) wind roses are presented on Exhibit 3B. FAA design criteria recommend that a crosswind runway be made available when wind coverage for the primary runway is less than 95 percent. As can be seen on the exhibit, the primary runway is 7.9 percent short of 95 percent in the 10.5 knot component and 2.61 percent short in the 13-knot component. There- fore, the crosswind runway (Runway 13-31) is justified and should remain eligible for federal Airport Improvement Program (AIP) funding. RUNWAY DESIGNATION A runway's designation is based upon its magnetic headings, which are determined by the magnetic decli- nation for the area. The magnetic declination in the area of DBQ is 1° 38'W111. The primary runway is ori- ented north/south with a true heading of 180°/360°. Adjusting for the magnetic declination, the current magnetic heading of the runway is 181°/001°. Thus, this runway designation does not need to change. ['I Source: NOAA, 04/30/2019. ALL WEATHER WIND COVERAGE Runways 10.5 Knots 13 Knots 16 Knots 20 Knots Runway 13-31 86.08% 92.11% 97.08% 99.15% Runway 18-36 87.10% 92.39% 96.87% 98.99% All Runways 94.50% 97.46% 99.05% 99.76% 20 KNOTS - 16 KNOTS 10.5 KNOTS 10� .tip Vb��yO�O,tS 1� 3p0 350 360 �\ o .oJ o .ow r c o Q 1 0 �9 col w °a Magnetic Declination 01 ° 36' 00" West (March 2019) Annual Rate of Change 00° 03' 00" West (March 2019) 0-6 KNOTS 36.26% 4~ 01 E DUBUQUE REGIONAL AIRPORT tib 10 —10.5 KNOTS —13 KNOTS SOURCE: —16 KNOTS NOAA National Climatic Center Asheville, North Carolina — 20 KNOTS Dubuque Regional Airport Dubuque,lA OBSERVATIONS: 128,159 All Weather Observations Jan. 1, 2009 - Dec, 31 2018 IFR WIND COVERAGE Runways 10.5 Knots 13 Knots 16 Knots 20 Knots Runway 13-31 82.46% 89.57% 95.84% 98.63% Runway 18-36 86.41% 91.97% 96.64% 98.87% All Runways 92.53% ° o 98.50% 99.60% LU MUlJ 16 KNOTS 13 KNOTS 10.5 KNOTS 10 O ,t O 1q� IIIllllli I I �O? \ 11� 350 360 N 31 c c of M 0 96� o o o .N ^apt O,OZ O O� o p n Os O \00 3 003 p or o 0.49 °' 0.S4 os 0-6 =270 W 0. 39 0.49 KNOTS — o.oz o z o. q5 o.s 0., 34.26% 0. O O p5 9 it7q (P O �`' p0's Oq' S' i Ap O oM N m O G o S 3 36 —10.5 KNOTS —13 KNOTS - 20 Magnetic Declination 01 ° 36' 00" West (March 2019) Annual Rate of Change 00° 03' 00" West (March 2019) 41 E DUBUQUE REGIONAL AIRPORT SOURCE: NOAA National Climatic Center Asheville, North Carolina Dubuque Regional Airport Dubuque,lA OBSERVATIONS: 26,712 FIR Observations Jan. 1, 2009 - Dec, 31 2018 DUBUQUE REGIONAL AIRPORT Crosswind Runway 13-31, which is oriented northwest/southwest, has a true heading of 135°/315°, with a magnetic declination of 136°/316°; as a result, Runway 13-31 should be re -designated as Runway 14-32. Any re -designation should be coordinated with the FAA to ensure its necessity and that all appropriate publications are updated. If the FAA confirms the runway should be re -designated, new runway end des- ignation markings can be incorporated concurrent with a future pavement rehabilitation project. RUNWAY LENGTH The aircraft performance capability is a key factor in determining the runway length needed for takeoff and landing. The performance capability and, subsequently, the runway length requirement of a given aircraft type can be affected by the elevation of the airport, the air temperature, the gradient of the runway, and the operating weight of the aircraft. Aircraft performance capabilities decline as each of these factors increase. The airport elevation at DBQ is 1,076 feet above mean sea level (MSL). The temperature used for airport design is the mean maximum daily temperature during the hottest month. According to the National Climatic Data Center, the mean maximum temperature is 81.9 degrees Fahrenheit (F) in Dubuque during the month of July. The change in elevation (gradient) varies by 40 feet along Runway 18-36 (0.6 percent gradient) and by 14 feet along Runway 13-31 (0.2 percent gradient). This information is utilized in the following runway length analyses. Runway Length — General Aviation DBQ serves a substantial level of general aviation activity. While most general aviation activity is con- ducted by small piston powered aircraft, the airport is also used by itinerant business jet aircraft (Learjet 40/45/60, Gulfstream G150/G400/G500), which have a greater impact upon runway length needs. For aircraft weighing more than 12,500 pounds but less than 60,000 pounds, including most small to mid -sized business jet aircraft, runway length requirements have been calculated. These calculations take into consideration the runway gradient and landing length requirements for contaminated runways (wet). Business jets tend to need greater runway length when landing on a wet surface because of their increased approach speeds. AC 150/5325-4B stipulates that runway length determination for business jets consider a grouping of airplanes with similar operating characteristics. The AC provides two separate "family groupings of airplanes," each based upon their representative percentage of aircraft in the na- tional fleet. The first grouping is those business jets that make up 75 percent of the national fleet, and the second group is those making up 100 percent of the national fleet. Table 3C presents a partial list of common aircraft in each aircraft grouping. A third group considers business jets weighing more than 60,000 pounds. Runway length determination for these aircraft must be based on the performance char- acteristics of the individual aircraft. DUBUQUE REGIONAL AIRPORT TABLE 3C Business Jet Categories for Runwav Length Determination Lear 35 20,350 Lear 55 21,500 Gulfstream II 65,500 Lear 45 20,500 Lear 60 23,500 Gulfstream IV 73,200 Cessna 550 14,100 Hawker 800XP 28,000 Gulfstream V 90,500 Cessna 560XL 20,000 Hawker 1000 31,000 Global Express 98,000 Cessna 650 (VII) 22,000 Cessna 650 (III/IV) 22,000 IAI Westwind 23,500 Cessna 750 (X) 36,100 Beechjet 400 15,800 Challenger 604 47,600 Falcon 50 18,500 IAI Astra 23,500 MTOW: Maximum Take -Off Weight Source: FAA AC 150/5325-413, Runway Length Requirements for Airport Design Table 3D presents the results of the runway length analysis for business jets developed following the guidance provided in AC 150/5325-413. To accommodate 75 percent of the business jet fleet at 60 per- cent useful load, a runway length of 5,500 feet is recommended. This length is derived from a raw length of 4,730 feet that is adjusted, as recommended, for runway gradient and consideration of landing length needs on a contaminated runway (wet and slippery). To accommodate 100 percent of the business jet fleet at 60 percent useful load, a runway length of 5,900 feet is recommended. TABLE 3D Runway Length Requirements Dubuque Regional Airport Airport Elevation Average High Monthly Temp. Runwav Gradient 1,076 feet above mean sea level 81.9 degrees F (July) Runwav 18-36 - (0.6%) 100% of small airplanes 4,000' N/A N/A 4,000' 100% of small airplanes (10+ seats) 4,300' N/A N/A 4,300' 75% of fleet at 60% useful load 4,730' 5,130 5,440 5,500' 100% of fleet at 60% useful load 5,430' 5,830 5,500 5,900 75% of fleet at 90% useful load 6,164' 6,564 7,000' 7,000' 100% of fleet at 90% useful load 8,031' 8,431 9,236' 9,300 1 60% useful load lengths are increased by 15% or up to 5,500 feet; 90% useful load lengths are increased by 15% or up to 7,000 feet, whichever is less. z The final runway length is the longer of the adjustment for gradient and the adjustment for wet surface rounded up to the nearest hundred. Source: FAA AC 150/5325-46, Runway Length Requirements for Airport Design Utilization of the 90 percent category for runway length determination is generally not considered by the FAA unless there is a demonstrated need at an airport. This could be documented activity by a busi- ness jet operator that flies out frequently with heavy loads. To accommodate 75 percent of the business DUBUQUE REGIONAL AIRPORT jet fleet at 90 percent useful load, a runway length of 7,000 feet is recommended. To accommodate 100 percent of business jets at 90 percent useful load, a runway length of 9,300 feet is recommended. Another method to determine runway length requirements for jet aircraft at DBQ is to examine aircraft flight planning manuals under conditions specific to the airport. Several aircraft were analyzed for take- off length required with a design temperature of 81.9 degrees F at a field elevation of 1,076 feet MSL. Table 3E provides a detailed runway takeoff length analysis for the most common business jet and tur- boprop aircraft in the national fleet. This data was obtained from Ultranav software, which computes operational parameters for specific aircraft based on flight manual data. The analysis includes the maxi- mum takeoff weight (MTOW) allowable and the percent useful load from 60 percent to 100 percent. The figures are shaded from green to red based upon their proximity to the current length of Runway 13-31 (6,502 feet), with darker red figures exceeding the current runway length. This analysis shows that Run- way 13-31 can accommodate all but four aircraft at 90 percent useful load and six aircraft at 100 percent useful load. The average takeoff length needed for all business jets analyzed at 100 percent useful load is 5,200 feet. Table 3F presents the runway length required for landing under three operational categories: Title 14 Code of Federal Regulations (CFR) Part 25, CFR Part 135, and CFR Part 91k. CFR Part 25 operations are those conducted by individuals or companies operating their own transport category aircraft (non-com- mercial). CFR Part 91k includes operations in fractional ownership, which utilize their own aircraft under direction of pilots specifically assigned to said aircraft. CFR Part 135 applies to all for -hire charter opera- tions, including most fractional ownership operations. Part 91k and Part 135 rules regarding landing op- erations require operators to land at the destination airport within 60 percent of the effective runway length. An additional rule allows for operators to land within 80 percent of the effective runway length if the operator has an approved destination airport analysis in the airport's program operating manual. The landing length analysis conducted accounts for both scenarios. The landing length analysis shows that aircraft operating at maximum landing weight (MLW) under Part 135 rules needing to land within 60 percent of the effective runway length during wet conditions is the most restrictive with some aircraft, such as the Cessna Citation III, needing over 10,000 feet. The average length needed for this category is 7,200 feet. Per FAA guidance on determining runway length needs, wet runway conditions do not apply to turboprop aircraft so figures for the King Air aircraft are only included under the dry runway conditions. Each of the King Airs is capable of landing in approximately 3,200 feet or less. `PDuBUQUE REGIONAL AIRPORT TABLE 3E Business Aircraft Takeoff Length Requirements Takeoff Length Requirements (feet) Useful ... 9,921 2,062 2,229 2,403 2,0 V 2,777 • •1. 10,100 2,546 2,736 2,935 3,143 3,360 • 10,100 2,612 2,800 3,003 3,206 3,409 • 13,870 2,874 3,019 3,213 3,456 3,689 • 11,850 2,705 2,935 3,179 3,438 3,712 • 12,500 3,340 3,432 3,548 3,659 3,773 • 8,645 2,736 2,937 1 3,180 3,510 3,864 • • - 30,300 3,510 3,534 3,601 3,821 4,076 • 12,375 3,094 3,336 3,600 3,867 4,138 • 15,000 3,322 3,461 3,601 3,834 4,155 • - 16,630 3,277 3,559 3,880 3,088 4,222 .1 20,000 3,532 3,800 4,074 3,295 4,392 • 14,800 3,708 3,967 3,480 4,290 4,640 10,600 3,040 3,438 3,905 4,408 4,851 - 16,300 3,869 4,160 4,466 4,782 5,114 12,500 3,550 3,892 4,280 4,730 5,229 21,500 4,226 4,554 4,918 5,397 5,903 38,850 4,291 4,696 5,115 5,545 6,001 69,700 4,198 4,642 5,102 5,576 6,063 74,600 4,471 4,823 5,263 5,777 6,074 21,500 4,373 4,772 5,205 5,672 6,174 110, 46,500 3,900 4,370 4,920 5,530 6,220 35,700 4,334 4,828 5,293 5,765 6,244 70,000 4,296 4,785 5,306 5,859 6,493 • off 35,800 4,636 5,058 5,535 6,042 6,772 - . 23,500 4,886 5,360 5,929 6,479 7,057 • • . • - 98,000 4,753 5,321 5,918 6,545 7,200 - 27,400 6,681 7,346 5,028 5,536 6,075 35,450 5,138 5,767 6,459 7,209 O/L 19,600 5,104 5,722 6,351 6,969 O/L TakeoffAverage 3,800 4,100 4,500 4,900 5,100 M SHORTER 6,502' LONGER Runway length calculation assumptions: 1,076 MSL field elevation; 81.9° F ambient temperature; 0.2% runway grade MTOW -Maximum Takeoff Weight O/L -Outside Operating Limits Source: Ultranav software `PDuBUQUE REGIONAL AIRPORT TABLE 3F Business Aircraft Landing Length Requirements Landing Lengths Required for: :1 60% Rule • A • 1 9,600 o Data No Data 2,532 No Data • 12,500 1,901 No Data 2,376 No Data 3,168 No Data • 9,600 1,362 No Data 1,703 No Data 2,270 No Data ' ' 9,921 11,350 2,325 2,414 No Data 2,777 2,906 3,018 No Data 3,471 3,875 4,023 No Data 4,628 ... . - 78,600 2,722 3,130 3,403 3,913 4,537 5,217 • 15,000 2,864 3,294 3,580 4,118 4,773 5,490 • 62,400 8,000 2,989 2,555 3,437 3,582 3,736 3,194 4,296 4,478 4,982 4,258 5,728 5,970 19,200 2,851 3,607 3,564 4,509 4,752 6,012 off 33,000 3,194 3,673 3,993 4,591 5,323 6,122 . 58,500 3,224 3,708 4,030 4,635 5,373 6,180 • • - 27,100 2,919 3,720 3,649 4,650 4,865 6,200 :11 23,350 2,970 3,820 3,713 4,775 4,950 6,367 • 9,800 2,927 3,959 3,659 4,949 4,878 6,598 • of 12,750 30,000 2,961 3,575 4,041 4,111 3,701 4,469 5,051 5,139 4,935 5,958 6,735 6,852 • • 0 0 : 42,000 66,000 3,600 3,691 4,140 4,245 4,500 4,614 5,175 5,306 6,000 6,152 6,900 7,075 11,600 15,300 3,403 3,276 4,377 4,586 4,254 4,095 5,471 5,733 5,672 5,460 7,295 7,643 . - 15,200 3,093 4,644 3,866 5,805 5,155 7,740 11,500 3,252 4,716 4,065 5,895 5,420 7,860 19,500 33,750 3,643 2,661 4,867 5,100 4,554 3,326 6,084 6,375 6,072 4,435 8,112 8,500 • - 31,800 18,700 15,700 3,882 3,485 3,746 5,537 5,550 5,567 4,853 4,356 4,683 6,921 6,938 6,959 6,470 5,808 6,243 9,228 9,250 9,278 • • 13,500 3,628 5,696 4,535 7,120 6,047 9,493 • 19,000 4,167 6,038 5,209 7,548 6,945 10,063 • 3,000 4,300 3,800 5,400 5,000 IL JhL JW0 -Ar.--- _ ; SHORTER 6,502' L.NGER Runway length calculation assumptions: 1,076 MSL field elevation; 81.9° F ambient temperature; 0.2% runway grade MLW - Maximum Landing Weight Source: Ultranav software As previously noted, the FAA will typically only support runway length planning to the 60 percent useful load factor unless it can be demonstrated that business jets are frequently operating fully loaded (90 percent). Most business aircraft can take off on Runway 13-31 at DBQ at or above 90 percent useful load. For landing situations, the analysis shows that several aircraft, when operating under Part 135 rules and DUBUQUE REGIONAL AIRPORT wet runway conditions, require additional runway length; however, these include out of production models, such as the Citation III. Newer generation business aircraft tend to operate more efficiently, requiring shorter runway lengths. Commercial Aircraft Runway length needs for commercial aircraft must factor the conditions described above and the load carried. The aircraft load is dependent upon the payload of passengers and/or cargo, plus the amount of fuel it has on board. For departures, the amount of fuel varies depending upon the length of non-stop flight or trip length. The current DBQ commercial fleet mix includes regional jets such as the Embraer ERJ-145 as well as larger aircraft including the Boeing 737-800. An analysis in Chapter Two considered the potential of en- hanced commercial activity at DBQ in the future, including the transition to larger regional aircraft such as the ERJ-175 or 190. Table 3G presents the runway takeoff length needs for various jet aircraft utilizing each aircraft's oper- ating manual and adjusting for the mean maximum temperature of 81.9 degrees F. This analysis shows that all these aircraft can operate at 60 useful loads on the current runway length during the hottest periods of the year. At 70 percent useful load, the Boeing 737-900 requires additional runway length, with the 737-700 requiring a longer runway at 80 percent useful load. At 90 and 100 percent useful loads, several aircraft require additional runway length to operate at maximum takeoff weight (MTOW). The average length needs of the sample aircraft are 5,800 feet at 80 percent useful load, 6,400 feet at 90 percent useful load, and 7,300 feet at 100 percent useful load. Currently, neither of the aircraft used for commercial operations at DBQ can operate at 90 percent useful load or greater with the runway's current length. As stated, the forecast commercial fleet mix is antici- pated to include more operations by the ERJ-175 and 190. Runway length requirements for the ERJ-175 were not available, so the ERJ-190 was used as it has similar operating requirements. The data shows that the ERJ-175 would be able to operate at MTOW, but the ERJ-190 would have weight restrictions to operate at the current runway length. While Envoy is transitioning its fleet to include the ERJ-175, which can operate fully loaded at the airport, the current critical aircraft (ERJ-145) can only operate at 70 percent MTOW. This aircraft will be operating at the airport for the foreseeable future. Additionally, the 737-800, though not the critical aircraft, does perform regular operations associated with Sun Country's charter service. Like the ERJ-145, the 737 can also only operate at 70 percent MTOW at the current length. __X_ IPDUBUQUE REGIONAL AIRPORT TABLE 3G Commercial Aircraft Takeoff Length Requirements Dubuaue Reeional Airoort 145,505 4,200r4,!00 4,600 4,700 4,900 79,344 3,8000 4,500 4,900 5,300 157,630 4,200 ,0 5,100 5,400 6,100 46,517 4,300 4,700 5,100 5,500 6,400 so 75,000 4,300 4,800 5,300 5,900 6,500 53,000 4,400 4,800 5,200 5,600 6,500 44,092 4,700 5,000 5,400 6,100 7,000 48,502 4,800 5,600 6,600 7,000 7,300 ' 82,500 5,100 5,600 6,000 6,600 7,700 • 110,892 4,200 4,700 6,000 6,800 7,700 174,200 5,400 6,100 6,600 7,700 8,700 154,500 5,200 6,000 6,700 8,700 10,400 174,200 1 6,300 7,200 8,500 9,300 11,200 Average • 4,700 5,200 5,800 6,500 JM&400 4* SHORTER 6,502' LONGER Runway length calculation assumptions: 1,076' MSL field elevation; 81.9' F ambient temperature; 0.2% runway grade MTOW - Maximum Takeoff Weight Source: Aircraft Plannine Manuals adiusted for maximum ambient temperature of 81.9' F. Runway Length Summary Justification for any runway extension to meet the needs of commercial or business jets would require regular use on the order of 500 annual itinerant operations. This is the minimum threshold required to obtain FAA grant funding assistance. The current DBQ ALP includes an extension of Runway 18-36 to 7,500 feet. This analysis shows that additional length is necessary to accommodate some of the larger/heavier aircraft in the business jet and commercial fleet. For planning purposes, the alternatives analysis will examine potential runway extension alternatives that could be achieved at DBQ to better accommodate the needs of larger aircraft should the need arise during the 20-year planning period. Runway Width Primary Runway 18-36 is 150 feet wide, while crosswind Runway 13-31 is 100 feet wide. FAA design standards for ARC C-II runway width is 100 feet. Under ultimate ADG III design standards, airplanes with MTOW greater than 150,000 pounds, the standard runway width is 150 feet; otherwise, the standard DUBUQUE REGIONAL AIRPORT remains 100 feet wide for ADG III airplanes with MTOW less than 150,000 pounds. Several ADG III air- planes with MTOWs greater than 150,000 pounds currently operate at the airport, including the Boeing 737-800; however, their operational numbers are not anticipated to exceed the 500 annual operations threshold to be considered a critical design aircraft. Runway 18-36 is utilized by larger commercial/charter aircraft and the 150 feet of width provides added safety enhancement for these operations. As such, the existing width of Runway 18-36 should be main- tained in the future; however, it is likely that the FAA will only participate in maintaining 100 feet, since that is the design standard. Future maintenance/rehabilitation projects for Runway 18-36 should ac- count for the potential that the airport sponsor may be responsible for maintaining the additional 50 feet of width beyond the standard. Runway 13-31, at 100 feet, meets the design standard for ARC C-II aircraft, which accounts for most operations. This runway width should be maintained throughout the planning horizon. Pavement Strength An important feature of airfield pavement is its ability to withstand repeated use by aircraft of significant weight. At DBQ, the pavement for Runway 18-36 should be able to accommodate regular usage by sched- uled commercial aircraft serving the airport, as well as occasional use by larger commercial charter jets. Runway 13-31 should be able to accommodate frequent activity by all general aviation aircraft using the airport on a regular basis as well as occasionally scheduled commercial aircraft currently and planned to use the airport, so that the airport can remain operational when the primary runway is closed, or winds dictate. The current strength rating on both runways is 75,000 pounds single wheel loading (SWL); 173,000 pounds dual wheel loading (DWL) on Runway 18-36 and 125,000 pounds DWL on Runway 13-31; and 275,000 pounds dual tandem wheel loading (21D) for Runway 18-36 and 215,000 pounds 2D for Runway 13-31. These strength ratings adequately support regular operations by the current fleet of regularly scheduled commercial airlines and general aviation aircraft currently serving the airport. The forecasts project increased operations by larger capacity regional jets such as the Embraer ERJ-175 and 190, which have MTOWs of up to 89,800 pounds and 110,892 DWL, respectively. Current pavement strength for both runways is adequate to support existing and future scheduled aircraft usage. For unscheduled char- ter operations utilizing the Boeing 737-800, which has an MTOW of 174,200 pounds DWL, the pavement strength rating is exceeded. However, because these operations are infrequent and not forecast to ex- ceed 500 annual operations over the long-term planning horizon, consideration does not need to be given to increasing the pavement strength to accommodate these aircraft. Taxiways The design standards associated with taxiways are determined by the taxiway design group (TDG) or the airplane design group (ADG) of the critical design aircraft. As determined previously, the applicable ADG for both runways is ADG-II currently, and ultimately ADG-III for Runway 18-36. Table 3H presents the various taxiway design standards related to ADG-II/III. DUBUQUE REGIONAL AIRPORT The table also shows those taxiway design standards related to TDG. The TDG standards are based on the Main Gear Width (MGW) and the Cockpit to Main Gear (CMG) distance of the critical design aircraft expected to use those taxiways. Different taxiways/taxilane pavements can and should be designed to the most appropriate TDG design standards. TABLE 3H Taxiway Dimensions and Standards Dubuque Regional Airport STANDARDS BASED ON Taxiway Protection Taxiway Safety Area (TSA) width 79 118 Taxiway Object Free Area (TOFA) width 131 186 Taxilane Object Free Area width 115 162 SeparationTaxiway Taxiway Centerline to: Fixed or Movable Object 65.5 93 Parallel Taxiway/Taxilane 105 152 Wingtip Clearance Taxiway Wingtip Clearance 26 34 Taxilane Wingtip Clearance 18 22 STANDARDSON Taxiway Width Standard 35 50 Taxiway Edge Safety Margin 7.5 10 Taxiway Shoulder Width 15 20 ADG: Airplane Design Group TDG: Taxiway Design Group Note: All dimensions in feet Source: FAA AC The existing critical TDG for DBQ is 2 based primarily upon the Embraer ERJ-145. This means that the taxiways associated with the runways should be at least 35 feet wide. Most taxiways on the airfield are at least 50 feet wide, with the exception being the portion of Taxiway D that connects the two runways. However, based upon the forecasted transition of the airline fleet to larger regional jet aircraft such as the ERJ-175, the ultimate critical TDG for DBQ is 3. TDG 3 standards specify a taxiway width of 50 feet. As such, consideration should be given to increasing the 35-foot-wide portion of Taxiway D to 50 feet. Taxiway Design Considerations FAA AC 150/5300-13A, Change 1, Airport Design, provides guidance on recommended taxiway and tax- ilane layouts to enhance safety by avoiding runway incursions. A runway incursion is defined as "any occurrence at an airport involving the incorrect presence of an aircraft, vehicle, or person on the pro- tected area of a surface designated for the landing and takeoff of aircraft." "DUBUQUE _ REGIONAL AIRPORT The taxiway system at DBQ generally provides for the efficient movement of aircraft, with a couple of notable exceptions, which will be explained below. AC 150/5300-13A, Change 1, Airport Design, provides recommendations for taxiway design. The following is a list of the taxiway design guidelines and the basic rationale behind each recommendation. 1. Taxi Method: Taxiways are designed for "cockpit over centerline" taxiing, with pavement being sufficiently wide to allow a certain amount of wander. On turns, sufficient pavement should be provided to maintain the edge safety margin from the landing gear. When constructing new tax- iways, upgrading existing intersections should be undertaken to eliminate "judgmental over - steering," in which the pilot must intentionally steer the cockpit outside the marked centerline in order to assure the aircraft remains on the taxiway pavement. 2. Steering Angle: Taxiways should be designed such that the nose gear steering angle is no more than 50 degrees, the generally accepted value to prevent excessive tire scrubbing. 3. Three -Node Concept: To maintain pilot situational awareness, taxiway intersections should pro- vide a pilot a maximum of three choices of travel. Ideally, these are right and left angle turns and a continuation straight ahead. 4. Intersection Angles: Turns should be designed to 90 degrees wherever possible. For acute angle intersections, standard angles of 30, 45, 60, 120, 135, and 150 degrees are preferred. 5. Runway Incursions: Taxiways should be designed to reduce the probability of runway incursions. - Increase Pilot Situational Awareness: A pilot who knows where he/she is on the airport is less likely to enter a runway improperly. Complexity leads to confusion. Keep taxiway systems simple using the "three node" concept. - Avoid Wide Expanses of Pavement: Wide pavements require placement of signs far from a pilot's eye. This is especially critical at runway entrance points. Where a wide expanse of pavement is necessary, avoid direct access to a runway. - Limit Runway Crossings: The taxiway layout can reduce the opportunity for human error. The benefits are twofold — through simple reduction in the number of occurrences, and through a reduction in air traffic controller workload. - Avoid "High Energy" Intersections: These are intersections in the middle third of runways. By limiting runway crossings to the first and last thirds of the runway, the portion of the runway where a pilot can least maneuver to avoid a collision is kept clear. - Increase Visibility: Right angle intersections, both between taxiways and runways, provide the best visibility. Acute angle runway exits provide for greater efficiency in runway usage but should not be used as runway entrance or crossing points. A right angle turn at the end of a parallel taxiway is a clear indication of approaching a runway. - Avoid "Dual Purpose" Pavements: Runways used as taxiways and taxiways used as runways can lead to confusion. A runway should always be clearly identified as a runway and only a runway. - = DUBUQUE _ . REGIONAL AIRPORT Indirect Access: Do not design taxiways to lead directly from an apron to a runway. Such con- figurations can lead to confusion when a pilot typically expects to encounter a parallel taxiway. Hot Spots: Confusing intersections near runways are more likely to contribute to runway incursions. These intersections must be redesigned when the associated runway is subject to reconstruction or rehabilitation. Other hot spots should be corrected as soon as practicable. 6. Runway/Taxiway Intersections: - RightAngle: Right-angle intersections are the standard for all runway/taxiway intersections, except where there is a need for a high-speed exit. Right-angle taxiways provide the best visual perspective to a pilot approaching an intersection with the runway to observe aircraft in both the left and right directions. They also provide optimal orientation of the runway holding position signs so they are visible to pilots. - Acute Angle: Acute angles should not be larger than 45 degrees from the runway centerline. A 30-degree taxiway layout should be reserved for high-speed exits. The use of multiple inter- secting taxiways with acute angles creates pilot confusion and improper positioning of taxiway signage. - Large Expanses of Pavement: Taxiways must never coincide with the intersection of two run- ways. Taxiway configurations with multiple taxiway and runway intersections in a single area create large expanses of pavement, making it difficult to provide proper signage, marking, and lighting. 7. Taxiway/Runway/Apron Incursion Prevention: Apron locations that allow direct access into a runway should be avoided. Increase pilot situational awareness by designing taxiways in such a manner that forces pilots to consciously make turns. Taxiways originating from aprons and form- ing a straight line across runways at mid -span should be avoided. - Wide Throat Taxiways: Wide throat taxiway entrances should be avoided. Such large ex- panses of pavement may cause pilot confusion and makes lighting and marking more difficult. - Direct Access from Apron to a Runway: Avoid taxiway connectors that cross over a parallel taxiway and directly onto a runway. Consider a staggered taxiway layout that forces pilots to make a conscious decision to turn. - Apron to Parallel Taxiway End: Avoid direct connection from an apron to a parallel taxiway at the end of a runway. FAA AC 150/5300-13A, Change 1, Airport Design, states that "existing taxiway geometry should be im- proved whenever feasible, with emphasis on designated 'hot spots."' To the extent practicable, the removal of existing pavement may be necessary to correct confusing layouts. The FAA has identified three hot spots at DBQ, and there are also several non-standard taxiway conditions, as detailed on Ex- hibit 3C and below: Hot Spot 1: HS 1 occurs at the Runway 18 end, where pilots may experience line -of -sight difficulties when taxiing to the runway, due to the acute -angled intersection with Taxiway A to the east. Hot Spot 2: HS 2 is located at the intersection of Runway 13-31 and Taxiway D. Taxiway D provides direct access from the apron to Runway 13-31. ort Master Plan RCTPL ' N -- Airport Property Line _— Existing Easements le Taxiway Designation Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Object Free Zone (ROFZ) , Runway Protection Zone (RPZ) Runway Visibility Zone (RVZ) %c _ Precision Obstacle Free Zone (POFZ) r� _ Runway High Energy Area WMARM ..� a ' ' Windcone Obstructs ROFA Windcone Obstructs ROFA' Taxiway Hotspot 3 S H Taxiway Hotspot 1, } a Taxiway Hotspot 2 Non-standard taxiway connector -- \ ` ` C >\ \ Non -Standard Hold Line R4hw ey 7g / y,36 \ —'x1Sp9 c c C j aIL Public road inside RPZ r ' • . y Vegetation obstructing ROFA -z n Rd • . Facility Requirements I Draft Final 3-21 Exhibit 3C AIRFIELD SAFETY AREAS This page intentionally left blank DUBUQUE _ . REGIONAL AIRPORT • Hot Spot 3: HS 3 is located at the intersection of Runway 13-31 and Taxiway C. Taxiway C provides direct access from the apron to Runway 13-31. • Taxiway A leading to the Runway 13 threshold is acute -angled. • The hold lines on Taxiways A and B leading to Runway 31 are not parallel with the runway. • The hold line on Taxiway A leading to the Runway 13 threshold is not parallel with the runway. • Taxiways C and D offer direct access linking Runway 13-31 to the GA apron. In addition to these non-standard conditions, it should be noted that commercial service utilize Runway 13-31 on occasion and are required to cross the active runway via Taxiway C to reach both runway ends. Consideration should be given to expanding the taxiway system to provide for access from the terminal to access Runway 13-31 without having to cross the active runway. In the alternatives chapter, potential solutions to these non-standard taxiway layouts will be presented. Analysis in the next chapter will also consider improvements which could be implemented on the airfield to minimize runway incursion potential, improve efficiency, and conform to FAA standards for taxiway design. Any future taxiways planned will also take into consideration the taxiway design standards. Taxilane Design Considerations Taxilanes are distinguished from taxiways in that they do not provide access to or from the runway sys- tem directly. Taxilanes typically provide access to hangar areas. As a result, taxilanes can be designed to varying design standards depending on the type of aircraft utilizing the taxilane. For example, a taxilane leading to a T-hangar area only needs to be designed to accommodate those aircraft typically accessing a T-hangar. The alternatives chapter will consider various designs for improving the safe movement of aircraft via taxilanes as hangar and apron facilities expand over time. SAFETY AREA DESIGN STANDARDS The FAA has established several safety surfaces to protect aircraft operational areas and keep them free from obstructions that could affect their safe operation. These include the runway safety area (RSA), object free area (C)FA), obstacle free zone (OFZ), and runway protection zone (RPZ). The entire RSA, OFZ, and OFA should be under the direct control of the airport sponsor to ensure these areas remain free of obstacles and can be readily accessed by maintenance and emergency personnel. RPZs should also be under airport ownership; however, it is not required. Alternatives to fee -simple ownership of the RPZ is the purchase of avigation easements (acquiring control of designated airspace within the RPZ) or to have sufficient land use control measures in place which ensure the RPZ remains free of incompatible development. Exhibit 3C depicts the existing safety areas at DBQ. "DUBUQUE _ REGIONAL AIRPORT Dimensional standards for the various safety areas associated with the runways are a function of the type of aircraft (ARC) expected to use the runways as well as the approved instrument approach visibility minimums. Each runway can be designed to serve a different type of aircraft based on ARC. At DBQ, Runway 18-36 is the designated primary runway and currently meets design standards for RDC C-II; how- ever, Runway 18-36 should ultimately meet design standards for C-III. Runway 13-31 currently meets design standards for RDC C-II and should continue to do so in the future. Table 31 presents the applicable design standards for each runway as they apply now and in the future. TABLE 31 Runway Design Standards Dubuque Regional Airport Existing Runway Design Code C-II-2400 UZI C-III-2400 C-II-2400 Visibility Minimums %-mile I Y2-mile Y2-mile %-mile Y2-mile RUNWAY Runway Width 100 100a/150b 100 Shoulder Width 10 25 10 RUNWAY PROTECTION Runway Safety Area (RSA) Width 500 500 500 Length Beyond Departure End 1,000 1,000 1,000 Length Prior to Threshold 600 600 600 Runway Object Free Area (ROFA) Width 800 800 800 Length Beyond Departure End 1,000 1,000 1,000 Length Prior to Threshold 600 600 600 Runway Obstacle Free Zone (ROFZ) Width 400 400 400 Length Beyond End 200 200 200 Precision Obstacle Free Zone (POFZ) Width 800 800 800 Length Beyond End 200 200 200 Approach Runway Protection Zone (RPZ) Length 1,700 2,500 2,500 1,700 2,500 Inner Width 1,000 1,000 1,000 1,000 1,000 Outer Width 1,510 1,750 1,750 1,510 1,750 Departure Runway Protection Zone (RPZ) Length 1,700 1,700 1,700 Inner Width 500 500 500 Outer Width 1,010 1,010 1,010 SEPARATIONRUNWAY Runway Centerline to: Holding Position 250 261` 250 Parallel Taxiway 400 400 300 Aircraft Parking Area 500 500 400 a For a critical design aircraft weighing 150,000 pounds or less. b For a critical design aircraft weighing more than 150,000 pounds. `This distance is increased one foot for each 100 feet above sea level. Note: All dimensions in feet N/A— Not applicable Source: FAA AC 150/5300-13A, Change 1, Airport Design VDuBUQUE REGIONAL AIRPORT Runway Safety Area (RSA) The RSA is defined in FAA AC 150/5300-13A, Airport Design, as a "surface surrounding the runway pre- pared or suitable for reducing the risk of damage to airplanes in the event of undershoot, overshoot, or excursion from the runway." The RSA is centered on the runway and dimensioned in accordance to the approach speed of the critical design aircraft using the runway. The FAA requires the RSA to be cleared and graded, drained by grading or storm sewers, capable of accommodating the design aircraft and fire and rescue vehicles, and free of obstacles not fixed by navigational purpose such as runway edge lights or approach lights. The FAA has placed a higher significance on maintaining adequate RSA at all airports. Under Order 5200.8, effective October 1, 1999, the FAA established the Runway Safety Area Program. The Order states, "The objective of the Runway Safety Area Program is that all RSAs at federally -obligated air- ports ... shall conform to the standards contained in Advisory Circular 150/5300-13, Airport Design, to the extent practicable." Each Regional Airports Division of the FAA is obligated to collect and maintain data on the RSA for each runway at the airport and perform airport inspections. For RDC C-II and C-III design, the FAA calls for the RSA to be 500 feet wide and extend 1,000 feet beyond the runway ends. It should be noted that only 600 feet of RSA is needed prior to the landing threshold on each runway end under RDC C-II and C-III standards. The RSA dimensions for Runway 13-31 are also 500 feet wide extending 1,000 feet beyond the end of the runway. The perimeter service road extends through the Runway 18 and Runway 13 RSAs; however, this road is restricted to authorized airport personnel and is not open to the public. No other non-standard RSA conditions were identified for either runway. Runway Object Free Area (ROFA) The ROFA is "a two-dimensional ground area, surrounding runways, taxiways, and taxilanes, which is clear of objects except for objects whose location is fixed by function (i.e., airfield lighting)." The ROFA does not have to be graded and level as does the RSA; instead, the primary requirement for the ROFA is that no object in the ROFA penetrate the lateral elevation of the RSA. The ROFA is centered on the run- way, extending out in accordance to the critical aircraft design category utilizing the runway. In the case of both runways at DBQ, the ROFA is 800 feet wide and extends 1,000 feet beyond the runway end in both the existing and ultimate conditions. The ROFA is obstructed by several trees approximately 1,000 feet prior to the Runway 36 threshold. In the future, the airport should consider removal of all obstructing vegetation within the ROFA. The wind - cone between Taxiways C and D adjacent to the east side of Runway 13-31 also obstructs the ROFA and should be relocated approximately 15 feet to the east. A supplemental windcone south of Taxiway B is also inside the ROFA and should be relocated approximately 100 feet east. "DUBUQUE _ REGIONAL AIRPORT Obstacle Free Zones (OFZ) The OFZ is an imaginary surface which precludes object penetrations, including taxiing and parked air- craft. The only allowance for OFZ obstructions is navigational aids mounted on frangible bases which are fixed in their location by function such as airfield signs. The OFZ is established to ensure the safety of aircraft operations. If the OFZ is obstructed, the airport's approaches could be removed, or approach minimums could be increased. For all runways serving aircraft over 12,500 pounds, the OFZ is 400 feet wide, centered on the runway, and extends 200 feet beyond the runway ends. This standard will apply to both runways at DBQ. Cur- rently, there are no OFZ obstructions at DBQ. Future planning should maintain the OFZ for the appropri- ate runway type. Precision Obstacle Free Zone (POFZ) For runways providing a vertically guided approach, a precision obstacle free zone (POFZ) is required. The POFZ is defined as "a volume of airspace above an area beginning at the runway threshold, at the threshold elevation, and centered on the extended runway centerline, 200 feet long by 800 feet wide." The POFZ is only in effect when the following operational conditions are met: I. Vertically guided approach II. Reported ceiling below 250 feet and/or visibility less than 4 of a statue mile III. An aircraft on final approach within two miles of the runway threshold When these conditions are met, aircraft holding for takeoff must hold in such a position so that neither the fuselage nor the tail of the aircraft penetrates the POFZ. The wings of the aircraft can penetrate the surface. Runway 36 and 31 provides a qualifying ILS approach; thus, the POFZ standards will apply to these runway ends when conditions are met. Both runway ends currently meet POFZ requirements. Runway Protection Zones (RPZ) The RPZ is a trapezoidal area centered on the runway, typically beginning 200 feet beyond the runway end. The RPZ has been established by the FAA to provide an area clear of obstructions and incompatible land uses, in order to enhance the protection of people and property on the ground. The RPZ is com- prised of the central portion of the RPZ and the controlled activity area. The central portion of the RPZ extends from the beginning to the end of the RPZ, is centered on the runway, and is the width of the ROFA. The controlled activity area is any remaining portions of the RPZ. The dimensions of the RPZ vary according to the visibility minimums serving the runway and the type of aircraft (design aircraft) operat- ing on the runway. DUBUQUE REGIONAL AIRPORT While the RPZ is intended to be clear of incompatible objects or land uses, some uses are permitted with conditions and other land uses are prohibited. According to AC 150/5300-13A, the following land uses are permissible within the RPZ: • Farming that meets the minimum buffer requirements, • Irrigation channels, as long as they do not attract birds, • Airport service roads, as long as they are not public roads and are directly controlled by the air- port operator, • Underground facilities, as long as they meet other design criteria, such as RSA requirements as applicable, and • Unstaffed navigational aids (NAVAIDs) and facilities, such as required for airport facilities that are fixed by function in regard to the RPZ. Any other land uses considered within RPZ land owned by the airport sponsor must be evaluated and approved by the FAA Office of Airports. The FAA has published Interim Guidance on Land Uses within a Runway Protection Zone (9.27.2012), which identifies several potential land uses that must be evaluated and approved prior to implementation. The specific land uses requiring FAA evaluation and approval include: • Buildings and structures (examples include, but are not limited to residences, schools, churches, hospitals or other medical care facilities, commercial/industrial buildings, etc.) • Recreational land use (examples include, but are not limited to golf courses, sports fields, amusement parks, other places of public assembly, etc.) • Transportation facilities. Examples include, but are not limited to: o Rail facilities - light or heavy, passenger or freight o Public roads/highways o Vehicular parking facilities • Fuel storage facilities (above and below ground) • Hazardous material storage (above and below ground) • Wastewater treatment facilities • Above -ground utility infrastructure (i.e., electrical substations), including any type of solar panel installations. The Interim Guidance on Land within a Runway Protection Zone states, "RPZ land use compatibility also is often complicated by ownership considerations. Airport owner control over the RPZ land is empha- sized to achieve the desired protection of people and property on the ground. Although the FAA recog- nizes that in certain situations the airport sponsor may not fully control land within the RPZ, the FAA expects airport sponsors to take all possible measures to protect against and remove or mitigate incom- patible land uses." DUBUQUE Now REGIONAL AIRPORT Currently, the RPZ review standards are applicable to any new or modified RPZ. The following actions or events could alter the size of an RPZ, potentially introducing an incompatibility: • An airfield project (e.g., runway extension, runway shift), • A change in the critical design aircraft that increases the RPZ dimensions, • A new or revised instrument approach procedure that increases the size of the RPZ, and/or • A local development proposal in the RPZ (either new or reconfigured). Since the interim guidance only addresses a new or modified RPZ, existing incompatibilities are essen- tially grandfathered under certain circumstances. While it is still necessary for the airport sponsor to take all reasonable actions to meet the RPZ design standard, FAA funding priority for certain actions, such as relocating existing roads in the RPZ, will be determined on a case -by -case basis. RPZs have been further designated as approach and departure RPZs. The approach RPZ is a function of the AAC, and approach visibility minimums associated with the approach runway end. The departure RPZ is a function of the AAC and departure procedures associated with the runway. For a particular run- way end, the more stringent RPZ requirements (usually associated with the approach RPZ) will govern the property interests and clearing requirements that the airport sponsor should pursue. Exhibit 3C illustrates the RPZ dimensions. As shown, the existing RPZs associated with all runway ends are owned in full or controlled by easements that are owned by the airport. However, there are several incompatibilities that exist within the RPZs. Highway 61 passes through the Runway 31 RPZ, and public roadways traverse the Runway 36 RPZ (Merlin Lane) and the Runway 13 RPZ (Jecklin Lane). Further ex- amination of the RPZs will be undertaken later in this study. RUNWAY/TAXIWAY SEPARATION The design standard for the required separation between runways and parallel taxiways is a function of the critical design aircraft and the instrument approach visibility minimum. The separation standard for RDC C-II/III with % mile visibility minimums is 400 feet from the runway centerline to the parallel taxiway centerline. Parallel Taxiway A is 700 feet from Runway 13-31 (centerline to centerline) for most of the runway way, until it jogs in at the Runway 31 end, where it is 500 feet from centerline. Taxiway H is 400 feet from the Runway 13-31 centerline. Taxiway C is also 400 feet from the Runway 18-36 centerline. HOLDING POSITION SEPARATION Holding position markings are placed on taxiways leading to runways. When instructed, pilots are to stop short of the holding position marking line. For Runway 18-36, holding position marking lines are situated 250 feet from the runway centerline, which meets the RDC C-II design standard. Runway 13-31 holding position marking lines are situated 300 feet from the runway centerline, which exceeds the RDC C-II design standard of 250 feet. DUBUQUE REGIONAL AIRPORT According to FAA AC 150/5300-13A, Change 1, Airport Design, the holding position marking line location may need to be increased based on an airport's elevation and the RDC of the runway. For RDC C-III, the holding position marking line should be increased one foot for every 100 feet above sea level. With DBQ's elevation at 1,076 feet above mean sea level (MSL), the hold lines for Runway 18-36 should ultimately be increased to be 261 feet from the runway centerline to meet RDC C-III standards. RUNWAY VISIBILITY ZONE (RVZ) The RVZ is an area formed by imaginary lines connecting the line -of -sight points of intersecting runways. The purpose of the RVZ is to facilitate coordination among aircraft and between aircraft and vehicles that are operating on active runways. Having a clear line -of -sight allows departing and arriving aircraft to verify the location and actions of other aircraft and vehicles on the ground that could create a conflict. Within the RVZ, any point five feet above the runway centerline must be mutually visible with any other point five feet above the centerline of the crossing runway. The RVZ at DBQ is depicted on Exhibit 3C. The Dubuque VORTAC is located between both runways and is an obstruction to the RVZ. The FAA should determine if the VORTAC facility should be relocated outside the RVZ. INSTRUMENT APPROACH CAPABILITY Instrument approaches are categorized as precision, an approach with vertical guidance (APV), or non - precision. Precision instrument approach aids provide an exact course alignment and vertical descent path for an aircraft on final approach to a runway with a height above threshold (HATh) lower than 250 feet and visibility lower than %-mile. APVs also provide course alignment and vertical descent path guid- ance but have HAThs of 250 feet or more and visibility minimums of %-mile or greater. Non -precision instrument approach aids provide only course alignment information. DBQ currently has straight -in instrument approach capability to each runway end, including the ILS or lo- calizer (LOC) approach, area navigation (RNAV) GPS approach, and very high omnidirectional range/dis- tance measuring equipment (VOR/DME) approach. The ILS and RNAV approaches on Runway 36 provides for the lowest minimums with Y-mile visibility and 200-foot cloud ceilings. The existing instrument ap- proaches are adequate throughout the long term and no new procedures are recommended. DBQ is equipped with a Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) supporting the approaches to Runways 31 and 36, with a Medium Intensity Approach Lighting System (MALS) serving the approach to Runway 13. VISUAL APPROACH AIDS In most instances, the landing phase of any flight must be conducted in visual conditions. To provide pilots with visual guidance information during landings to the runway, electronic visual approach aids are commonly provided at airports. A precision approach path indicator (PAPI-4) is available on ap- proaches to all runway ends. DUBUQUE REGIONAL AIRPORT Runway end identification lights (REILs) are flashing lights located at the runway threshold end that fa- cilitate rapid identification of the runway end at night and during poor visibility conditions. REILs provide pilots with the ability to identify the runway thresholds and distinguish the runway end lighting from other lighting on the airport and in the approach areas. The FAA indicates that runway end identification lights (REILs) should be considered for all lighted runway ends not planned for a more sophisticated approach lighting system. Runways 36, 13, and 31 are each equipped with more sophisticated approach lighting systems. As such, REILs should be considered, at a minimum, for the Runway 18 end. AIRFIELD LIGHTING, MARKING, AND SIGNAGE The location of the airport at night is universally indicated by a rotating beacon. For civil airports, a ro- tating beacon projects two beams of light, one white and one green, 180 degrees apart. The existing beacon at DBQ should be maintained through the planning period. Runway and Taxiway Lighting Runway lighting provides the pilot with positive identification of the runway and its alignment. Both runways are equipped with high intensity runway lighting (HIRL). These systems should be maintained through the planning period. Medium intensity taxiway lighting (MITL) is provided on all parallel and associated entrance/exit taxi- ways serving both runways. This system is vital for safe and efficient ground movements and should be maintained in the future. It should be noted that many airports are transitioning to light emitting diode (LED) pavement edge lighting technology. LEDs have many advantages, including lower energy consumption, longer lifespan, increased durability, reduced size, greater reliability, and faster switching. While a larger initial invest- ment is required upfront, the energy savings and reduced maintenance costs will outweigh any addi- tional costs in the long run. Consideration should be given to gradually replacing all edge lighting with LED systems. Pavement Markings Runway markings are typically designed to the type of instrument approach available on the runway. FAA AC 150/5340-1K, Standards for Airport Markings, provides guidance necessary to design airport markings. Both runways are marked with precision markings. This aids in accommodating the instrument ap- proaches to each runway end and provides enhanced identification for both ends of both runways at the airport. All runway markings should be maintained through the long-term planning period. "DUBUQUE _ REGIONAL AIRPORT Airfield Signs Airfield identification signs assist pilots in identifying their location on the airfield and directing them to their desired location. Lighted signs are installed on the runway and taxiway system on the airfield. The signage system includes runway and taxiway designations, holding positions, routing/directional, dis- tance remaining, and runway ends and exits. All signs should be maintained throughout the planning period, and consideration should be given to gradually replacing all lighted signs with LED technology. WEATHER AND COMMUNICATION INFORMATION DBQ has a lighted wind cone as well as additional supplemental wind cones in various locations on the airfield. The wind cones provide information to pilots regarding wind speed and direction. These should be maintained throughout the planning period. The airport is equipped with an ASOS which provides weather observations 24 hours per day. The system updates weather observations every minute, continuously reporting significant weather changes as they occur. This information is then transmitted at regular intervals (usually once per hour) on the airport's automated terminal information service (ATIS). Aircraft in the vicinity can receive this information if they have their radio tuned to the correct frequency (127.25 MHz). In addition, pilots and individuals can call a published telephone number and receive the information via an automated voice recording. This sys- tem should be maintained through the planning period. AIRFIELD FACILITY REQUIREMENTS SUMMARY A summary of the airside facilities previously discussed at DBQ is presented on Exhibit 3D. PASSENGER TERMINAL COMPLEX REQUIREMENTS Components of the terminal area complex include the terminal building, gate positions, aircraft apron area, vehicle parking, and surface access roads. This section identifies the facilities required to meet the airport's needs through the planning period. The review of the capacity and requirements for various terminal complex functional areas was per- formed with guidance from FAA AC 150/5360-13, Planning and Design Guidelines for Airport Terminal Facilities. Also sourced is Airport Passenger Terminal Planning and Design, Report 25, published by the Airport Cooperative Research Program (ACRP). Passenger terminal complex requirements have been de- veloped to reflect the planning horizon milestones for enplanements. The forecast enplanement levels are 42,400 in the short term, 45,600 in the intermediate term, and 54,900 in in the long term. Exhibit 3E summarizes the current and future capacity requirements for the terminal building. DUBUQUE REGIONAL AIRPORT Runway Design Code (RDC) C-II-2400 C-II-2400 C-III-2400 C-II-2400 Dimensions 6,327 x 150 6,502 x 100 7,500 x 150 Maintain Pavement Strength 75,000Ibs SWL 75,000Ibs SWL Maintain Maintain 173,000lbs DWL 125,000lbs DWL 275,000 Ibs 2D 215,000 Ibs 2D afety Areas Standard RSA Maintain RSA ROFA obstructions ROFA obstruction on Rwy 36 threshold Rwy 13-31 Remove/relocate obstructions (vegetation) (windcones) Standard OFZ/POFZ Maintain OFZ/POFZ RPZs controlled by RPZs controlled by airport; Rwy 36 RPZ airport; RPZ Maintain control, Maintain control, encompasses encompasses mitigate mitigate incompatible land use incompatible land use incompatibilities incompatibilities (roadway) (roadway) VORTAC obstructs RVZ RelocateVORTAC Design Group TDG 2 TDG 2 TDG 3 TDG 3 Parallel Taxiway Partial parallel Yes Realign acute -angle Realign acute -angle Twy A at Rwy 18 Twy A at Rwy 13 Parallel Taxiway Separation from runway 700'/500' 400' Maintain Maintain Widths 35' - 100' Minimum width of 50' on all taxiways Holding Position Locations from runway Maintain distance; 250' 300' 261' re -mark so parallel with rwy Notable Conditions Intersection of Twy A with Rwy 18 end; Inter- Consider corrective section of Rwy13-31 measures with Twys C and D Twys C and D have direct Consider corrective access linking Rwy measures 13-31 to the GA apron No direct access to Consider corrective ends of Rwy 13-31 measures Instrument Approaches 1/2mile 1/2 mile (Runway 31); 1/2mile 1/2 mile (Runway 3 1); 3/4 mile (Runway 13) 1 3/4 mile (Runway 13) Weather Aids ASOS, Lighted Wind Cone, Maintain Supplemental Windcones. and Beacon Runway Lighting HIRL HIRL Maintain Maintain Runway Marking Precision Precision Maintain Maintain Taxiway Lighting MITL MITL Maintain Maintain Approach Aids MALSR (Rwy 36) MALSR (Rwy 31); Consider REILs Maintain VIALS (Rwy 13) for Rwy 18 end ASOS - Automated Surface Observation System MALSR - Medium Intensity Approach Lighting ROFZ - Runway Obstacle Free Zone DWL - Dual Wheel Loading System with Runway Alignment Indicator Lights RPZ - Runway Protection Zone GPS - Global Positioning System OFZ - Obstacle Free Zone RSA - Runway Safety Area HIRL - High Intensity Runway Edge Lighting RDC - Runway Design Code SWL -Single Wheel Loading MIRL- Medium Intensity Runway Lighting REILs - Runway End Identification Lights TDG -Taxiway Design Group MITL - Medium Intensity Taxiway Lighting ROFA - Runway Object Free Area VORTAC - VOR and TACAN collocated DUBUQUE REGIONAL AIRPORT PROCESSINGDEPARTURES �� Ticket Counters/Lobbv Counter Frontage If 72 36 36 36 Airline Ticketing sf 835 400 400 400 - Ticket Lobby Circulation/Queing sf 2,056 1,630 1,630 1,630 Airline Offices sf 1,632 1,480 1,480 1,480 Agent Positions # 12 6 6 6 Kiosk Positions # 2 3 3 4 TSA Baggage Check sf 830 720 720 720 - Outbound Baggage sf 1,938 1,730 1,730 1,730 EDS Automated Machines # 2 2 2 Security Security Queuing sf 300 590 590 590 Security Screening Lanes # 1 1 1 1 Station Area sf 709 360 360 360 TSA Office Space sf 1,179 700 700 700 Walk-thru Metal Detectors (WTMD) # 1 1 1 2 Whole Body Imagers (WBI) # 1 1 1 2 Bag X-Ray Machines # 1 2 2 2 CONCOURSE Passenger Holdrooms Gates # 3 3 3 3 EmHoldroom Concourse Circulation sf 594 1,640 1,640 1,640 sf 2,419 2,340 2,340 2,340 PROCESSINGARRIVALS Inbound Baggage sf 2,803 2,010 2,010 2,010 Baggage Claim Display Frontage If 102 110 110 110 Claim Device Floor Area sf 338 330 330 330 Baggage Service Office sf NA 220 220 220 - Baggage Claim Circulation sf 2,326 3,480 3,480 3,480 PUBLIC SPACES Greeting Lobby/Circulation sf 7,840 6,620 6,620 6,620 Restrooms sf 1,296 2,380 2,380 2,380 Food/Beverage sf 1,553 420 460 550 Retail sf - 210 230 270 - Concessions/Retail Suppport sf 130 140 160 Rental Car Counter Frontage If 30 40 40 40 Rental Car Counter&Office Space sf 735 600 600 600 Rental Car Queuing sf 251 320 320 320 ADDITIONAL OFFICE SPACES Administrative Offices sf 787 790 790 790 FUNCTIONAL• �- • • �� BUILDING SYSTEMS/SUPPV1 HVAC/Mechanical I sf 1 1,894 1 1,740 1 1,750 1 1,760 Source: Coffman Associates analysis "DUBUQUE _ REGIONAL AIRPORT Passenger terminal building requirements were developed for the following functional areas: • Airline Ticketing and Operations • Security Screening • Departure Facilities • Baggage Claim • Terminal Services — Rental Cars and Concessions • Public Use Areas — Restrooms and Lobby Areas • Administration/Support • Internal Facilities —Circulation, Mechanical, HVAC The requirements for the passenger terminal building begin with a demand/capacity analysis of the ex- isting facilities that identifies the current capacity of key processing areas for comparison to the passen- ger demand at the DBQ. The purpose of the analysis is to quantify and qualify the ability of the existing terminal facilities to satisfy the current demand of the traveling public at the airport. A spreadsheet model based on industry standards and calibrated for DBQ based upon observations of passenger activities and terminal operations and design was used in this analysis. The model utilizes the standard queuing theory which can be defined as: passengers arriving minus passengers processed equals passengers in queue. The evaluation of individual processing elements is based on industry stand- ards and formulas. The model considers the level of service standards established by the International Air Transport Asso- ciation (IATA). Level of service (LOS) defines the comfort and quality of the passenger experience. Some are related to crowding in queuing areas, while others define the amount of time a passenger must wait for processing. Table 3K outlines the basic level of service standards, while Exhibit 3E outlines space requirements for each functional element of the passenger terminal building. In general, LOS C is a typical design goal for most airports. LOS B would be a preferred goal if the budget allows. LOS A is generally too expensive to achieve, and thus prohibitive to implement. For purposes of this analysis, a LOS C+ was used to represent a median between LOS B and C. DUBUQUE REGIONAL AIRPORT TABLE 3K Level of Service Standards (IATA) Dubuaue Reeional Airoort Check -in Queue Area 19.4 17.2 16.1 15.1 14 12.9 10.8 - Wait/Circulate 29.1 24.8 22.6 20.4 18.3 16.1 12.8 - Holdroom 15.1 13.5 12.8 12 11.3 10.5 8 - Bag Claim Area (excl. claim device) 21.5 19.4 18.3 17.2 16.1 15.1 12.9 - A — Excellent levels of service; conditions of free flow; excellent level of comfort. B — High level of service; condition of stable flow; very few delays; high level of comfort. C — Good level of service; condition of stable flow; acceptable delay; good level of comfort. D — Adequate level of comfort and service; condition of unstable flow; acceptable delays for short periods. E — Inadequate level of service; condition of unstable flow; unacceptable delays; inadequate levels of comfort. F — Unacceptable levels of comfort and service; conditions of cross flows, system breakdown and unacceptable delays; applies to areas below LOS E. TICKETING AND CHECK -IN The first destination for enplaning passengers in the terminal building is usually the airline ticket counter. The ticketing area consists of the ticket counters, queuing area for passengers in line at the counters, and the ticket lobby which provides circulation. The ticket lobby should be arranged so that the enplaning passenger has immediate access and clear visibility to the individual airline ticket counters upon entering the building. Circulation patterns should allow the option of bypassing the counters with minimum interference. Provisions for seating should be minimal to avoid congestion and to encourage passengers to proceed to the security checkpoint and gate area. Airline ticket counter frontage, counter area, counter queuing area, ticketing lobby, and airline office and operations area requirements for each potential enplanement level have been calculated. There are currently 12 agent positions in the ticketing lobby. By the long-term planning period, a maxi- mum of six are forecast to be needed. There is approximately 72 linear feet of ticket counter space, which exceeds the long-term need of 36 linear feet. The ticket lobby is also equipped with two self- service kiosk positions. In the short-term planning period, the airlines should consider adding a kiosk for a total of three and adding a fourth kiosk by the long-term planning period. The existing ticket lobby queueing and circulation area is estimated to be approximately 2,056 square feet. Future space requirements considered approximately 16 square feet (sf) per queuing passenger, with circulation area projections calculated by multiplying existing counter length by 22.6 feet to meet LOS C+ standards. By the long-term planning horizon, approximately 1,630 sf of space is needed; thus, the existing ticket lobby and queuing area is sufficient through the long term. r--DUBUQUE REGIONAL AIRPORT AIRLINE OPERATIONS AND BAGGAGE SCREENING The airline operations area encompasses all space necessary for the processing of passengers and bag- gage. This includes the area behind the ticket counter, offices, and baggage screening and processing. Behind the counter area, approximately 1,632 square feet of space is available for airline offices and initial baggage make-up, which is separated from the counter area by three doors. From the airline of- fices and initial baggage make-up, three more doors lead to the outbound baggage loading area. This space encompasses approximately 2,768 square feet, with 30 percent (830 square feet) dedicated for Transportation Security Administration (TSA) baggage check and the remaining 70 percent (1,938 square feet) for other outbound baggage processing. The TSA must inspect every checked bag that is to be put on an aircraft. Each airline contracts with TSA for this service. The airport has one Explosive Detection System (EDS) machine located in the outbound baggage area. Baggage is carried from the airline ticket counters to the screening and processing area. The total area for outbound baggage handling exceeds the projected long-term area demand. In total, the airline operations area encompasses approximately 5,235 square feet of space. The airline operations area is forecast to be adequate through the long-term planning period. f]r-I'M4 144;*3:14111.11WWO0:114►11Lilt Security screening requirements are subject to TSA regulations and the level of security may be changed by TSA security directive if unusual levels of threat are perceived. The screening checkpoints are a regu- lated requirement and must be designed to meet the TSA mandates for operational space and equip- ment support as specified in TSA's Security Checkpoint Design Guide, June 2016. The security checkpoint area can be functionally divided into three components: checkpoints, checkpoint area, and queue area. DBQ currently has a single security checkpoint, which should be adequate to pro- cess projected design hour enplanements through the long term. The checkpoint station area, where actual passenger screening takes place, is currently estimated at 709 square feet. The appropriate size for the checkpoint area is estimated by providing 360 square feet per checkpoint station. The current size of the security checkpoint station should be adequate through the long-term planning horizon. The security checkpoint queue is the area that accommodates passengers as they wait in line to be screened. The queue line is calculated by providing 16 square feet per design hour enplaning passenger. Over the 20-year planning period, 590 square feet of queuing area should be provided. It is currently estimated that 300 square feet is dedicated for the security line. As in many airports, the security line can extend into circulation and other public areas for brief periods of time. DUBUQUE REGIONAL AIRPORT Space in the terminal building should be provided for TSA personnel. This office space should be located away from the security screening functions. TSA office space in the terminal is estimated at approxi- mately 1,179 square feet. Future planning considers 700 square feet of TSA office space per available security checkpoint. As such, the current dedicated office space for TSA personnel is adequate now and in the future. In total, approximately 2,188 square feet are available for the various TSA security functions. The total space requirements for security functions are calculated at 1,650 square feet throughout the planning term. Security screening equipment has also been evaluated. As mentioned, DBQ utilizes one EDS automated machine in the baggage screening area. For passenger screening, one walk-thru metal detector, one whole body imager, and one x-ray machine for carry -on baggage is used. By the long term, it estimated that the airport may need to add an additional walk-thru metal detector and whole -body imager, as well as an additional bag x-ray machine. DEPARTURE GATES AND HOLDROOMS At present, the secure holdroom at DBQ has three gates, with a single enclosed jet bridge that can be moved to the intended gate. The need for departure gates is dependent upon the airline schedule. Cur- rently, within one hour, it is estimated that up to two aircraft may need access to a gate. This estimate includes both scheduled airline service as well as air carrier charter operations. Over time, as activity at the airport increases and the fleet mix transitions to larger aircraft, the airlines will naturally spread out operations. Therefore, over the long term, the current number of gates should be adequate. The secure holdroom is the waiting area for passengers who have completed the screening process and are waiting to board the aircraft. The current holdroom is estimated at approximately 2,419 square feet. Future holdroom space is calculated at 12.8 square feet per peak hour enplaned passenger, with addi- tional space (70 percent of total area) added for concourse circulation. The airport currently has 594 square feet allotted for circulation adjacent to the holdroom. At DBQ, the current and projected peak hour is 183 passengers, resulting in a need for additional concourse space. Projections over the long- term for the holdroom have been calculated at 2,340 sf, while concourse circulation area will be lacking in the short-term, with a need for 1,640 square feet. This equates to a need of approximately 970 square feet of circulation area throughout the long term. BAGGAGE CLAIM Passenger baggage claim facilities are located on the southwest side of the terminal building. There is a single baggage claim carousel with 102 linear feet of display frontage. The future claim display need is estimated at 60 percent of peak hour deplaning passengers. Thus, there is a need for 110 linear feet of baggage claim display frontage. This length would accommodate simultaneous unloading of an Embraer ERJ-145 (50 seats) and a 737-800 (183 seats). DUBUQUE REGIONAL AIRPORT The inbound baggage unloading area is located on the southwest side of the terminal building adjacent to the baggage carousel. This area is designed to allow ground support equipment to offload baggage directly onto the baggage claim carousel. The existing inbound baggage unloading area is estimated at approximately 2,803 square feet. Future inbound baggage unloading area needs are estimated at 18.3 square feet per linear foot of baggage carousel frontage need, which results in a long-term need of 2,010 square feet of space. Thus, the current allotment of space for inbound baggage is sufficient over the long-term. Baggage claim floor area is calculated at 3.0 square feet per linear foot of claim display (carousel length). There is currently approximately 338 sf of claim display floor area. It is estimated that 330 square feet would be needed at peak periods over the long-term planning horizon. As such, the currently claim floor area is sufficient over the planning period. The baggage claim lobby is determined by taking into consideration the number of deplaning passengers during the peak hour and the estimated number of visitors greeting arriving passengers. There is approx- imately 2,326 square feet of baggage claim lobby available, excluding the carousel and claim floor area. By the long-term, an area of approximately 3,480 square feet is estimated to be needed. TERMINAL SERVICES Rental Car Counter Like airline ticketing, rental car counter facilities include office, counter area, and queue areas. There are currently three counters identified for rental car services. Combined, they provide approximately 30 lin- ear feet of counter space. The short term identifies a need for 40 feet of rental car counter space, which is carried forward through the long-term planning horizon. The available office space is estimated at 735 square feet, which exceeds the long term need of 600 square feet. The rental car queue area is currently estimated at 251 square feet, which falls short of the 320 square feet recommended in the short term and throughout the planning horizon. Concessions Food and beverage concessions are available at the restaurant in the unsecured area of the terminal building. Calculations for concessions are based primarily on annual enplanements. The restaurant and adjacent support space are approximately 1,553 square feet, which exceeds the long-term need of 550 square feet for food/beverage. -."DUBUQUE REGIONAL AIRPORT Retail DBQ does not currently have a gift/sundries shop, and consideration should include this in the future. By the long term, approximately 270 square feet of retail space should be planned for. Support space for both concessions and retail is calculated at 160 square feet by 2039. Combined, the total space currently available for both the restaurant and a potential gift shop, as well as support spaces, is more than ade- quate over the long-term planning horizon. PUBLIC WAITING AND GREETING LOBBY/CIRCULATION The greeting lobby and circulation areas make up the remainder of the pre -security area, allowing people to move from the airline ticket counters to the security checkpoint and from the secured holdroom area to the rental car counters and baggage claim area. These areas include seating for passengers and greet- ers on the non -secure side of the terminal. This area has been estimated at approximately 7,840 square feet. Forecasted demand for this area is based on providing 22.6 square feet per design hour passenger with an 80 percent utilization factor. Available pre -security circulation space is adequate to meet the long-term demand. RESTROOMS Restrooms should be planned for both the public areas and the secure areas of the terminal building. There are public restrooms both in the secured and unsecured areas of the terminal providing approxi- mately 1,296 square feet of space combined. Future public restroom space is a function of total peak hour passengers and visitors at the airport. The projections show a need for an additional approximate 1,100 square feet of space by the short-term planning horizon, with this area being sufficient through the long term. ADMINISTRATION Terminal buildings typically provide space for administrative offices, conference rooms, and airport se- curity functions. Within the terminal building at DBQ, there is one conference room utilized for airport administration purposes, adjacent to the restaurant, which encompasses approximately 797 square feet. This space is adequate over the long-term planning horizon. It should be noted that airport administra- tion personnel have office space located outside of the terminal building in the Dubuque Jet Center FBO facility. As such, these spaces and projected requirements have not been factored into this terminal building evaluation. __X_ �--DUBUQUE REGIONAL AIRPORT INTERNAL FACILITIES Internal facilities include mechanical/HVAC functions and stairwells, which totals approximately 1,894 square feet at DBQ. Future needs for circulation are estimated at two percent for mechanical/HVAC and four percent for stairwells/storage of the total programmed terminal building space. Combined, the long- term requirements call for 1,740 square feet of internal facility space, which exceeds the current space provided. Any additions to the terminal building should take into consideration the internal facilities need. COMMERCIAL AIRLINE TERMINAL BUILDING REQUIREMENTS SUMMARY The existing commercial passenger terminal building is approximately 32,315 square feet in area. The total space requirements for the short-term is 30,840 square feet; 30,920 square feet by the intermedi- ate term; and 31,080 square feet by the long-term planning period. Therefore, the existing size of DBQ is adequate to meet the long-term needs for terminal area, with the understanding that some spaces may need to be shifted to other functions to meet specific demand in certain areas. GROUND ACCESS REQUIREMENTS Access system facility requirements, based upon demand/capacity relationships, were developed for the system components of access roadway, terminal curb frontage, and vehicle parking. Requirements for each component are presented in the following subsection. TERMINAL ACCESS ROADWAY The capacity of the airport access and terminal area roadways is the maximum number of vehicles that can pass over a given section of a lane or roadway during a given time period. It is normally preferred that a roadway operates below capacity to provide reasonable flow and minimize delay to the vehicles using it. Principal access to the airport is from Aviation Drive, which is a two-lane roadway that provides terminal area circulation. As the entrance road approaches the terminal building, it changes to a one-way loop road that fronts the terminal and encircles both the short- and long-term parking lots. TERMINAL CURB FRONTAGE The terminal curb element is the interface between the terminal building and the ground transportation system. The length of curb required for the loading and unloading of passengers and baggage is deter- mined by the type and volume of ground vehicles anticipated in the peak period on the design day. DBQ has approximately 350 feet of enplaning/departure curb along the roadway fronting the terminal, which accommodates all private and commercial vehicles. Two shade canopies extend along the arrival and departure curb sidewalks. DUBUQUE REGIONAL AIRPORT ACRP's terminal planning and design spreadsheet model was utilized to estimate the terminal curb re- quirements based upon the design hour passenger demand. The output from the model is the curb length range required to maintain a LOS "C." A terminal traffic study was not conducted for this master plan; therefore, an estimated 60 percent of design hour arriving and departing passengers are assumed to utilize the terminal curb in either a private auto, taxi, limousine, or public bus. Table 3L provides the curb length analysis for the departure/enplanement and arrival/deplanement curb. The terminal curb is adequately sized through the long-term planning period. TABLE 3L Terminal Curb Requirements - Level of Service "C" Dubuque Regional Airport Current Annual Enplanements 39,780 Design Hour Enplanements/Deplanements 366 Short 42,400 366 intermediate 45,600 366 Long 54,900 366 Terminal Curb Front Departure/Arrival Curb (If) 350 250 250 250 If— Linear Feet Source: ACRP, Project Number 07-04, Spreadsheet Models for Terminal Planning and Design TERMINAL VEHICLE PARKING Vehicle parking in the airline passenger terminal area of the airport includes those spaces utilized by passengers, visitors, and employees of the airline terminal facilities. Parking spaces are classified as pub- lic, employee, and rental car. Calculations of vehicle parking needs take into consideration estimates of the mode of transportation to and from the airport, peak hour enplanements, and annual enplanements. For DBQ, it is estimated that 90 percent of passengers arrive/depart by private automobile, five percent utilize rental car services, and five percent utilize a taxi/rideshare service. There are several lots available to airport users and employees, with lots segregated by use. Public parking needs over the planning period have been calculated by using a percentage of the peak hour passengers and the design day enplanements. Employee parking space re- quirements are estimated at 500 spaces for every one million enplanements, and rental car parking is pro- jected at 550 spaces for every one million enplanements. Based upon this analysis, as shown in Table 3M, the total existing parking spaces are adequate over the long-term when the multi -use west lot is included in the calculation. However, when each use is examined individually, the long-range projection does indi- cate shortages in long-term public parking as well as employee and rental car parking. DUBUQUE REGIONAL AIRPORT TABLE 3M Vehicle Parking Requirements Dubuque Regional Airport Short Term Auto Parking 194 110 110 110 110 Long Term Auto Parking (inc. overflow) 226 273 284 293 320 Employee 25 20 21 23 27 Rental Car Ready/Return 22 22 23 25 30 Multi -use West Lot 60 -- -- - -- Source: Coffman Associates ana GENERAL AVIATION FACILITIES General aviation (GA) facilities are those necessary for handling general aviation aircraft, passengers, and cargo while on the ground. This section is devoted to identifying future GA facility needs during the plan- ning period for the following types of facilities normally associated with general aviation terminal areas: • Aircraft Storage Hangars • Auto Parking and Access • Aircraft Parking Aprons • Support Facilities • General Aviation Terminal Services HANGARS Utilization of hangar space varies as a function of local climate, security, and owner preferences. The trend in general aviation aircraft, whether single or multi -engine, is toward more sophisticated aircraft (and consequently, more expensive aircraft); therefore, many aircraft owners prefer enclosed hangar space to outside tie -downs. The demand for aircraft storage hangars is dependent upon the number and type of aircraft expected to be based at the airport in the future. For planning purposes, it is necessary to estimate hangar require- ments based upon forecast operational activity. However, actual hangar construction should be based upon actual demand trends and financial investment conditions. There are a variety of aircraft storage options typically available at an airport including shade hangars, T-hangars, executive/box hangars, and bulk storage conventional hangars. Shade hangars are the most basic form of aircraft protection and are common in warmer climates. These structures provide a roof covering, but no walls or doors. There are no shade hangars at DBQ, and for purposes of planning, any future shade hangars are included in the T-hangar need forecast. DUBUQUE REGIONAL AIRPORT T-hangars are intended to accommodate one small single engine piston or, in some cases, one multi - engine piston aircraft. T-hangars are so named because they are in the shape of a "T," providing a space for the aircraft nose and wings, but no space for turning the aircraft within the hangar. Basically, the aircraft can be parked in only one position. T-hangars are commonly "nested" with several individual storage units to maximize hangar space. In these cases, taxiway access is needed on both sides of the nested T-hangar facility. T-hangars are popular with aircraft owners with tighter budgets as they tend to be the least expensive enclosed hangar space to build and lease. There are currently 38 T-hangar posi- tions at DBQ totaling approximately 51,200 square feet of aircraft storage capacity. The next type of aircraft hangar common for storage of general aviation aircraft is the executive/box hangar. Executive/box hangars typically provide a larger space, generally with an area between 2,500 and 6,000 square feet. This type of hangar can provide for maneuverability within the hangar, can ac- commodate more than one aircraft, and may have a small office and utilities. Executive/box hangars may be connected in a row of units with doors facing a taxilane. Executive box hangars may also be stand-alone hangars. These hangars are typically utilized by a corporate/business entity or to support an on -airport business. DBQ currently has six executive hangars totaling approximately 22,400 square feet of storage capacity. Conventional hangars are the large, clear span hangars typically located facing the main aircraft apron at airports. These hangars provide for bulk aircraft storage and are often utilized by airport businesses, such as a fixed base operator (FBO) and/or aircraft maintenance business. Conventional hangars are generally larger than executive/box hangars and can range in size from 6,000 square feet to more than 20,000 square feet. Often, a portion of a conventional hangar is utilized for non -aircraft storage needs such as maintenance or office space. There are five conventional hangars at DBQ encompassing approx- imately 70,000 square feet. Planning for future aircraft storage needs is based on typical owner preferences and standard sizes for hangar space. For determining future aircraft storage needs, a planning standard of 1,200 square feet per based aircraft is utilized forT-hangars. For conventional hangars, a planning standard of 3,000 square feet is utilized for turboprop aircraft, 6,000 square feet is utilized for business jet aircraft, and 1,500 square feet is utilized for helicopter storage needs. At DBQ, with a total of 78 based aircraft, there are currently no aircraft owners utilizing outside aircraft tie - down positions. With the trend towards aircraft owners preferring enclosed aircraft storage space, no fu- ture based aircraft are projected to utilize outside aircraft tie -downs. Providing a mix of aircraft storage options is preferred when planning storage needs, in order to meet the varied needs of aircraft owners. Table 3N provides a summary of the aircraft storage needs through the long-term planning horizon. As shown in the table, it is estimated that there is approximately 143,600 square feet of hangar storage space currently available at the airport. In the short term, an additional 60,800 square feet is needed, and by the long term, an additional 140,600 square feet is needed. DUBUQUE REGIONAL AIRPORT Construction of aircraft storage space should be determined and phased to maximize existing demand. Construction can be undertaken by the airport or by a private developer, either of which will contribute to fulfilling the overall need at the airport. TABLE 3N Aircraft Hangar Storage Requirements Dubuque Regional Airport Total Based Aircraft T-hangar Units 78 93 1 103 1 122 38 1 42 1 45 1 52 T-hangar Area 51,200 56,200 59,400 67,300 Conventional/Executive Hangar Area 92,400 124,900 145,400 186,400 Office/Maintenance Area N/A 23,300 25,600 30,500 Total Hangar Storage Area (sf) 143,600 204,400 230,400 284,200 AIRCRAFT PARKING APRON FAA Advisory Circular 150/5300-13A, Airport Design, suggests a methodology by which transient apron requirements can be determined from knowledge of busy -day operations. At DBQ, the number of itinerant spaces required was determined to be approximately five percent of the busy -day itinerant operations for general aviation operations. A planning criterion of 800 square yards per aircraft was applied to determine future transient apron requirements for single and multi -engine aircraft. For business jets (which can be much larger), a planning criterion of 1,600 square yards per aircraft position was used. In addition, DBQ has based aircraft that utilize outside aircraft tiedowns for parking on occasion. It is assumed that these aircraft require less space than transient aircraft; therefore, a planning criterion of 650 square yards per aircraft was applied. Apron parking requirements are presented in Table 3P. Transient apron parking needs are divided into business jet needs and smaller single and multi -engine aircraft needs. The existing general aviation apron, which previously served as the commercial apron before the new terminal building opened, encompasses approximately 29,200 square yards of pavement. This area cur- rently serves as the main transient aircraft parking apron. The apron is not specifically marked for small and large aircraft; however, the airport has indicated there are nine aircraft parking positions on the apron used for transient operations. The apron fronting the University of Dubuque facility, which totals approximately 15,500 square yards, has also been factored into the total apron space requirement, re- sulting in a total GA apron area of 44,700 square feet. The short-term forecast for transient apron space is estimated at 16,400 square yards, with a projected need for 27,900 square yards by the long term. The current apron size exceeds the long-term projected need by more than 22,000 sf; however, this space serves as valuable movement area for larger transient aircraft as well as provides ample parking for local and itinerant users. TABLE 3P Aircraft Parking Apron Requirements Dubuque Regional Airport Based GA Parking Transient GA Parking Corporate Jet Spaces Local Based Positions GENERAL AVIATION TERMINAL FACILITIES DUBUQUE REGIONAL AIRPORT -- 9 10 12 9 9 12 17 - 2 3 4 - 1 3 5 General aviation terminal facilities have several functions. Space is required for a pilots' lounge, flight planning, concessions, management, storage, and various other needs. This space is not necessarily lim- ited to a single, separate terminal building, but can include space offered by FBOs for these functions and services. Currently, GA terminal services are provided by Dubuque Jet Center. It is estimated that approximately 4,000 square feet of the facility are utilized for the various general aviation services. The University of Dubuque facility has also been factored into the projection, as it serves the GA needs for University personnel and students. This building measures approximately 12,000 square feet. The methodology for estimating general aviation terminal facility needs is based on the number of air- port users expected to utilize general aviation facilities during the design hour. General aviation space requirements were then based upon providing 125 square feet per design hour itinerant passenger. De- sign hour itinerant passengers are determined by multiplying design hour itinerant operations by the number of passengers on the aircraft (multiplier). An increasing passenger count (from 2.0 to 3.0) is used to account for the likely increase in the number of passengers utilizing general aviation services. The combined general aviation terminal facilities offered by the FBO and the University of Dubuque fa- cility appear to be adequately sized through the long-term planning period. Ultimately, though, the FBO and other on -airport business operators will determine their needs for square footage. General aviation vehicular parking demands have also been determined for DBQ. There are several lots available to general aviation users and visitors, with approximately 480 parking spaces, including handi- capped spaces, spread throughout the GA area. Space determinations for itinerant passengers were based on an evaluation of existing airport use, as well as standards set forth to help calculate projected terminal facility needs. The number of automobile parking spaces required to meet GA itinerant de- mands were calculated by taking the design hour itinerant passengers and using a multiplier of 2.0, 2.5, and 3.0 for each planning period. This multiplier represents the anticipated increase in corporate oper- ations and passengers. The parking requirements for based aircraft owners are estimated as one-half of the based aircraft at the airport. The total number of parking spaces for general aviation area users is adequate through the long-term planning period. DUBUQUE REGIONAL AIRPORT Table 3Q outlines the general aviation terminal facility space requirements and parking needs for the airport. TABLE 3Q General Aviation Terminal Area Facilities Dubuque Regional Airport Available I Short Term Intermediate Term T Long Term Design HourOperations2.0 Total Design Hour Itinerant Passengers GA Building Spaces (sf) Total General Aviation Parking Spaces I 480 I 146 174 1 220 Source: Coffman Associates ana SUPPORT FACILITIES Various facilities that do not logically fall within classifications of airside or landside facilities have also been identified. These other areas provide certain functions related to the overall operation of the airport. FUEL STORAGE The airport has one dedicated aboveground fuel farm located southeast of the FBO facility and adjacent to the GA apron. The storage tanks along with the various fuel trucks provide a combined storage capac- ity of 40,000 gallons of Jet A fuel and 19,000 gallons of AvGas. Maintaining a 14-day fuel supply would allow the airport to limit the impact of a disruption of fuel deliv- ery. Currently, the airport has enough static fuel storage to meet the 14-day supply criteria for both Jet A and AvGas fuel. Based on average usage assumptions, fuel storage over the long term has been estimated and is pre- sented in Table 3R. The results of this evaluation show that fuel storage capacities for both Jet A and AvGas are adequate throughout the planning period. - DUBUQUE REGIONAL AIRPORT TABLE 311 Fuel Storage Requirements Dubuque Regional Airport Daily Usage (gal.) 1,278 1,425 1,588 1,975 14-Day Supply (gal.) 40,000 17,900 19,900 22,200 27,700 Annual Usage (gal.) 466,374 520,000 579,800 721,000 Daily Usage (gal.) 389 420 461 535 14-Day Supply (gal.) 19,000 5,400 5,900 6,500 7,500 Annual Usage (gal.) 142,037 153,400 168,300 195,400 Assumptions: Jet A — 80 gallons per turbine operation AvGas — 3 gallons per general aviation local operation AIRCRAFT RESCUE AND FIRE FIGHTING (ARFF) Part 139 airports are required to provide Aircraft Rescue and Fire Fighting (ARFF) services during air carrier operations. Each certificated airport maintains equipment and personnel based on an ARFF index established according to the length of aircraft and scheduled daily flight frequency. There are five indices, A through E, with A applicable to the smallest aircraft and E the largest (based on wingspan). According to the Airport Certification Manual (ACM), DBQ falls within ARFF Index A based upon the fleet mix of the scheduled airline operators but can achieve Index B with prior notice. In the future, as the scheduled airline aircraft fleet mix transitions to larger aircraft such as the Embraer 175, which has a length of 103.9 feet, the airport will need to meet ARFF Index B requirements. Table 3S presents the vehicle requirements and capacities for each index level. The DBQ ARFF facility is operated by the Airport Operations Department and is located adjacent to the Dubuque Jet Center FBO. The facility operates during all small air carrier and large air carrier operations, from 15 minutes prior to scheduled arrivals until 15 minutes after departures. Airport personnel notify the Airport Operations Departments if a flight is arriving earlier than scheduled or if an unscheduled air carrier aircraft is operating. All ARFF personnel are trained in basic emergency medical care. Live fire drills are conducted at least once a year. The ARFF personnel receive initial and recurrent training (at least every 12 months) in the following areas: a. Airport familiarization, including signs, marking, and lighting. b. Aircraft familiarization. c. Rescue and firefighting personnel safety. d. Emergency communications systems on the airport, including fire alarms. e. Use of fire hoses, nozzles, turrets, and other appliances required. DUBUQUE Now REGIONAL AIRPORT f. Application of the types of extinguishing agents required for compliance with this part. g. Emergency aircraft evacuation assistance. h. Firefighting operations. i. Adapting and using structural rescue and firefighting equipment for aircraft rescue and fire- fighting. j. Aircraft cargo hazards, including hazardous materials/dangerous goods incidents. k. Familiarization with firefighters' duties under the Airport Emergency Plan. TABLE 3S ARFF Index Requirements Index Aircraft Requirements 1. One ARFF vehicle with 500 lbs. of sodium -based dry chemical or Index A <90' 2. One vehicle with 450 lbs. of potassium -based dry chemical and 100 lbs. of water and AFFF for simultaneous water and foam application 1. One vehicle with 500 lbs. of sodium -based dry chemical and 1,500 gallons of water and AFFF or Index B 90'-126' 2. Two vehicles, one with the requirements for Index A and the other with enough water and AFFF for a total quantity of 1,500 gallons 1. Three vehicles, one having Index A, and two with enough water and AFFF for all three vehicles Index C 126'-159' to combine for at least 3,000 gallons of agent or 2. Two vehicles, one with Index B and one with enough water and ARFF for both vehicles to total 3,000 gallons 1. One vehicle carrying agents required for Index A and Index D 159'-200' 2. Two vehicles carrying enough water and AFFF for a total quantity by the three vehicles of at least 4,000 gallons 1. One vehicle with Index A and Index E >200' 2. Two vehicles with enough water and AFFF for a total quantity of the three vehicles of 6,000 gallons AFFF: Aqueous Film -Forming Foam ARFF: Aircraft Rescue and Fire Fighting Source: 14 CFR Part 139 SUMMARY The intent of this chapter has been to outline the facilities required to meet potential aviation demands projected for DBQ for the planning horizon. A summary of the airside and landside requirements is pre- sented on Exhibits 3D and 3F, respectively. Following the facility requirements determination, the next step is to determine a direction of develop- ment which best meets these projected needs through a series of airport development alternatives. The remainder of the master plan will be devoted to outlining this direction, its schedule, and its cost. DUBUQUE REGIONAL AIRPORT AIRCRAFT •. T-Hangar Units 38 42 45 52 T-Hangar Space (s.f.) 51,200 56,200 59,400 67,300 Conventional/Executive Hangar Space (s.f.) 92,400 124,900 145,400 186,400 Service Hangar Space (s.f.) 23,300 25,600 30,500 Total Hangar Space 143,600 204,400 230,400 284,200 AIRCRAFT • Based GA Aircraft 9 10 12 Transient GA Parking 9 9 12 17 Corporate Jet Postions 2 3 4 Locally Based Aircraft Positions 1 3 5 Total Positions 9 21 28 38 Total Apron Area (s.y.) 1 44,700 1 16,400 1 21,100 27,900 TERMINAL FACILITY AND AUTOMOBILE PARKING REQUIREMENTS GA Terminal Building Space (s.f.) 16,000 7,500 10,000 13,500 Total GA Auto Parking Spaces 480 146 174 220 Al. SUPPORT FACILITY REQUIREMENTS 14-Day Fuel Storage Capacity (gal.) 100LL 19,000 5,900 6,500 7,500 14-Day Fuel Storage Capacity (gal.) Jet A 40,000 19,900 22,200 27,700 CHAPTER 4 Alternatives —emu -;(JBUQUE REGIONAL AIRPOI T Airport Master Plan CHAPTER FOUR ALTERNATIVES In the previous chapter, airside and landside facilities re - quired to satisfy the demand through the long-term planning period were identified. The next step in the planning process is to evaluate reasonable ways these facilities can be provided. There can be numerous combinations of design alternatives, but the alternatives pre- sented here are those with the perceived greatest potential for implementation. Any development proposed for a master plan is evolved from an analysis of projected needs for a set period of time. Though the needs were determined by utilizing industry -accepted statistical methodol- ogies, unforeseen future events could impact the timing of the needs identified. The master planning pro- cess attempts to develop a viable concept for meeting the needs caused by projected demands for the next 20 years. However, no plan of action should be developed which may be inconsistent with the future goals and objectives of the City of Dubuque, which has a vested interest in the development and operation of Dubuque Regional Airport (DBQ). DUBUQUE REGIONAL AIRPORT Airport Master Plan DUBUQUE Now REGIONAL AIRPORT The development alternatives for the airport can be categorized into two functional areas: the airside (runways, navigational aids, taxiways, etc.) and landside (passenger terminal, hangars, aprons, and sup- port facilities). Within each of these areas, specific capabilities and facilities are required or desired. In addition, the utilization of airport property to provide revenue support and to benefit the economic development and well-being of the local area must be considered. Each functional area interrelates and affects the development potential of the others. Therefore, all ar- eas are examined individually, and then coordinated as a whole, to ensure the final plan is functional, efficient, and cost-effective. The total impact of all these factors on the airport must be evaluated to determine if the investment in DBQ will meet the needs of the Dubuque metropolitan area, both during and beyond the 20-year planning period. The alternatives considered later in this chapter will be evaluated by a variety of methods to determine which of the alternatives will best fulfill the local aviation needs. With this information, as well as input from various airport stakeholders, a final airport concept can evolve into a realistic development plan. NON -DEVELOPMENT ALTERNATIVES Prior to the presentation of development alternatives for DBQ, there are several non -development op- tions that should be considered. Non -development alternatives include a "no -build" or "do-nothing" al- ternative, development of a new replacement airport at a new location, or closure of the existing airport and the transfer of services to another existing airport. The following presents a discussion of the three primary non -development alternatives and the impact of pursuing each. NO-BUILD/DO-NOTHING ALTERNATIVE The no -build alternative essentially considers making no new capital investments in the airport. Limited maintenance and upkeep would continue so that the airport remains safe for aviation activity. No new hangars or apron area would be planned to be built by the airport sponsor; however, this would not, and could not, include the prohibition of hangar construction by a private entity. The obvious result of the no -build alternative is that the airport would be unable to accommodate forecasted demand for aviation services in the area. The primary reason a community might choose a no -build alternative is to ultimately not be bound by the grant assurances associated with the acceptance of airport development grants. Grant assurances are part of the grant package contract that the airport sponsor commits to when accepting a develop- ment grant from the Federal Aviation Administration (FAA). As such, airport sponsors are bound to main- tain the useful life of the facilities developed or equipment acquired for an airport development project. Useful life is a term not to exceed twenty (20) years from the date of acceptance of a grant offer of federal (FAA) funds for a project. There is no limit on the duration of the terms, conditions, and assur- ances with respect to real property acquired with federal funds. DUBUQUE REGIONAL AIRPORT The unavoidable consequence of the no -build alternative is that the capability of the airport would di- minish overtime. Its ability to serve as a primary commercial service airport for the City of Dubuque and the region it serves would deteriorate. A lack of development would lead to diminished activity levels and would ultimately negatively impact the local and regional economies. Safety concerns would arise, especially if the necessary routine maintenance were deferred and the liability for damage to aircraft or accidents would increase. The long-term consequences of the no -build alternative would be to reduce the quality of the existing airport facilities over time, producing undesirable results. This scenario would result in an overall unpleasant experience for regular users and visitors. DBQ has received more than $47.5 million in FAA development grants since 1999. These grants represent a direct economic stimulus that has lasting positive economic impacts. The city has a vested interest in maintaining and improving airport facilities for commercial service and general aviation users, including the students enrolled in the University of Dubuque's flight training program. Without a commitment to ongoing improvement of the airport, users of the airport will be constrained from taking full advantage of the airport's air transportation capabilities. RELOCATE AIRPORT ALTERNATIVE This option considers constructing a new airport to replace the existing DBQ. A new airport would have to be completed prior to closure of the existing airport. Additional studies beyond the scope of this mas- ter plan would also be required. These would include, at a minimum, a feasibility study, a site selection study, a master plan for the replacement site, and appropriate environmental documentation of the new site (typically an environmental assessment [EA] or environmental impact statement [EIS]). An important consideration is the potential cost associated with both constructing a new airport and clos- ing the existing airport. A broad estimate for constructing a replacement airport could exceed $1.0 billion to construct a new airport with similar capabilities as the existing airport. Moreover, with an ever-growing focus on sustainability and environmental consciousness, the political costs of constructing a new airport would be extremely high. This is especially true for a farming region where the likelihood is also high that the new airport would require the acquisition and transformation of farmland to airport use. A more detailed analysis would need to be undertaken to identify an acceptable site and to refine the project cost estimates. A large portion of the development costs would be eligible for FAA grant funding. Typically, non -revenue -producing facilities to be located within the airport property line are eligible for FAA funding. New passenger terminal buildings are eligible for FAA grant funding; however, funding eligi- bility is restricted to public -use areas only. Elements outside the property line, such as utility extension and surface roads, and other privatized facilities are not eligible for funding. Moreover, the city could have other financial costs, such as the cost of retiring existing leases with private or public entities. As an exam- ple, private operators and businesses on the airport could need to be compensated for their facilities and, in some cases, loss of business, potentially resulting in costs extending into millions of dollars. __X_ DUBUQUE REGIONAL AIRPORT Often the trigger for pursuing a replacement airport is encroachment upon the existing airport to the point where it can no longer fulfill its role in the national aviation system. This is not the case at DBQ, as land uses surrounding the airport consist primarily of agriculture and rural residential. Land to the east of the airport on the other side of U.S. Highway 61 is zoned for single-family residential; however, this does not pose a threat for encroachment on the airport or its ability to safely operate. If a replacement airport feasibility study were to be undertaken, a detailed analysis should identify a site capable of developing equivalent airside, terminal, and landside facilities that exist at DBQ today, while providing convenient access to the local and regional service areas. TRANSFER SERVICE TO ANOTHER AIRPORT ALTERNATIVE The feasibility of transferring services to an alternate airport relies on answering two primary questions: first is a capable alternative airport reasonably located to accommodate DBQ's primary air service area (Dubuque County and portions of surrounding counties) and, second, can a nearby airport accommodate DBQ's existing and projected aviation demand factors? An analysis of regional airports has been com- pleted to determine if transferring aviation demand is reasonable. There are six public -use general aviation airports within 30 nautical miles of DBQ: Platteville Municipal (PVB); Maquoketa Municipal (OQW); Cassville Municipal (C74); Dyersville Area Airport (IA8); Lancaster Municipal (73C); and Monticello Regional (MXO). Of these, only PVB and MXO offer a dual runway sys- tem, with MXO providing the longest runway at 4,400 feet. Each airport also only provides basic general aviation services. None of the general aviation airports are positioned to accept a transfer of service from DBQ because they lack the necessary Part 139 certification requirements and facilities to accom- modate commercial service activity, both from an airfield (runways/taxiways/navigational aids) and landside (passenger term inal/ARFF/road network and parking) perspective. The cost to improve any of these facilities to meet Part 139 certification and to offer ample facilities for passengers would likely not be feasible for those communities. The nearest commercial service airport is The Eastern Iowa Airport in Cedar Rapids, located 54 miles southwest. While services could be shifted to Cedar Rapids, the loss of service to the City of Dubuque and the catchment it serves would be substantial. Direct air services with Chicago and then to all points in the world provides the City of Dubuque a significant economic tool that supports existing and future business development. The loss of service would likely result in business and economic losses for the city and community as a whole. As mentioned, the City of Dubuque has accepted more than $47.5 million dollars in federal development grant funding through the Airport Improvement Program (AIP) for projects at DBQ since 1999. As was previously discussed, acceptance of development grants obligates the airport sponsor, through grant assurances, to maintain the airport as an airport. Closing the existing airport and transferring services to another existing airport would be considered a violation of these grant assurances, requiring repayment of grants not yet fully depreciated. The investments made, as well as the economic benefits received from the airport, both public and private, could not readily be shifted or regenerated to another airport without significant costs/losses. As such, this alternative is not considered practical, reasonable, and/or financially feasible. �s DUBUQUE REGIONAL AIRPORT NON -DEVELOPMENT ALTERNATIVES SUMMARY The purpose of this master plan is to examine aviation needs at DBQ over the course of the next 20 years. Therefore, this master plan will examine the needs of the existing airport and will present a program of needed capital improvement projects to cover the scope of the plan. Nonetheless, various non -develop- ment alternatives may be considered by the airport sponsor. Information pertaining to the three most common non -development alternatives has been presented. These are the no -build, relocate/replacement alternatives, and transfer of services. This evaluation is not intended as a recommendation to pursue one of these alternatives; instead, it is for informational purposes only. If the airport sponsor were to pursue one of these alternatives, additional study beyond the scope of this master plan would be required. Two of the three non -development alternatives would lead to the closure, or a significantly reduced operation, of the existing airport. There is a lengthy process to obtain approval for this course of action. As outlined, the primary hindrance to considering airport closure is the fact that airports have accepted federal development grants that include certain grant assurances, one of which is to maintain the im- provement for its useful life (20 years). If an airport is closed in the interim, then the sponsor could be required to refund all or a portion of the past federal investment. Moreover, private investments by any airport operator would also require some form of repayment based on negotiated lease terms. The non - development options are not found to be feasible, practical, or prudent. DBQ is a vibrant facility with plenty of remaining growth potential. As such, the non -development alternatives will no longer be con- sidered further in this planning process. REVIEW OF THE PREVIOUS AIRPORT PLAN The last master plan was completed in 2005. The following is a summary of major facility recommenda- tions from the previous master plan, with project statuses noted. The Airport Layout Plan (ALP) drawing from the 2005 master plan is included as Exhibit 4A. 1. Extend Runway 18-36 to 7,500 feet by adding 1,173 feet to the south. (Depicted on current ALP) 2. Extend Taxiway C to the south to match Runway 18-36 extension. (Depicted on current ALP) 3. Extend partial parallel taxiway on east side of Runway 18-36 to the north. (Depicted on current ALP) 4. Widen Taxiway D to 50 feet to accommodate aircraft in ADG III. (Incomplete) 5. Add a full-length parallel taxiway on the southwest side of Runway 13-31. (Depicted on current ALP) 6. Extend Taxiway A to the southern end of Runway 13-31. (Depicted on current ALP) 7. Relocate the localizer antenna outside the Runway 13 RSA. 8. Relocate Jecklin Lane as it is an obstruction to the Runway 13 RSA and OFA. VDuBUQUE REGIONAL AIRPORT 9. Utilize declared distances on Runway 31 to reduce operational length by 200 feet to meet RSA requirements for ARC C/D-II and III aircraft, until localizer antenna and Jecklin Lane are relocated. 10. New GA development concepts, including new hangar and apron developments, identified along Airport Road. (Partially complete with other buildings depicted on current ALP) 11. Construct a new airline terminal building between the southern ends of Runways 18-36 and 13- 31 (completed 2016). 12. Area east of Taxiway C at the Runway 36 end reserved for GA use. (Depicted on current ALP) 13. Area east of Airport Road planned for light industrial uses. (Partially built out) AIRSIDE PLANNING CONSIDERATIONS Generally, airside issues relate to those airport elements that contribute to the safe and efficient transition of aircraft and passengers from air transportation to the landside facilities at the airport. Planning must factor and balance many airside items, including meeting FAA design parameters of the established design aircraft, instrument approach capability, airfield capacity, runway length, taxiway layouts, and pavement strengths. Each of these elements for DBQwas analyzed in the previous chapters. This chapter will examine airside improvement opportunities to meet design standards and/or capacity constraints. A summary of the primary airside planning issues to be considered in this alternatives analysis is listed below. • Meet runway design code (RDC) C-III-2400 standards on Runway 18-36 • Extend Runway 18-36 to accommodate larger commercial aircraft more safely • Remove ROFA obstructions • Mitigate RPZ incompatibilities (roadways) • Corrective measures for non-standard taxiway geometry and expansion of existing taxiway system • Addition of REILs to Runway 18 end • Lower agoroach minimums for Runways 18 and 13 AIRFIELD DESIGN STANDARDS As a primary commercial service airport in the FAA's National Plan of Integrated Airport Systems (NPIAS), DBQ should be capable of safely accommodating all commercial service aircraft operating there now and in the future. The critical design aircraft analysis in Chapter Two concluded that Runway 18-36 should meet Runway Design Code (RDC) C-III-2400 design standards in the ultimate condition, which coincides with operational growth and regular use by Embraer ERJ-175 regional jet aircraft. Crosswind Runway 13- 31 should continue to meet RDC C-II-2400 design standards, which is in line with regular use by mid -size business jet and turboprop aircraft, as well as some commercial aircraft, such as the ERJ-145, which currently conducts regular operations at the airport. EXISTING BUILDINGS FACILITIES NO, DESCRIPTION JELEV. TE INAL AD INt TRATION BUILDING 080.0 2 AIR TRAFFIC CONTROL TER U 21.0 3 (AIRM 094.0 4 FBO FACILITY D¢bu Jet Center 096.0 6 ELECTRICAL VAULT 078.0 6 CAR A H E-!CE FACILITY 08 0 7 CONVENTIONAL HANGAR 099.0 8 CONVENTIONAL HANGAR 098.0 9 CONVENTIONAL HANGAR 0 .0 f 0 EXECUTIVE HANGAR 089.0 1 EXECUTIVE HANGAR 090.0 lP EXECUTIVE HANGAR 093.0 13 EXECUTIVE HANGAR 089.0 f4 EXECUTIVE HANGAR 095.0 6 EXECUT s HANGAR 094.0 16 T-HANGAR 0 .0 7 T-HANGAR 08P.0 f8 T-HANGAR 085.0 19 T-HANGAR ty083.0 20 T-HANGAR 087.0 2f T-HANGAR 086.0 2P OFF! E BUILDING niversl D 084.0 P9 I UX NAVAL RE ERVd' FAC7LfTY 24 RESIDENCE ULTIMATE BUILDINGS FACILITIES NO, DESCRIPTION 6 TE INAL AD tNt TRATfON BUILDING 52 AIR TRAFFIC CONTROL TER INAL A 69 EXECUTIVE HANGAR 64 EXECUTIVE HANOAR 66 EXECUTIVE FLAN 66 CONVENTIONAL HANGAR 67 CONVENTIONAL HANGAR 68 T-HANGAR l0 Un Bested 69 T-HANGAR f0 Unit. Bested 60 T-RANGAR o Unit, Bested 6f T-fUNCAR l0 Un Bested 62 T-HANGAR B Unif Bested 63 AVIATION RELATED PARCEL 64 AVIATION RELATED PARCEL 66 AVIATION RELATED PARCEL 66 AVWTION RELATED PARCEL 87 AVIATION RELATED PARCEL 68 AVIATION RELATED PARCEL RUNWAY END COORDINATES (NAD 83) RUNWAY EXISTING ULTIMATE Runw¢9 /9 Latitude 42. 24' 396f9' N 42. 24' 396f9" N Lmgitads 090° - Sc.-." 0- 42' 55.859" Runway sf Latitude 42. 23' 48. 167" N 42' 23' 48.f67" N L lade 080. 4 ' S4 520' 080. 4 ' 54 520' Runway /8 Latitude 4Y' Y4' 34 B4 _ N 4Y• Y4' 34 842' N L 'tads 090. 4P' 43.34f' 090. 4P' 43.34 ' Runway 36 Latitude 42. 23 32. 162 N 42. 23' 20.668 N L lode 080. 42 258 080. 42 43243 WE HOLDING POSITION MARKINGS/SIGN Marking 36' l Typ Holds gn t Runway Guard L Not To To Scale GENERAL NOTES' 1. Deppiction of features and obkcts. Includingg lated elevations and clearances, Within the runWoy p tection zones are Eep(cted on the INNER PORDON OF J` THE APPROACH SURFACE DRAWINGS Mo\aa 2. Details RAWING ..-Ing terminal IYnprovements are depicted on the TERMINAL AREA 3. Recommended land use are depicted on the AIRPORT LAND USE DRAWING. 4. Building Restriction Line (BRL) Is established In accordance With F.A.R. Part ]] criteria. yy BRL location may va�y in co dance WIN r Wasy obJect free / 1` .ma,nnlntnstru ote tion ztllncs na id critiod areas, endtemiarea requlretl for ---- -` i 5. Datum d f tions a rth American Vertical Datum 1988 (NAOD ee) in deElevaan Sea Level (0SSQ. 6 Whierten Itinnate fence line ..tend. along property line exceptco 0 �el UB Highway 161 -T� o� 04, cD o -PH �x. 6 \ I - e 4Af / / / \ .c O PAreag --� lDmat ThresholtluSItlRg Surface � I f.* � / yg / h ���" �•' -, Ultimo _ � � OQ�ulfimate pPxzt �4 Milex sblii Mtnl / 4 / / r f e r( / / / „6 ✓ \ (<�� -�1 \ Gene _ _ e (art of Wned S'm e ,BRL-3 / / • / / / / / / EyJ lin - - E tin A50S - Threthold Siting Surface 400 x 1,500' x 1, Then 8.600' 1,000000 Ultl a Thre h Itl Sit' dace - -�__ ------ -__ - ---^ --- / / 3 - - --- ---- - x ' _I - _- Existing - EL. 10]2.9 --__- _ _ _ , _� '[gip_ _ -- - - < _ API i j 50 _ E ati R W 8, ix � 00 -- on - �n allzer H 9h Point - - � G r _ k--� APP hgLigh E t Loc II r Cr't'c reo its - - _• _o / _ _ __ _- _ _- - -- a Slope- _._�. _ al FAA APPROVAL STAMP FOR APPROVAL BY: o a Dubuque Airport Commissior APPROVED BY ON TEE DATE OP`. AAiirport rrt A. on, ALE. DUBUQUE REGIONAL AIRPORT LEGEND EXISTING ULTIMATE DESCRIPTION ---- AIRPORT PROPERTY LINE AIRPORT REFERENCE POINT ARP AIRPORT ROTATING BEACON a]1VV 7OUTION EA £ ENT a Rcab(e ® BUILDING RE OVAL C== 3 BUILDING CONSTRUCTION BRL BUILDING RE TRICTION LIN➢ BRL FA- fRAVEMEMT CON TRUCTION I.N.N. VA51 4 I V 51 : NAV)GATIONAL AID IN TALLATION • •-- RUN AY END IDENTIFICATION LIGHT RElL • .... RUNWAY THRESHOLD L/GHTS - EG ENTED IRCLE IND INDICATOR -- T RAINAIE TOPOGRAPHY TREELINE WIND INDICATOR (Lighted) 17F7, " 0, - -- - -- Tnre:hold R nW¢Y C t �"��_ �I� Siting Surface Ultimato RPZ 'I R td RPZ RI td 1 000 2�500 1 750 Th eshoI��Sry�t g Surface g_L cal z 6 {e�ut d L hzv--/ 1 2 M 1 V ib'Iit M Imams 800 D. x 3.8 vi"drea_ i=`ti------- - '� t I Dwned FT 5mpie) I 33 / 0�lui er g ) EL 7050 Lolcol'zerd nntna /)2el t.d�A SR ApproaM LI h ttn9 i^^'R'xx I Inmat O ° ij"R 19 t,-.II .RA Fti- _ PDFA uRSA, E Yu ROZ al- E / �OaO '�5q0 1 750 Th eandd Slfir(g 5 f q � 2 Mile V'sib'Itty � 800 x 70 000 3,800' -�arMaF-OWrted�Fs�S pie) � V R _ _ E t gg TArSahoid �SIIgS fc it -o� 600 \ f,000 Yag sea Ya NanReH '//%1111111\1111 DO° 3P' Weat Janus 2008) $$ALE IN FEET Do•Aos"i�esea�`✓at. y 3o°oB) DUBUOUE REGIONAL aRuiai/ilii PE This page intentionally left blank "DUBUQUE _ REGIONAL AIRPORT RUNWAY LENGTH The runway length analysis in the previous chapter concluded that the airport's longest runway, Runway 13-31 at 6,502 feet, is not long enough to fully accommodate some of the larger/heavier aircraft in the business jet and commercial aircraft. Moreover, this runway is designated as the crosswind runway. Pri- mary Runway 18-36 is shorter than the crosswind runway at 6,327 feet and, therefore, also unable to fully accommodate some of these aircraft, especially during hot summer periods where payload re- strictions may be required. Previous planning considered a southerly extension to Runway 18-36, bring- ing the total length to 7,500 feet, which is depicted on the current ALP. Crosswind Runway 13-31's current length of 6,502 feet is adequate to safely accommodate most small - to mid -size business jets and turboprop aircraft, as well as use by some smaller commercial service air- craft. During periods that the primary runway is temporarily closed for maintenance or emergency situ- ations, this runway can serve as a backup runway for most operations, limiting service interruptions. Therefore, an extension of this runway is not deemed necessary or recommended at this time. The facility requirements concluded that the available length of primary Runway 18-36 is inadequate to fully support operational growth and anticipated changes in the fleet mix by the ultimate condition. As detailed in the previous master plan and depicted on the current ALP drawing, an extension to this run- way should be considered to accommodate aircraft usage now and in the future. Crosswind Runway 13- 31 is adequate for existing and future users. As such, the alternatives to follow consider extension op- tions for Runway 18-36, with Runway 13-31 remaining at its current length. In addition to meeting the needs of airport operators, planning for this runway extension also allows the City to develop land use and zoning policies that limit the potential for incompatible encroaching developments that would re- strict future airport expansion. TAXIWAY CONFIGURATION There are several existing non-standard taxiway geometry conditions that need to be addressed. These include: 1. Taxiway A connects with Runway 18 at an acute -angle and can result in line -of -sight issues for pilots taxiing to the runway. This is also identified as Hot Spot 1 by the FAA. 2. Taxiways A and B leading to the Runway 31 threshold are acute -angled, creating non-standard (other than 90 degrees with runway) holding positions. 3. Taxiways C and D offer crossing routes through Runway 13-31 in the high-energy portion of the runway. These areas are identified as Hot Spots 2 and 3 by the FAA. 4. Taxiways C and D also provide direct access, directly linking Runway 13-31 with the main aircraft apron. 5. The portion of Taxiway D that connects the two runways is 35 feet wide, which does not meet TDG 3 standards of 50 feet. DUBUQUE REGIONAL AIRPORT Each of these conditions can increase the potential for runway incursions or inadvertent access to run- ways. As a result, the FAA requires the planning process to include potential solutions for improvement. Taxiway nomenclature is also recommended to be updated. Current taxiway designations at DBQ do not follow FAA's Engineering Brief 89, Taxiway Nomenclature Convention standards. According to the Engi- neering Brief, stub taxiways associated with a parallel taxiway should be designated with a letter and number. In the case of DBQ, the exits should be Al, A2, A3, etc. beginning with the westernmost stub or B1, B2, B3, etc. beginning with the northernmost stub. Consideration should be given to re -designating the taxiways in conformance with FAA's standards, which will impact both existing and future taxiways should the taxiway system be expanded upon. OTHER CONSIDERATIONS Another consideration to be examined is the ultimate instrument approach visibility minimums serving the runway system. The instrument approach capability is an important consideration that directly im- pacts the utility of the airport, with lower visibility minimums increasing the utility of an airport during instrument meteorological conditions (IMC). From an economic development standpoint, it is important to achieve the lowest possible visibility minimums. The best approach minimums possible will prevent aircraft from having to divert to another airport, which can create additional operating costs and time delays for aircraft operators, their passengers, as well as on -airport businesses. Although achieving the lowest instrument approach visibility minimums is advantageous for airport op- erations, there are multiple safety area requirements tied to the level of instrument approach available. As a result, impacts to the airport environment imposed by the ultimate instrument approach visibility minimums need to be weighed. The runway type and capability of the instrument approach minimums contribute to the determination of the building restriction line (BRL), which is a product of 14 CFR Part 77 primary and transitional surface clearance requirements and identifies suitable building locations on the airport. Given that the strength rating for both runways is over 12,500 pounds, they are classified as "other than utility" runways. The width of the primary surface for other than utility visual and non -precision instru- ment runways having minimums greater than %-statute mile is 500 feet. The width of the primary surface serving other than utility runways having minimums of %-statute mile or lower is 1,000 feet. Based upon these criteria and building height, the BRL or obstructions to the BRL can be determined. Each alternative discussed below includes the primary surface, which is centered longitudinally along the runway and extends 200 feet beyond each end of the runway for specially prepared hard surface run- ways. The transitional surface elevates out from the edge of the primary surface at a ratio of one vertical foot per each seven horizontal feet. DUBUQUE Now REGIONAL AIRPORT Each alternative to follow depicts the BRL associated with each development scenario. Each BRL depicted is located at a separation from runway centerline based upon instrument approach capabilities and the selected allowable structure height. It should be noted that it is typical for existing building obstructions to the BRL to be mitigated by equipping the building with red obstruction lighting. Moreover, any trees obstructing the primary or transitional surface must be cleared, topped, or trimmed to fully comply with 14 CFR Part 77. AIRSIDE ALTERNATIVES Four airfield alternatives have been prepared to address the issues outlined above. The details of each alternative are described below, along with the alternatives' associated advantages and disadvantages. AIRSIDE ALTERNATIVE 1 Depicted on Exhibit 4B, Airside Alternative 1 involves minimal changes to the existing taxiway system, while still correcting the non-standard conditions on the airfield. The alternative includes a southerly extension to Runway 18-36 as well as changes to the taxiway geometry. Discussion with airport staff also included the addition of a solar array, as well as relocating the electrical vault. These proposed locations, developed by Foth Engineering, are also included on the exhibit, as well as the other airside alternative exhibits to follow. It should be noted that the site for the relocated electrical vault is within the 1,000- foot VOR critical area and is pending airspace analysis and approval. Runway 18-36 extension I In this alternative, the Runway 36 end is extended by 900 feet to the south, bringing the total runway length to 7,227 feet. At this length, the ERJ 175 would be able to takeoff at 90 percent payload during the hottest summer periods, while a Boeing 737-800 could takeoff at 80 percent payload. This extension would shift the RPZ to Skyline Road but would not impact the roadway. Approx- imately 31.6 acres would need to be acquired to control the shifted RPZ, and the MALSR would need to be shifted accordingly. Vegetation obstructing the RSA and ROFA would need to be cleared, and the RSA graded. Taxiway Improvements I A number of taxiway improvements are considered with this alternative, in- cluding corrections to non-standard acute -angled connections between Taxiway A and Runway 13-31. In addition, exits and extensions are planned to some of the taxiways to increase safety and efficiency, and the 35-foot portion of Taxiway D is widened to 50 feet to meet ultimate TDG 3 standards. As detailed on the exhibit, under this alternative, Taxiway A remains the partial parallel to Runway 13- 31, with extensions on either end to correct non-standard conditions. A significant project would include a redesigned Taxiway A, which connects with Runways 13 and 18 at standard right angles as recom- mended by the FAA. The connection to Runway 18 would require the existing service road to be rerouted to accommodate the new taxiway pavement. At the Runway 31 end, right-angle connections are planned DUBUQUE REGIONAL AIRPORT for Taxiways A and B as well, correcting the non-standard condition that currently exists. Additionally, this correction would allow for the inclusion of holdlines parallel with the runway, which is standard. It should be noted that correcting acute -angled Taxiway A at the Runway 31 end will require the perimeter service road to be rerouted slightly. New taxiway exits are planned to replace the portions of Taxiways C and D that connect Taxiway A to Runway 13-31. In their current location, these taxiways create a couple of notable non-standard condi- tions, including direct access linking the GA apron to Runway 13-31 and creating hot spots by allowing runway crossings in the high-energy portion of the runway. Under this alternative, the existing Taxiway C and D pavements would be removed, and new taxiway exits would be constructed approximately 160 feet to the north of existing Taxiway D and approximately 120 feet to the south of existing Taxiway C. The new taxiway exits would eliminate direct access between the apron and the runway and resolve the hot spots that are created by the current configuration. A taxiway extension is planned for Taxiway H, located east of the terminal. The extension of Taxiway H to the southeast serving the Runway 31 threshold would improve efficiency for commercial aircraft uti- lizing Runway 13-31 for takeoff or landing, as well as eliminate the need for aircraft to cross the active Runway 13-31 when departing from the terminal in north flow operations. A stub connecting the ex- tended Taxiway H with Runway 13-31, which would serve as a bypass taxiway, is also planned. A second taxiway extension is planned for Taxiway C on the southwest side of the airfield to match the 900-foot southerly extension to Runway 18-36. Approach lighting I Airside Alternative 1 proposes the addition of Runway End Identifier Lights (REILs) on Runway 18. REILs are flashing lights located at the runway threshold end that facilitate rapid identifi- cation of the runway end at night and during poor visibility conditions. REILs provide pilots with the ability to identify the runway threshold and distinguish the runway end lighting from other lighting on the airport and in the approach areas. The FAA indicates that REILs should be considered for all lighted runway ends not planned for a more sophisticated approach lighting system. Runway 18 does not cur- rently have any approach lighting system in place; therefore, this alternative considers the installation of REILs. Conclusion I While Airside Alternative 1 corrects the non-standard conditions on the airfield, the runway is only extended to 7,227 feet, and not the 7,500 feet that is included on the current ALP. While this length can accommodate all aircraft that utilize the airport, some of the larger commercial aircraft will not be able to operate fully loaded during hot summer months. This extension would require the airport to acquire approximately 31.6 acres of unowned property to maintain control of the relocated RPZ as- sociated with the runway extension. The taxiway geometry has been improved upon with the addition of right-angle connections and the elimination of direct access between the GA apron and Runway 13- 31, as well as the crossing of Runway 13-31 in the high-energy area. A southeastern extension to Taxiway H also increases safety and efficiency for aircraft traveling between the terminal and runways. The addi- tion of REILs has also been proposed for Runway 18 as no approach lighting system is currently in place. __X_ ort Master Plan --- Airport Property Line —__— Existing Easements p Taxiway Designation Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Object Free Zone (ROFZ) Runway Protection Zone (RPZ) Runway Visibility Zone (RVZ) — Precision Obstacle Free Zone (POFZ) — Ultimate Pavement ii Pavement to be Removed • _ • • • _ - ,,+ Uncontrolled RPZ • • _ • • • �'', �.' 1 Proposed Solar Arrays Runway High Energy Area 0 RUNWAY DESIGN CODE � . Runway 18-36: RDC C-II-2400 �� 0 Ultimate Runway 18-36: RDC C-III-2400 Runway 13-31: RDC C-II-2400 3/4 mile approach RPZ f C ifi • A • t �+` A � 3�31 / � � J • REILs w F Relocated electrical vault A vi i � -- R4 Remove/Relocate Dortion of Merlin Ln n wa , ` 7 c ' ate c 9007runway extension Clear Grade RSA; Clear ROFA MALSR 1/2 He approach RPZ Alternatives I Draft Final 4-13 Exhibit 4B AIRSIDE ALTERNATIVE 1 This page intentionally left blank "DUBUQUE _ REGIONAL AIRPORT AIRSIDE ALTERNATIVE 2 Airside Alternative 2 is depicted on Exhibit 4C. This alternative builds on the plan put forth in Airside Alternative 1 but includes an extension of Runway 18-36 to 7,500 feet, as well as additional taxiway pavement. Like the first alternative, the non-standard conditions are corrected under this scenario, and airfield safety and efficiency are improved. This alternative also explores a lower approach minimum for Runway 18. Runway 18-36 extension I Airside Alternative 2 involves a southerly extension of Runway 18-36 by 1,173 feet, bringing the total runway length to 7,500 feet, as shown on the current ALP. This extension would allow for both the ERJ 175 to operate at greater than 90 percent useful load and the Boeing 737-800 to operate at greater than 80 percent useful load. Like the first scenario, the MALSR would need to be shifted to accommodate the runway extension, and the RPZ would shift as well. Unlike Alternative 1, however, under this scenario, the RPZ would extend over Skyline Road, which could need to be rerouted outside the RPZ. Approximately 40.8 acres would need to be acquired under this alternative. This runway extension would also impact Merlin Lane, and a portion of this roadway would need to be removed, modified, and/or relocated. At the Runway 36 end, the RSA would need to be cleared of vegetation and graded, and the ROFA would also need to be cleared. Taxiway improvements I Several taxiway improvements are planned with this alternative. Most notable is the addition of a new partial parallel taxiway west of existing Taxiway A. This new taxiway would ex- tend from the Runway 31 end to just past the apron pavement associated with the northernmost hang- ars on the airfield, before it jogs northeast and creates a right angle to connect with the Runway 18 end. Like the previous alternative, this would require the airport service road to be rerouted around the new taxiway, with a separation of 93 feet to meet ADG III design standards. The proposed location would provide approximately 480 feet of runway to taxiway separation, centerline to centerline, which meets standards for existing/ultimate C-II conditions. Exits would be added in three locations, as shown on the exhibit, and portions of the existing Taxiway C and D pavement would be removed east of the new taxi- way. This would resolve the direct access issue that currently exists between the main aircraft apron and Runway 13-31. Additionally, existing Taxiway A would be extended by approximately 200 feet to the southeast to pro- vide a second access point to the University of Dubuque (UD) apron. New taxiway pavement would also be constructed at the Runway 31 end to create a standard right-angle turn and eliminate the line -of - sight issues that pilots may experience under the existing condition. This correction would also allow for the inclusion of standard parallel holdlines. Airside Alternative 2 shows a longer extension to Taxiway H as well. Like the first scenario, Taxiway H is extended to the southeast to provide easier access from the terminal to the Runway 31 end, but the second extension to the northwest is shown in this plan. This extension provides for an additional exit for pilots landing on Runway 36 and allows them to taxi to the terminal without having to cross Runway 13-31 to return to the commercial terminal apron. A stub connecting this extension with Runway 13-31 is also planned, as is the removal of the portions of Taxiway C and D pavement between Runway 13-31 and proposed Taxiway H. DUBUQUE REGIONAL AIRPORT A second taxiway extension is planned for Taxiway C on the southwest side of the airfield to match the 1,173-foot southerly extension to Runway 18-36, and the 35-foot-wide portion of Taxiway D is widened to 50 feet to meet ultimate TDG 3 standards. Lower approach minimums I Airside Alternative 2 also considers lower approach minimums for Runway 18, down to % mile from the 4 mile instrument approach that is currently available. Lowering the mini- mum to % mile increases the size of the RPZ, as shown on the exhibit, pushing it beyond airport bound- aries. If the FAA were to support the establishment of a % mile instrument approach, the airport would also need to acquire an additional 4.6 acres of property to control the enlarged RPZ and a MALSR would need to be installed. Conclusion I This alternative meets the goals of correcting non-standard conditions and extending the primary runway to 7,500 feet as is currently shown on the ALP. This extension is necessary to fully accom- modate most of the aircraft that operate at the airport with 80 to 90 percent payloads during hot periods; however, the extension would result in greater investments, including the need to acquire more property, a potential rerouting of Skyline Road outside the shifted RPZ, and modification to a portion of Merlin Lane. At the Runway 18 end, a % mile instrument approach has been considered. This would increase the dimen- sions of the associated RPZ, extending it beyond airport property lines. The airport would need to seek approval from the FAA and acquire the additional acreage before establishing the lower minimum. Significant changes have been proposed to the taxiway system under this alternative, most notably the addition of a new parallel Taxiway A west of existing Taxiway A, as well as an extension on either side of existing Taxiway H. AIRSIDE ALTERNATIVE 3 A third airside alternative, depicted on Exhibit 4D, considers an extension on both ends of Runway 18- 36, resulting in an ultimate length of 7,500 feet. This alternative also plans for significant taxiway restruc- turing and additions, including the construction of new partial parallel taxiways for both runways. Lower approach minimums down to % mile are also considered for Runways 13 and 18. The non-standard ge- ometric conditions on the airfield would also be corrected. Runway 18-36 extension I Airside Alternative 3 plans for an 1,173-foot extension to primary Runway 18-36, with 900 feet being added to the Runway 36 end and 273 feet added to the Runway 18 end. This would bring the total runway length to 7,500 feet, which would accommodate an ERJ 175 at more than 90 percent useful load and a Boeing 737-800 at more than 80 percent useful load. Like the previous alternatives, this extension would result in a need for the MALSR at the Runway 36 end to be relocated, as well as RPZ shifts for both ends of the runway. The RSA would need to be cleared and graded, and the ROFA cleared. Approximately 1.3 acres of property at the Runway 18 end would need to be acquired to control the shifted 4-mile approach RPZ, while acquisition of 31.6 acres would be necessary at the Run- way 36 end. There would be no impact to Skyline Road under this alternative; however, Merlin Lane would need to be modified due to the southerly extension. Earthwork, including grading, filling, and drainage, would be necessary at the Runway 18 end to eliminate obstructions within the RSA and ROFA. •t Property 0 1,000 ` SCALE IN FEET 1/2 mile approach RPZ + i Aerial Photo: MTZ Geospatial RUNWAY DESIGN CODE (RDC) RunwayUltimate • RDC 1 1 A Reroute service road _ a � _ Relocate windcones A outside of ROFA• i s C 1/2 mile approach RPZ Reroute service road `� " D / � G A MALSR • �v i F 4.6 Acres , ° Relocated electrical vault A 3/4 mile approach RPZ ohwa \'��,,, Remove/Relocate portion of Merlin Ln 78,4 mate ' ,is C C _ i' 1,173'runway extension �� :� �: r• ck/iq�n Clear Grade RSA; Clear ROFA �.-•-+11" � M A LS R 1/2 mile approach RPZ Possible reroute 4„ of Skyline Rd Alternatives I Draft Final 4-17 Exhibit 4C AIRSIDE ALTERNATIVE 2 This page intentionally left blank �© Taxiway Holdline Details Taxiway SCALE IN FEET ,� ,., ++ °,- Holdllnes Aerial Photo: MTZ Geospatial 1 /2 mile approach RPZ Holdlines r" RUNWAY DESIGN CODE (RDQ • • •, 400 Ultimate • • RDC 1 Runway 13-31: .D-00 11 261 S . • ` A �! Reroute service road �` P / Relocate windcones A outside of ROFA ot< i A /' /' �, 250' MALSR with 1/2 mile 3/4 mile 1/2 mi approach approach RPZ c pp approach RPZ H Reroute service road ° uti G b � .°, —9 Acres . A 1�`3� r: Possible reroute of ; U.S.151 with �° E 1/2 mi approach •� • " \ r ° Relocated electrical vault —1.3 Acres 273'runway extension A • R4h Remove/Relocate portion of Merl' 21111,11, '' REILs with _ �.. 3/4 mi approach " ' ._ �, •. —23.3 Acres —31.6 Acres •- 900'runway extension � :�'•• MALSR with Incompatibilities within cn Clear Grade RSA; 1/2 mi approach 1/2 mi approach RPZ Clear ROFA MALSR 1/2 mile approach RPZ .a' I Alternatives Draft Final 4-19 Exhibit 4D AIRSIDE ALTERNATIVE 3I This page intentionally left blank VDuBUQUE REGIONAL AIRPORT Taxiway improvements I As mentioned, this alternative provides for the most significant changes to the existing taxiway system, including the addition of partial parallel taxiways serving both runways. A new taxiway would be constructed east of Runway 13-31 that extends from the 31 end to just past the apron pavement associated with the northernmost hangars, before it jogs northeast to connect at a right angle to the Runway 18 end. The service road would be rerouted around the new taxiway. The proposed loca- tion of this new taxiway would provide approximately 480 feet of separation with Runway 13-31, cen- terline to centerline, which meets standards for existing/ultimate C-II conditions. Some of the pavement associated with existing Taxiway A would be removed, as detailed on the exhibit, and exits would be added to connect the new taxiway on the east side with existing Taxiway A. This new taxiway would also connect at right angles at the Runway 31 end and existing Taxiway B, and the acute -angled pavement removed, bringing the connections to standard, and allowing for parallel holdlines. At the Runway 13 end where existing Taxiway A connects at an acute angle, a new right-angle connection is planned, which would require the perimeter service road to be rerouted slightly. As in the previous alternative, an extension is planned for existing Taxiway H to both the northwest and southeast. The southeast extension would connect to the Runway 31 end, providing improved access to and from the terminal building, while the northwest extension would cross existing Taxiway D and then jog to the west to connect with Runway 18-36. This extension would provide for an additional exit for aircraft landing on Runway 36, as well as more direct access to the terminal building. Existing Taxiway C, where it runs parallel to Runway 18-36, would also be extended to both the northeast and southwest. The southwest extension would allow a right-angle connection with the Runway 36 end, while the northeast extension would traverse existing Taxiway D and then jog to the east to connect with the proposed Taxiway H extension. As stated in the Alternative 2 section, this extension would allow aircraft arriving on Runway 36 to exit the runway at existing Taxiway D and then taxi directly to the terminal without having to cross Runway 13-31. On the west side of Runway 18-36, a new partial parallel taxiway is proposed extending north from the proposed Runway 36 end to the intersection of the two runways. At this point, the proposed taxiway turns to the northwest to avoid the PAPI associated with Runway 13 and to connect with the Runway 13 end at a right angle. Approximately 480 feet of separation would exist between the Runway 18-36 cen- terline and the proposed taxiway's centerline. Two exits are also planned, connecting the new taxiway with Runway 18-36. New taxiway pavement is also planned between the Runway 13 and 18 ends, with the existing connection planned for removal. Parallel holdlines would be added with 250-foot separation for Runway 13 and a 261-foot separation for Runway 18, meeting FAA standard. Additionally, the 35-foot portion of Taxiway D is widened to 50 feet to meet ultimate TDG 3 standards, and taxiway nomenclature would be updated as well, in line with FAA's Engineering Brief 89, Taxiway Nomenclature Convention. Approach minimums I Airside Alternative 3 also depicts the RPZs associated with % mile and % mile instrument approaches to Runway 18. With the 273-foot northerly extension to the runway, the % mile approach RPZ extends slightly beyond current airport boundaries, resulting in a need for the airport to VDuBUQUE REGIONAL AIRPORT acquire approximately 1.3 acres of property. Establishing a %-mile minimum with the proposed runway extension shifts the RPZ over U.S. Highway 151, which is an incompatible land use within the RPZ. To achieve the % mile instrument approach with the 273-foot extension to Runway 18, U.S. Highway 151 would need to be rerouted outside the RPZ and approximately 10.3 additional acres of property ac- quired. Additionally, a MALSR would need to be installed for the FAA to consider lowering the approach to % mile, which would require more clearing, grading, and fill before installation of the system. A % mile instrument approach has also been evaluated for Runway 13. Lowering the approach to % mile would expand the RPZ dimensions, as shown in the exhibit, extending it over a residence and associated agricultural buildings. These uses are incompatible within the RPZ and the approximately 23.3-acre prop- erty, which the airport currently owns in easement, would need to be acquired in full at fair market value. In addition to this, the existing MAILS would need to be upgraded to a MALSR for the FAA to con- sider lowering the approach minimum. Approach lighting I As considered in Airside Alternative 1, the addition of REILs should be planned for the Runway 18 end with the existing %-mile minimum approach in place. If %-mile approach minimums are planned for the Runway 18 or Runway 13 ends, MALSRs would need to be installed, as mentioned. Conclusion I Airside Alternative 3 considers the most extensive changes to the airfield, with an extension at both ends of Runway 18-36, as well as the addition of two partial -parallel taxiways supporting the runways. Other portions of the taxiway system have been expanded upon as well, and non-standard conditions corrected. Lower approach minimums have also been considered. Under this alternative, ap- proximately 31.6 acres would need to be purchased to extend the Runway 36 end to the south and an additional 1.3 acres at the Runway 18 end for the northerly extension. If lower approach minimums are implemented on either Runway 18 or 13, additional land would need to be acquired. Skyline Road would not be impacted by the 900-foot southerly extension and RPZ shift; however, Merlin Lane would require modification. U.S. Highway 151 would require rerouting if a % mile approach minimum is implemented on the extended Runway 18 end. AIRSIDE ALTERNATIVE A final airside alternative is detailed on Exhibit 4E. This alternative evaluates a southerly extension to Runway 18-36, bringing the total runway length to 7,500 feet. However, under this option, declared distances are implemented to avoid impacts to Skyline Road. The taxiway system is also expanded upon and a lower approach minimum is considered for Runway 18. Runway 18-36 extension I Airside Alternative 4 considers an extension of 1,173 feet to the Runway 36 end, resulting in an ultimate length of 7,500 feet. This extension would impact Merlin Lane, a portion of which would need to be removed or relocated, as well as the existing placement of the MALSR, which would need to be shifted. The RSA would need to be cleared of vegetation and graded, and the ROFA cleared as well. The associated RPZ would also shift to the south, encompassing Skyline Road, an incom- patible use within the RPZ. However, instead of rerouting this public roadway outside the RPZ, Alterna- tive 4 implements a 250-foot displaced threshold and declared distances to mitigate this conflict. 1/2 mile approach RPZ �4.6 Acres, MALSR 3/4 mile approach RPZ ' ,i r f fr' • r'� . DECLARED DISTANCES Runway 18 I 36 • • � 11 11 • �' 11 11 �� 11 <p 0 1,000 SCALE IN FEET Aerial Photo: MTZ Geospatial 1/2 mile approach RPZ w 11 Reroute service road Relocate windcones A !` outside of ROFA B y !* A i' Reroute service road .. . ....t /H G i • ° �/ / • • • Relocated electrical vault R4h 1 Remove/Relocate portion of Merlin Ln R'aY 78/36 (6,3�', F e C 1/2 mile approach RPZ f/ j\. , , 31.6 Acre ,. MALSR 1 1,173'runway extension • • • • Clear Grade RSA; t Clear ROFA Alternatives I Draft Final 4-23 Exhibit 4E AIRSIDE ALTERNATIVE 4 This page intentionally left blank VDuBUQUE REGIONAL AIRPORT Declared distances are used to define the effective runway length for landing and takeoff when a stand- ard safety area cannot be achieved. The declared distances include: • Takeoff Run Available (TORA) — the runway length declared available and suitable for the ground run of an aircraft taking off (factors in the positioning of the departure RPZ); • Takeoff Distance Available (TODA) —the TORA plus the length of any remaining runway or clear- way beyond the far end of the TORA; the full length of the TODA may need to be reduced because of obstacles in the departure area; • Accelerate -Stop Distance Available (ASDA) — the runway plus stopway length declared available and suitable for the acceleration and deceleration of an aircraft aborting a takeoff (factors in the length of RSA/ROFA beyond the runway end); • Landing Distance Available (LDA) —the runway length declared available and suitable for landing an aircraft (factors in the length of RSA/ROFA beyond the runway end and the positioning of the approach RPZ). Exhibit 4E illustrates the use of declared distances to mitigate the incompatible use in the RPZ. With a 250-foot displaced threshold, the full length of Runway 18 (7,500 feet) is usable for both takeoff and landing, while the TORA, TODA, and ASDA for Runway 36 are also at 7,500 feet. However, the LDA on Runway 36 is reduced to 7,250 feet due to the displaced threshold. At this length, an ERJ 175 using Runway 36 can still operate at greater than 90 percent payload, while a Boeing 737-800 can operate at more than 80 percent useful load. Taxiway improvements I Airside Alternative 4 considers many of the same taxiway improvements as pre- vious exhibits, including the addition of a partial parallel taxiway between existing Taxiway A and Runway 13-31. Non-standard connections are also corrected at the Runway 18, 13, and 31 ends, which enables the use of parallel holdlines as well. Like previous alternatives, a portion of the airport service road would need to be rerouted around the new taxiway pavement. Taxiway H is also extended on either side to connect with Runway 31 and provide an additional exit for pilots landing on Runway 36. Taxiway D is widened to 50 feet, and an extension of Taxiway C is planned to align with the extended Runway 18-36. Approach minimums I Like Airside Alternative 2, a %-mile approach minimum is considered for Runway 18, which would require the installation of a MALSR. The RPZ would shift as well, resulting in a need for the airport to acquire approximately 4.6 acres; however, there would be no impacts to public roadways or other incompatibilities introduced. Conclusion I Airside Alternative 4 offers a solution to extend Runway 18-36 to 7,500 feet, while not impacting Skyline Road through the use of a 250-foot displaced threshold and declared distances. Under this alternative, the full runway length would be usable under most conditions, with the exception being landing on Runway 36. The RPZ associated with Runway 18 does extend beyond current airport property and would necessitate the purchase of approximately 31.6 acres, but Skyline Road is not impacted. The taxiway system is also expanded upon and improved, with all non-standard conditions being corrected. Without an extension to the Runway 18 end, a % mile approach minimum could also be achieved without impacting U.S. 151; however, the airport would need to acquire approximately 4.6 acres to maintain control of the enlarged RPZ. DUBUQUE REGIONAL AIRPORT LANDSIDE PLANNING CONSIDERATIONS Landside development alternatives include consideration of the general aviation services and support areas, as well as potential revenue enhancement opportunities. Landside considerations for DBQ are listed below: • Terminal improvements and expansion, including more paved parking • Identify locations for hangar and apron development • Non -aviation use develooment for revenue enhancement For non -aviation related developments on airport property, it is important to note that the FAA typically requires airports to receive approval through a land -use release to lease airport -owned land for non - aviation related purposes. The FAA stipulates that all land with reasonable airside access should be used or reserved for aviation purposes. Those areas on the airport not readily linked to the airfield can be considered favorably in a land -use release. In some cases, the FAA will be hesitant to release land use if the airport has limited development areas near the airfield system. The alternatives to follow focus on maximizing the development potential of existing airport property, but also consider growth potential beyond the existing property boundary. Each alternative meets FAA design standards and satisfies long-term horizon facility demand identified in the previous chapter. The landside element of the recommended master plan concept, to be presented in the next chapter, may be one of these alternatives or, more likely, a combination of elements from each of them. TERMINAL AREA As outlined in the facility requirements chapter, the existing terminal building, with a gross building area of 32,315 square feet (sf), is adequately sized for the current and future level of enplanements. Although the total building size is adequate over the planning period, some of the specific areas within the termi- nal are already undersized for current demand. Should enplanement levels increase over time, various functional areas will experience a greater decrease in level of service (LOS) (i.e., overcrowding and in- creased passenger processing times). The specific functional areas that are at greatest risk for decreased LOS are detailed below, along with options for sourcing additional space from other areas within the terminal, if necessary. Ticket Counters/Lobby — The ticket counters/lobby area is adequately sized to meet the long- term planning horizon. However, an additional kiosk is recommended in the short and interme- diate terms, with another planned for the long term, bringing the total to four kiosks by the end of the planning period. DUBUQUE REGIONAL AIRPORT • Security —The security queuing area will be undersized by approximately 290 sf by the longterm. The station area and TSA office space provide 350 and 480 sf, respectively, of additional space that could be utilized to expand the queuing area. Other security elements that are projected to be needed by 2039 include an explosive detection system (EDS) and an additional walk-thru metal detector, whole body imager, and baggage x-ray machine. Concourse/Holdroom — The concourse adjacent to the holdroom is currently undersized by ap- proximately 1,050 sf. The holdroom, while adequately sized over the planning period, may still experience capacity issues at certain periods (i.e., overlapping flight times, delays, etc.). It should be noted that there are currently approximately 102 seats available in the holdroom. With a de- sign hour enplanement level of 183 passengers, which is the current seat capacity of the Boeing 737-800 that is utilized by Sun Country, the airport should plan for additional seating within the hold room. Proposed solutions to address the potential for seating shortages during peak periods will be explored in the next section. Additional space to expand the concourse and holdroom could potentially be sourced from the greeting lobby/circulation area, which has 1,220 sf of space available for other uses. Arrivals Processing — Two areas withing the arrivals processing area were identified for expan- sion: the baggage claim circulation area and the baggage service office. Currently, dedicated of- fice space for baggage service personnel does not exist. If needed in the future, this area (220 sf) could be sourced from the inbound baggage area, which has approximately 800 sf of space that could be utilized for other purposes. An expansion of 1,150 sf is projected to be needed for the baggage claim circulation area by the long term. This space could also be sourced from the in- bound baggage area, as well as the greeting lobby. • Other Public Spaces — As mentioned, at 7,840 sf, the greeting lobby/circulation is oversized by approximately 1,220 sf. Likewise, the food/beverage area, which currently encompasses 1,553 sf, has a surplus of space that could be divided for other functional uses. By the long-term plan- ning horizon, it is estimated there will be shortages in restroom facilities, rental car queuing area, and rental car counter frontage. In the event that functional space is reconfigured to accommo- date these areas, the addition of a gift shop should also be considered during the planning pro- cess. The terminal currently has three gates, which should be adequate to meet the long-term enplanement level. The terminal alternatives to follow will consider expansion potential beyond the need identified in the previous chapter so that airport decisionmakers can plan for such projects if demand should mate- rialize sooner than anticipated. Other terminal area support facilities, located adjacent to the terminal building, include the 18,500 square yard (sy) terminal apron, a public parking lot providing 420 spaces (including unpaved overflow parking), an employee parking lot providing 25 spaces, a rental car ready/return lot providing 22 spaces, and a multi -use lot providing 60 spaces that is located adjacent to the rental car lot. The terminal apron Z DUBUQUE REGIONAL AIRPORT is adequately sized to meet future demand at DBQ, as no additional gates are projected to be needed by the long-term planning period. Even as Envoy transitions to the ERJ 175 aircraft, which is slightly longer than the ERJ 145 and has a larger wingspan, the current apron area can accommodate this larger aircraft at its current size now and into the future, as shown on Exhibit 4F. The airport has also indicated a need for the addition of a car wash facility to support rental car services in the terminal. This has been included in the terminal area alternatives to follow. Terminal Area Alternative 1 1 The first terminal area alternative includes a 2,400-sf expansion to the north wall of the existing holdroom area. While this would decrease the available apron, it would still be adequate to have both an ERJ 175 and a Boeing 737-800 parked simultaneously while maintaining proper wingtip clearance. The exhibit depicts a second jet bridge being added to further illustrate this. The building expansion would occur in the holdroom area, allowing the airport to utilize the additional space within that functional area only or even to reconfigure other areas to make use of the additional space. For example, the concourse circulation and security areas could be expanded upon by taking space that is currently being used as holdroom area. This expansion would also allow for the addition of more seat- ing in the holdroom to accommodate passengers during peak periods. Terminal Area Alternative 1 also includes the addition of a car wash facility to the north of the multi -use lot, as well as increased vehicle parking. The existing gravel lots would be paved, and new gravel lots added for overflow parking, as depicted on Exhibit 4F. Terminal Area Alternative 2 1 Terminal Area Alternative 2 considers a 2,800-sf expansion to the terminal facility. Under this scenario, which is also depicted on Exhibit 4F, the expansion would jut out onto the apron as an elevated pier, with a second, shorterjet bridge added at building height. With this additional space, the airport could then configure the functional areas within the facility to ensure that each space is enough to accommodate future growth in enplanements and airport users. Like the first alternative, Terminal Area Alternative 2 also includes an expansion of paved parking areas in the long-term and em- ployee parking lots and the addition of new gravel lots. A car wash facility is also depicted west of the multi -use lot for use by the rental car agencies located in the terminal. GENERAL AVIATION FACILITIES The core existing general aviation (GA) facilities at DBQ are located on the northeast side of the airfield and are served by existing Taxiway A. Facilities consist of the fixed base operator (FBO), the City -owned and operated Dubuque Jet Center, as well as two specialized aviation service providers (SASO), several hangars, and some non -aviation tenants, which are detailed in Chapter One. The previous chapter iden- tified the need for additional aircraft storage in the form of T-hangars and conventional hangars, as well as office/maintenance needs. Commercial GA activities are essential to providing the necessary services on an airport. This includes privately owned businesses involved with, but not limited to, aircraft rental and flight training, aircraft charters, aircraft maintenance, line service, and aircraft fueling. These types of operations are commonly DUBUQUE REGIONAL AIRPORT DUBUQUE REGIONAL AIRPORT referred to as FBOs or SASOs. The facilities associated with businesses such as these include large con- ventional type hangars that hold several aircraft. High -activity levels often characterize these operations with a need for apron space for the storage and circulation of aircraft. These facilities are best placed along ample apron frontage with good visibility from the runway system for transient aircraft. Utility services are needed for these types of facilities, as well as vehicle parking areas. Aircraft hangars used for the storage of smaller aircraft primarily involve T-hangars or linear box hangars. Since storage hangars often have lower levels of activity, these types of facilities can be located away from the primary apron areas in more remote locations of the airport. Limited utility services are needed for these areas. Other types of hangar development can include executive or conventional hangars for accommodating either one larger aircraft or multiple smaller aircraft. Typically, these types of hangars are used by cor- porations with company -owned aircraft or by an individual or group of individuals with multiple aircraft. These hangar areas typically require all utilities and segregated roadway access. Currently, there is approximately 143,600 sf of hangar space (including maintenance area) provided on the airport, made up of a combination of the hangar types previously discussed. In the previous chapter, a need for approximately 140,600 sf of additional aircraft storage space was identified to meet projected long-term demand, with most concentrated in conventional/executive hangar spaces. Existing GA apron space totals 47,000 sy. It was determined that additional GA apron space is not needed at DBQ; however, there is a need for more aircraft parking spaces on the available apron space. Moreover, individual uses of the apron dictate higher or lower parking needs. As an example, the University of Dubuque is a high - volume user of apron parking spaces, while most private aircraft owners are not. The various landside alternatives to follow consider new GA facilities and associated apron in various locations around the airfield, as well as potential sites for non -aviation revenue development. Northeast Landside Alternatives I Two alternatives have been developed for the northeast side of the airfield and are depicted on Exhibit 4G. These development options expand the existing apron to the north with the inclusion of additional aircraft storage facilities and apron area. Five conventional hangars are also included in the central portion of the GA area; these hangars combined total approximately 67,000 sf and are depicted on the current ALP. Under Northeast Landside Alternative 1, the apron is expanded to the north and an eight -unit T-hangar is added. The six -unit T-hangar that is currently situ- ated at the north end of the existing pavement is proposed to be expanded to eight units. Northeast Landside Alternative 2 proposes the addition of three 50-foot by 50-foot conventional hangars with apron fronting Taxiway A. Both alternatives would require the perimeter service road to be rerouted around the new pavement area, which would require grading, fill, and tree removal. Southeast Landside Alternative I The southeast side of airport property has also been examined for development potential, as depicted on Exhibit 4H. The UD flight school and its associated apron are located west of Airport Road, and more development related to this facility has already been planned. This development consists of an expansion to the facility, as well as the addition of six conventional hangars and vehicle parking areas. The area east of Airport Road has a designated land use of airport Mort Master Plan NORTHEAST LANDSIDE ALTERNATIVE 1" E- Expand existing Conventional Hangars 85'x 155' Conventional Hangar Perimeter T-hangar to 8-unit - 85'x 85' d reroute \ \ \ \ 8-unit nested T-hangars A \ \ \ 0 300 \ ` D \ CAL N FEET Aeria to: M, I \\\ ALTERNATIVE 1 NORTHEAST VIEW Conventional Hangar _ - 140' x 100' ALTERNATIVE 1 AND 2 NORTHWEST VIEW '�--_ ,.. I Conventional Hangar 130' x 100' NORTHEAST LANDSIDE ALTERNATIVE 2 R'. Conventional Hangars ' 85'x 155' -- Conventional Hangar 85'x 85' Perimeter ,�• t road reroute ALTERNATIVE 2 NORTHEAST VIEW - Conventional Hangar - Y 1 140' x 100' onv C entional Hangars Conventional Hangars 4 130'x 100, 50' x 50' ` D Alternatives I Draft Final 4-31 LEGEND Exhibit 4G NORTHEAST LANDSIDE ALTERNATIVES This page intentionally left blank DUBUQUE REGIONAL AIRPORT j Non -aviation development- i 35'Building Restriction Line (BRL) -- �r� r -w ..y DUBUQUE REGIONAL AIRPORT commercial district on the current ALP. Some commercial development already exists in this area, but there are approximately 19 acres of undeveloped property remaining. The exhibit illustrates an option for dividing this area into smaller parcels that could be used for non -aviation revenue development. South Central Landside Alternatives I Exhibit 4J depicts potential development in the area to the west and south of the terminal building. Alternative 1 shows the addition of a GA development southwest of the terminal featuring T-hangars and conventional hangars, along with a vehicle parking lot. An access road with a gated entrance would connect this development with Merlin Lane to the south. Alternative 2 depicts a second development option farther south. Like the first alternative, this apron includes space for more hangars as well as marked aircraft parking positions. An access road and vehicle parking lot connect this area to Merlin Lane. East of this development are areas already designated for non -aviation use and open space, as shown on the exhibit. A third alternative shows the development potential immediately west of the terminal and commercial apron. This option would require the addition of new taxiway pavement extending northwest from ex- isting Taxiway F, then turning west to connect to new pavement extending from Taxiway C. The portion of Taxiway C that currently exists between Taxiways E and F would be incorporated into new apron area or removed. New taxiway exits would be added connecting the new apron to Taxiway C where it runs parallel to Runway 18-36. The development would include the potential for conventional hangars as well as two vehicle parking areas. Under this scenario, the electrical vault, which has been proposed for relo- cation to the area identified on the exhibit, could remain; however, the automated surface observation system (ASOS) would require relocation. Potential sites for the ASOS will be explored in the next chapter should the airport move forward with development plans in this area. West Landside Alternatives I The west side of the airfield contains more potentially developable area, both within and outside current airport property boundaries, as shown on Exhibit 4K. The first two al- ternatives propose development upon existing airport property, while Alternatives 3 and 4 offer devel- opment options requiring the acquisition of additional property. West Landside Alternatives 1 and 2 propose the addition of apron area and associated GA development that is accessed via Jecklin Lane. Taxiway exits would connect the development to new taxiway pave- ment leading to Runway 13 (Alternative 1) or Runways 13 and 36 (Alternative 2). Under the first alter- native, five 10-unit T-hangars are proposed, along with marked aircraft parking spaces on the apron. The second alternative depicts 150-foot by 150-foot conventional hangars fronted by apron pavement. West Landside Alternative 3, shown on the back side of Exhibit 4K, details a development option that would include the acquisition of approximately 58 acres west of Runway 18-36. Under this alternative, development would occur along Jecklin Lane within current airport property boundaries, similar to Al- ternatives 1 and 2. However, the additional property would allow the airport to expand this development area to the south, as well to include a variety of aircraft storage hangars. DUBUQUE REGIONAL AIRPORT Runway Safety Area (RSA) Non -Aviation Revenue Development Proposed Solar Array DUBUQUE REGIONAL AIRPORT Taxiway Designation Runway Safety Area (RSA) Runway Object Free Area (ROFA) Runway Object Free Zone (ROFZ) Runway Visibility Zone (RVZ) Ultimate Pavement Pavement to be Removed Proposed Solar Arrays Ultimate Building Ultimate Roads/Parking 35'Building Restriction Line (BRL) 25'Building Restriction Line (BRL) Taxiway Object Free Area (TOFA) Non -aviation Development Open Area DUBUQUE REGIONAL AIRPORT This page intentionally left blank ort Master Plan WEST LANDSIDE ALTERNATIVE 1 - - -- - - - -- -- - — — Runway 18/36 (6,327' x 150') •-- ---- ------------------------- `- A / / 0 / . -LT-LT-LT-LT-LT-LT-LT-LT-LT . T-LT-LT-LT-LT-LT-LT-LT-LT-LT-LT Cont Iled Access Gate 10-unit nested T-hangars Jecklin Ln WEST LANDSIDE ALTERNATIVE 2 4,© 0 500 SCALE IN FEET Aerial Photo: MTZ Geospatial LEGEND Runway 18/36 (6,327' x 150' mmiw Tlr---- ---- - - - - - - - - - - - - - - - - - - - - - •------------------- - - - - -- - - - i A / Conventional Hangars / / / / 150'x150' -- --- --- --- --- --- --- --- --- --- --- / / Controlled Access Gate Alternatives I Draft Final Exhibit 4K WEST LANDSIDE ALTERNATIVES This page intentionally left blank )ort Master Plan JIF IN I ' 121 1XI IjjI ' REGIONALAIRPOR WEST LANDSIDE ALTERNATIVE 3 --- — — — — — ,--————————————— — — — --------------- — 10-unit nested Conventional Hangars T-hangars 130' x 120' 10-unit nested Acquire additional T-hangars —58 Acres Controlled �f Access Gate ... ... ... ... ... ... ... ... ... - Y LEGEND Airport Property Line Jecklin Ln WEST LANDSIDE ALTERNATIVE 4 l r Controlled ' Access Gate Alternatives I Draft Final —15.5 Acres 6.3 Acres —8.6 Acres —6.3 Acres —13.2 Acres 4-41 —13.2 Acres —8.6 Acres —8.6 Am IL r —6.3 Acres Acquire additional —111 Acres o soo SCALE IN FEET Aerial Photo: MTZ Geospatia Exhibit 4K (continued) WEST LANDSIDE ALTERNATIVES This page intentionally left blank DUBUQUE Now REGIONAL AIRPORT Like the previous alternative, West Landside Alternative 4 examines the acquisition of additional prop- erty for aviation development. However, under this scenario, a total of approximately 111 acres is ac- quired, with roughly half earmarked for non -aviation revenue development. As detailed on the exhibit, approximately 15.5 acres of existing airport property are available for development on this side of the airfield, with the proposed land acquisition parceled off into varying sizes. These parcels could be devel- oped however the airport deems suitable, with options ranging from aircraft storage hangars to a spe- cialty operator to industrial development. Jecklin Lane is proposed to be extended to the south to pro- vide access to the west side of the property, while a new roadway leading from Jecklin Lane would be constructed to allow access to the east side of the acquired property. ALTERNATIVES SUMMARY The process utilized in assessing airside, terminal, and general aviation development alternatives in- volves a detailed analysis of facility requirements, as well as future growth potential. Current airport design standards were considered at each stage of development. It is important to note that analysis presented in this chapter has been conducted from a standpoint that assumes the airport's commitment to funding future infrastructure development, and airside and land - side alternatives assume the realization of forecast demand presented in Chapter Two. Considering fore- cast future potential demand and assumed commitment to funding infrastructure development, alter- natives presented in this chapter consider options to develop individualized areas on the airport. On the airside, the major considerations involve extending Runway 18-36 to better meet the needs of larger turbine aircraft that currently utilize the runway and are forecast to utilize the runway more fre- quently over the 20-year planning period. Furthermore, the alternatives analysis considers the potential to generally improve the functionality and capacity of the taxiway system, including the correction of existing taxiway geometry issues. Lower approach minimums were also explored. On the landside, alternatives were presented to consider functional space increases in the commercial terminal building, expanded hangar development layouts, additional aircraft apron area, and the potential for non -aviation revenue development. All options for future hangar and apron development meet or ex- ceed the forecast 20-year need. After review by the Technical Advisory Committee (TAC), the City of Dubu- que, the Airport Commission, and the public, a recommended concept will be presented in the next chap- ter. In addition, a financial plan and environmental overview of the proposed plan will be developed. I � y A41_ - _ I CHAPTER 5 Recommended Development Concept rL- A La U B U QU 0V . #*, REGIONAL AIRPORT �—= Airport Master Ran I CHAPTER FIVE RECOMMENDED DEVELOPMENT CONCEPT The preparation of the Dubuque Regional Airport (DBQ) master plan has included tech- nical efforts in the previous chapters intended to establish the role of the airport, forecast potential aviation demand, establish airside and landside facility needs, and evaluate options for improving the airport to meet those facility needs. The planning process has included the development of draft working papers that have been presented to a Technical Advisory Committee (TAC), which is a group comprised of stakeholders/constituents with an investment or interest in the airport and sur- rounding area. These diverse groups have provided extremely valuable input into the master plan. Ad- ditionally, Public Information Workshops have been conducted as part of this planning process, providing the public an opportunity to be involved and educated about the study. The alternatives that outlined future growth and development scenarios in the previous chapter have been refined into a recommended development concept for the master plan, which is included for presentation in this chapter. Environmental conditions that need to be considered during development are also examined later in the chapter. DUBUQUE REGIONAL AIRPORT Airport Master Plan DUBUQUE . REGIONAL AIRPORT One of the objectives of the master plan is to allow decision makers the ability to either accelerate or slow development goals based on actual demand. If demand slows, development of the airport beyond routine safety and maintenance projects could be minimized. If aviation demand accelerates, development could be expedited. Any plan can account for limited development, but the lack of a plan for accelerated growth can sometimes be challenging. Therefore, to ensure flexibility in planning and development to respond to unforeseen needs, the master plan concept considers the full and balanced development potential for DBQ. MASTER PLAN CONCEPT DBQ is a vital aviation asset within the National Airspace System (NAS), as evidenced by the role that the Federal Aviation Administration (FAA) assigns it. The airport is classified by the Federal Aviation Admin- istration (FAA) as a nonhub primary commercial service airport within the National Plan of Integrated Airport Systems (NPIAS). NPIAS airports are considered important to the national aviation system and are eligible for development grant funding from the FAA. Nonhub primary commercial service airports like DBQ account for three percent of all enplanements but are also heavily used by general aviation (GA) aircraft. As previously detailed, DBQ experienced nearly 40,000 annual commercial service passenger enplanements and close to 60,000 total aircraft operations in 2019. The airport is also home to 78 based aircraft and a very active flight school through the University of Dubuque (UD). The Master Plan Concept, as shown on Exhibit 5A, presents the recommended configuration for DBQ, which preserves its role while meeting FAA design and safety standards to the extent practicable. It is important to note that the concept provides for anticipated facility needs over the next 20 years and establishes a vision and direction for facility needs beyond the 20-year planning horizon of this study. A phased capital program associated with implementing the recommended Master Plan Concept follows in Chapter Six. While the Master Plan Concept makes recommendations for the future of the airport, it is important to continue to obtain local perspective and input on important development goals and objectives as the study process moves toward completion. The following sections describe the Master Plan Concept. When assessing future development potential, the development plan has separated the airport into air - side and landside functional areas. AIRSIDE DEVELOPMENT CONCEPT The airside plan generally considers those improvements related to the runway and taxiway system and navigational aids. DESIGN STANDARDS The FAA has established design criteria to define the physical dimensions of runways and taxiways, as well as the imaginary surfaces surrounding them, to enhance the safe operation of aircraft at airports. These design standards also define the separation criteria for the placement of landside facilities. ,, -- TAXIWAY HOLDLINE DETAILS LEGEND �- w�» `�► Parallel Holdline A - II- • • - -- , 261 250'` ••• - - - - • • Proposed Solar Array c Reroute Service Road • • - • • - • • Parallel Holdlines • - .. • . - - - . - • • Relocate Windcones / Parallel - .. Outside of ROFA B4 A As Holdline Potential Control D4 , 250' •.• • Tower Location #1 P�<Q .� � 63 % �' `" • ••- • •- • -• ;� Asp ice/ __ • _ • 1/2 Mile B �/ D • . • - - • . - Approach RPZ , ` D3 �/ Proposed Solar Array ' , Bz A4 Potential Control 2.3 ` Relocated Localizer and PAPI i �% Tower Location #2 Acres ' Reroute Service Road A z D G 3.1 Acres 3.9 r r / A3 i .L 11• Acres i•\ Bi �/ Acres 3.6 Ai F Potential Cargo/ o/ Acres i D Install MALSR ��\Az /�� ; a`1 �� Di MRO Facility Relocated Option #1 a r _-. •�I 10.3Acr� \ �m ��� ��/ Electrical 76 Vault Acres 6.3 \ Parking 1 Acres ; • 1 IIr Y ' H1 Reserver o�Sort Facility unwayExtension c H -43ssof)273'RDe-icing� y_ .v � � Facility \ � R4h6y Jz ` \ 18/36�� X � Apron Remove Portion of Merlin Lane . / •3 r \ H De-icing (-31,450 sy) s / .. � Apron J1 J z f •: rr; ` 7 d (-46,325 sy) at HS Clear/Grade R SA; H3 II Clear ROFA GrounSerJceSortF d(-223 •• \ J3 \ •! Equipment '�•.M \ \ _ Facility • �••�. J7 \ Jam.: '• r� Potential Control 670 —31.6 Acres Tower Location #3 ��. Potential Cargo/ _ MRO Facility Acquire —30.7 Acres for * Shift MALSR Option #2 West Side Development Relocated PAPI �3.2 Acres ; `© RUNWAY DESIGN CODE (RDC) and Glideslope '•.�• •.. ; 0 1,000 Existing ' 900' Runway Extension Ultimate Runway . 'D400 _ _ •, SCALE IN FEET Recommended Development Concept I Draft Final 5-3 Aerial Photo: MTZ Geospatial Exhibit 5A RECOMMENDED DEVELOPMENT CONCEPT This page intentionally left blank DUBUQUE . REGIONAL AIRPORT As detailed in previous chapters, airfield design criteria primarily center on the airport's critical design aircraft. The critical aircraft is the most demanding aircraft, or family of aircraft, which currently, or are projected to, conduct 500 or more operations (takeoffs and landings) per year at the airport. Factors included in airport design are an aircraft's wingspan, approach speed, and in some cases, tail height. Instrument approach visibility minimums for each runway end is another significant factor. The FAA has established the Runway Design Code (RDC) to relate these design aircraft factors to airfield design stand- ards. The most restrictive RDC is also considered the overall Airport Reference Code (ARC). While airfield elements, such as safety areas, must meet design standards associated with the applicable RDC, landside elements can be designed to accommodate specific categories of aircraft. For example, an airside taxiway must meet taxiway object free area (TOFA) for all aircraft types using the taxiway, while the taxilane to a hangar area only needs to meet width standards for the aircraft type it serves, (i.e., smaller single and multi -engine piston aircraft are generally expected on the taxilane to a T-hangar, while all aircraft types can be expected adjacent to the FBO hangar). The applicable RDC and critical design aircraft for each runway at DBQ in the existing and ultimate con- ditions, as established in Chapter Two, are summarized in Table 5A. It should be noted that wind cover- age on primary Runway 18-36 exceeds 95 percent in 16-knot crosswind conditions; thus, a crosswind runway is onlyjustified to 13-knot crosswind conditions, which correlates to a minimum design standard of RDC B-II. However, as crosswind Runway 13-31 has already been constructed to C-II design standards and, according to the airport, is frequently utilized for operations due to the improved visibility it affords tower controllers, the recommended development concept will continue to plan for an RDC of C-II-2400 for Runway 13-31. Runway 18-36, the airport's primary runway, will be planned to meet the long-term critical aircraft in RDC C-III-2400. TABLE 5A Airfield Design Parameters —AIP Eligible Dubuque Regional Airport Runway Critical Design Aircraft RDC APRC D• Existing D/IV/2400 D/IV2 18-36 ERJ-145 C II-2400 D/V/2400 D/V 13/111/4000 B/III 13-31 ERJ-145 C-II-2400 D/II/4000 D/II 2 B/11/2400 D/IV/2400 D/IV3 18-36 ERJ-175 C-III-2400* D/V/2400 D/V 13/111/4000 B/III 13-31 ERJ-175 C-II-2400 D/11/4000 D/II 3 B/11/2400 *Critical design aircraft maximum certified takeoff weight of less than 150,000 pounds. RDC — Runway Design Code APRC —Approach Reference Code DPRC— Departure Reference Code TDG —Taxiway Design Group Source: FAA AC 150/5300-13A, Change 1, Airport Design -DUBUQUE . REGIONAL AIRPORT PRIMARY RUNWAY 18-36 Runway Dimensions I Primary Runway 18-36 is currently 6,327 feet long and 150 feet wide. At these current dimensions, the runway is capable of safely accommodating all small general aviation aircraft, as well as the fleet of business jets and commercial service aircraft that routinely utilize the airport. However, the airport's existing critical aircraft, the ERJ-145, can only operate at 70 percent maximum takeoff weight (MTOW). While Envoy is in the process of phasing out the ERJ-145 and replacing it with the ERJ-175, which requires less runway length, the 145 will likely be used for commercial operations at DBQ for some time. Additionally, the Boeing 737-800 used by Sun Country for charter operations can also only operate at 70 percent MTOW on existing pavement lengths. While this aircraft does not con- duct more than 500 annual operations at DBQ, it does operate regularly. Thus, an extension of Runway 18-36 is planned for the ultimate condition. The plan recommends extensions at the north and south ends of Runway 18-36 to achieve an ultimate length of 7,500 feet. At the Runway 18 end, an extension of 273 feet is planned, while a 900-foot extension is planned for the Runway 36 end. Previous alterna- tives considered even longer pavement lengths. These options were rejected due to significant costs associated with terrain improvement and obstructions to approach and departure surfaces. Connected actions associated with the extension of the primary runway include the following: • Relocate localizer equipment at the Runway 18 end • Shift Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights (MALSR) at the Runway 36 end • Relocate PAPI-4s serving both runway ends • Reroute portions of the perimeter service road to remove it from the ultimate Runway 18 runway safety area (RSA) and runway object free area (ROFA) and keep it clear of the ultimate Taxiway A TOFA • All new runway pavement would be equipped with high intensity runway edge lighting (HIRL) • A portion of Merlin Lane would need to be closed The primary runway width of 150 feet exceeds the C-III-2400 design standard of 100 feet (for design aircraft that have a MTOWs of less than 150,000 pounds). However, it does add an additional safety margin to aircraft utilizing it, including the Boeing 737-800 used during charter operations, which has an MTOW of 174,200 pounds. If the airport sponsor wishes to maintain the existing 150-foot width, it should be with the understanding that the FAA may only participate in funding the continued mainte- nance of the AIP-eligible width of 100 feet. Costs associated with maintaining the remaining 50 feet may be the responsibility of the airport sponsor. If an ultimate critical design aircraft with an MTOW of 150,000 pounds or more, such as the Boeing 737-800, is used for justification in the future, maintaining a 150-foot-wide runway would be AIP-eligible. Pavement Strength I Runway 18-36 is currently strength -rated for 75,000 pounds single wheel loading (SWL), 173,000 pounds dual wheel loading (DWL), and 275,000 pounds dual tandem wheel loading (2D). These strength ratings are adequate for most aircraft operating at the airport; thus, the plan does not include a recommendation to further strengthen the primary runway's pavement. VDUBUQUE REGIONAL AIRPORT Instrument Approach Procedures I Currently, Runway 36 is equipped with a Category I (CAT 1) instru- ment landing system (ILS) approach with minimums down to 200-foot cloud ceilings and visibility down to % mile. The plan includes an option to add an LPV GPS approach to Runway 18, allowing for a % mile approach rather than the % mile approach which is currently offered. This would require the installation of a MALSR and would increase the size of the RPZ serving Runway 18, as shown in Exhibit 5A. Runway Protection Zones I The recommended plan will result in changes to both RPZs serving Runway 18-36. On the Runway 18 end, the RPZ dimensions will increase as a result of the lower approach mini- mum, as mentioned, placing a portion of the RPZ off airport property. Approximately 10.3 acres would need to be acquired to maintain control of the enlarged Runway 18 RPZ offering % mile visibility mini- mums. The northwest corner of the RPZ would also extend slightly beyond U.S. Highway 151. While public roadways are typically considered an incompatible use within the RPZ, the FAA may permit it to remain in its existing location as it traverses only the extreme edge of the RPZ. On the Runway 36 end, the runway extension would shift the RPZ beyond current airport boundaries by approximately 31.6 acres but would not impact Skyline Road. To maintain control of the shifted RPZ, the airport would need to acquire this property, or the City of Dubuque or Dubuque County would need to implement land use controls to ensure that the RPZ remains clear of incompatible land uses. CROSSWIND RUNWAY 13-31 Runway Dimensions I Crosswind Runway 13-31 measures 6,502 feet long by 100 feet wide. These dimen- sions and design standards are adequate for the type of aircraft that the crosswind runway is meant to serve on a regular basis, including small general aviation aircraft up to mid -sized business jets and turbo- prop aircraft. Therefore, no modifications to the runway dimensions are currently justified or planned. Pavement Strength IThe crosswind runway is strength rated at 75,000 pounds SWL, 125,000 pounds DWL, and 215,000 pounds 2D. These strength ratings are more than adequate for the types of aircraft currently using, and planned to use, the crosswind runway. Instrument Approach Procedures I Runway 13-31 offers instrument approaches to both ends. Runway 13 has an LOC/DME approach with % mile minimums, while Runway 31 has an LOC approach with % mile minimums. These instrument approaches are adequate through the ultimate condition. Runway Protection Zones I The RPZs associated with Runway 13-31 will remain the same dimensions. The airport currently controls these RPZs through direct ownership and avigation easements. TAXIWAY IMPROVEMENTS The plan recommends a major expansion to the existing taxiway system, along with several improve- ments to meet FAA design standards. All taxiways on the airfield are planned for a width of 50 feet, in accordance with Taxiway Design Group (TDG) 3 standards, with the exception of ultimate Taxiways 133 DUBUQUE . REGIONAL AIRPORT and B4 (to be discussed). There are taxiways that exceed the 50-foot width standard (Taxiways F, G, ultimate H2 and H3, and a portion of ultimate Taxiway A). If the airport sponsor wishes to maintain these taxiways at their current width, it should be with the understanding that the FAA may only participate in funding the continued maintenance of the AIP-eligible width of 50 feet. Taxiway Nomenclature I Current taxiway designations do not meet FAA Engineering Brief 89, Taxiway Nomenclature Convention standards. According to this report, stub taxiways associated with a parallel taxiway should be designated with a letter and number, such as Al, A2, A3, etc., beginning with the northernmost stub for north/south taxiways and starting with the westernmost stub for east/west taxi- ways. Ultimate taxiway designations that meet these standards, along with the additional taxiway ex- tensions/improvements, are identified on Exhibit 5A. Taxiway Fillets I Taxiway fillets are areas of additional pavement designed to maintain the Taxiway Edge Safety Margin (TESM). Fillet dimensions are based on the TDG and function to widen the taxiway on the inside of the turn, increasing the safety margin for aircraft navigating taxiway turns. Exhibit 5A illustrates improvements to the taxiway system at DBQ that adhere to the taxiway fillet geometry standards devel- oped by the FAA. Ultimate Taxiway A I Ultimate Taxiway A will extend parallel from Runway 31 for most of the length of the runway at a separation of 400 feet, with an existing portion of pavement planned for removal, as shown on the exhibit. At the intersection of the two runways, ultimate Taxiway A is planned to turn to the northeast to provide access to extended Runway 18 via a standard right-angle connection. A second connector, ultimate Taxiway A2, is shown at the existing runway end, providing a short-term solution to the nonstandard condition that currently exists (i.e., acute -angle connection and hold line that is not parallel). The connection to Runway 31 (Taxiway A6) will also be reconstructed at a right-angle, allowing for a parallel hold line 250 feet from the runway centerline, in accordance with C-II design standards. This taxiway redesign resolves Hot Spot 1 (shown previously on Exhibit 3C) that is associated with Taxi- way A in its existing condition and improves the overall safety for aircraft taxiing to or from the general aviation area. Ultimate Taxiways A3, A4, and A5 will connect Taxiway A with Runway 13-31. Ultimate Taxiway B I Existing Taxiway A is planned to be re -designated as ultimate Taxiway B, with a portion of pavement at the north end planned for removal. At the south end, the taxiway is planned to be extended to provide access to the expanded UD apron, with the portion of pavement that turns to- ward the west planned for removal. The portions of existing Taxiways C and D where they connect to the apron are planned to be removed, with new taxiways connectors (ultimate 131, B2, B3, and B4) con- structed to provide access to ultimate Taxiway A. This change will eliminate Hot Spots 2 and 3 that arise from the direct access that currently exists between the apron and Runway 13-31. Taxiways 131, B3, and B4 are intended to be utilized primarily by UD students performing run -ups. Taxiways B3 and B4 are planned to be constructed to ADG I standards, which call for a pavement width of 25 feet, as they provide access from the UD apron and will be utilized by small aircraft. DUBUQUE . REGIONAL AIRPORT Ultimate Taxiway C I Ultimate Taxiway C will serve as a connector between Runways 13 and 18, provid- ing access to these runways via Taxiways J1 and Al, respectively. The portion of existing Taxiway A lo- cated between the runways, as well as the portion that currently connects to Runway 18, is planned to be removed. Ultimate Taxiway D I Ultimate Taxiway D, which is currently designated as Taxiway H, provides access to the commercial terminal via Taxiway G and is planned to be extended to the southeast to serve Run- way 31 and to the northwest to provide an exit from Runway 18-36. At this point, the new taxiway will turn to cross Runway 18-36 to access ultimate Taxiway J, which will serve proposed development on the west side of the airfield. Ultimate Taxiway E I Ultimate Taxiway E, which is currently designated as Taxiway C, will continue to provide access to existing Taxiway F and ultimate Taxiway D. Existing Taxiway F I Existing Taxiway F, which extends from the terminal apron to ultimate Taxiway E, is 90 feet wide. In accordance with TDG 3 standards, it is planned to be reduced to 50 feet in width per likely FAA grant eligibility. Existing Taxiway G I Existing Taxiway G, which extends from the terminal apron to ultimate Taxiway D, is 90 feet wide. In accordance with TDG 3 standards, it is planned to be reduced to 50 feet in width per likely FAA grant eligibility. Ultimate Taxiway H I Ultimate Taxiway H is also planned for extension in both directions. To the south, it will be extended to match the planned 900-foot extension of Runway 36, connecting at a right angle to the runway end. To the north, ultimate Taxiway H will be extended and will terminate at the point it intersects with ultimate Taxiways D and H1. Ultimate Taxiway H2 is planned to be reduced from its cur- rent width of 100 feet to 50 feet, while ultimate Taxiway H3 is planned to be reduced from its current width of 75 feet to 50 feet to conform with TDG 3 standards. Again, the planned reduction in width is the result of the likely diminished grant eligibility to maintain the wider surfaces. Ultimate Taxiway J I Ultimate Taxiway J is planned to serve potential development on the west side of the airfield. This new partial parallel taxiway will extend for much of the length of Runway 18-36 at a separation of 400 feet, centerline to centerline, and will provide access to Runways 13 and 36. At the Runway 36 end, Ultimate Taxiway J will need to be separated by 610 feet to avoid the critical area asso- ciated with the relocated glideslope antenna and localizer. Several new connectors will extend to various points of the proposed apron and associated landside developments. Holding Bays I Flight training operations associated with the UD flight school have increased since the forecast base year of 2019 and are projected to continue to rise. As student pilots perform engine run - ups as part of their pre-flight checks, this has resulted in longer hold times for corporate aircraft waiting to access the runway ends. To reduce delay and improve airfield efficiency, the master plan concept depicts holding bays at each runway end. Holding bays have clear entrance/exit points and independent parking areas separated by islands, which is the FAA's preferred design. The holding bays offered on DUBUQUE _ . REGIONAL AIRPORT ultimate Taxiway A will encroach upon the existing perimeter service road, so the plan includes rerouting the service road in these areas so that it does not pass through the TOFA. Each holding bay is designed to accommodate ADG II aircraft. AIRPORT TRAFFIC CONTROL TOWER RELOCATION The airport traffic control tower (ATCT) at DBQ is nearly 50 years old. The 50-foot tower is located on the primary general aviation apron, which affords it good visibility to all areas of the airfield. However, due to the age of the tower, consideration has been given to constructing a new ATCT. As depicted on Exhibit 5A, three locations have been identified as potential sites for relocating the tower. The first site is located northeast of the general aviation apron, near the existing tower's location. A tower located in this area could be 66 feet above ground level (AGL) without impacting Part 77 surfaces. The second site considers a location on or near the existing terminal building, which was a potential location that was included in the last master plan. In this location, a tower could be up to 177' feet AGL. The third site considered is located on the northwest side of the airfield, which is currently undeveloped. A new tower in this location could be 63 feet AGL without impacting Part 77 surfaces. It should be noted that this study does not include a recommendation to relocate the existing ATCT and construct a new one. Rather, the master plan is presenting a few options for potential sites that could be considered when the time comes to reconstruct. Each of the sites described above have advantages and disadvantages, and further planning and analysis will be required when justifying and selecting the most effective location for relocating the ATCT. ANCILLARY IMPROVEMENTS The recommended development concept also includes several other improvements that do not logically fall into the runway or taxiway categories. As stated previously, the airport service road which currently traverses the RSAs and ROFAs associated with Runways 18 and 13 and would encroach upon the holding bays at these runway ends is planned to be rerouted outside of these safety areas, as depicted in Exhibit 5A. The windcones currently located east of Runway 13-31 within the ROFA will need to be relocated outside of this safety area. Finally, the electrical vault, which is currently located on the GA apron, is planned to be moved to a new location north of ultimate Taxiway E, as shown on the exhibit. It should be noted that the VORTAC, which is located inside of the runway visibility zone (RVZ), is planned to remain in place. While navigational equipment is not typically a permitted use inside the RVZ, the VORTAC will likely be decommissioned by the FAA in the future as this technology is becoming outdated. Therefore, there are no plans to relocate or remove the VORTAC until it is decommissioned by the FAA. VDUBUQUE REGIONAL AIRPORT LANDSIDE DEVELOPMENT CONCEPT The primary goal of landside facility planning is to provide adequate space to meet reasonably antici- pated commercial airline passenger needs and general aviation needs, while also optimizing operational efficiency and land use. Achieving these goals yields a development scheme which segregates functional uses while maximizing the airport's revenue potential. TERMINAL AREA The existing passenger terminal building, with an approximate gross area of 32,315 square feet (sf), is adequately sized for the current and future level of enplanements. However, there are specific areas within the building that are currently or could become undersized in the future, particularly if enplane- ment levels increase over time. Potentially constrained areas include the ticket counter/lobby, security, hold room/concourse, arrivals processing area, and restrooms. Therefore, the plan recommends a 2,400 sf expansion of the terminal building to the north. This expansion will provide immediate additional space in the holdroom and adjoining concourse, while other functional areas can be reconfigured to provide additional space where it is needed. A second jet bridge is also planned for the terminal, which would allow both an ERJ 175 and a Boeing 737-800 to be parked simultaneously, as shown in Figure 5A. Parking areas have also been evaluated and are planned for expansion. The existing gravel lots in the public parking area are planned to be paved, and new gravel lots added to provide overflow parking south of the long-term lots. The existing employee lot is also planned to be expanded and used for employee parking as well as VIP park- ing. The west lot, which currently serves as a multi -use lot utilized by the rental car agencies and the airport as needed, is planned to be ex- panded to include a car wash facility. The vacant land immediately west of the access road will be reserved for future parking lot expansion should demand dictate. CARGO FACILITY The airport has expressed interest in poten- tially developing a cargo facility. Two possible locations for developing such a facility have been evaluated. Depicted on Figure 5113, Option #1 considers a 31,450 sy cargo apron and Figure SA Terminal Area Development VDUBUQUE REGIONAL AIRPORT 43,550 sf sort facility, with the northwest corner of the apron reserved for aircraft deicing. A new taxi- way, Taxiway H5, would connect the cargo apron to ultimate Taxiway H. A truck staging area is planned immediately east of the sort facility and would be accessed via a new road extending from Merlin Lane. Open space on either side of the new facility would be reserved for future expansion. Figure 58 Cargo Option #1 Option #2, depicted on Figure 5C, evaluates a location on the northwest side of the airfield, in an area that is currently undeveloped. In this option, a larger facility is planned that includes a 46,325 sy apron and a 223,000-sf sort facility, with an expanded truck staging area and vehicle parking lot. This would also support a ground service equipment facility, where truck maintenance could be performed. An ac- cess road extending from Jecklin Lane would provide vehicle access to the facility. ❑UBUQUE REGIONAL AIRPORT Figure 5C Cargo Option #2 It should be noted that additional analysis would be required before either option should be pursued, and the locations depicted are for initial discussion and planning purposes only. There are certain considera- tions that would need to be evaluated such as the surrounding road network and its ability to support anticipated truck volume, as well as airfield upgrades that may be necessary depending on the type of cargo operator planning to base at the airport. For example, additional projects such as widening of taxi- ways or upgrading instrument approach capabilities may be necessary to accommodate certain operators. Preliminary analysis was performed to determine what airfield improvements would potentially be nec- essary to attract an operator utilizing Boeing 767-300s, such as Amazon Air. Initial findings determined that this aircraft would require a runway length greater than 8,200 feet to operate at DBQ. There are considerable challenges to extending the runway beyond what is depicted in the master plan concept, which shows an ultimate length of 7,500 feet. To the north, Highway 151 limits extension potential, and to the south, there are significant terrain obstacles that would not only limit extension options, but also approach capabilities. Additionally, the MTOW of the 767-300 is 350,000 Ibs 2D, which would necessitate pavement strengthening at DBQ, where Runway 18-36 is currently strength rated at 275,000 Ibs 2D. The 767-300 also falls within TDG 5, which requires taxiway widths of 75 feet, so taxiways used by this aircraft would need to be widened from the existing 50 feet. Finally, a more sophisticated ILS approach, such as a CAT -II or CAT -III approach is typically preferred by these type of cargo operators. However, to obtain VDUBUQUE REGIONAL AIRPORT these approaches, equipment and lighting upgrades would be necessary, and the localizer critical area would be larger, requiring greater separation between the localizer and taxiways. To summarize, there are numerous challenges associated with improving the airfield to meet the needs of this type of cargo aircraft, and federal funding would likely not be an option. Nonetheless, there is still potential for DBQ to attract a cargo operator utilizing smaller, less demanding aircraft, as illustrated by the two site options presented previously. GENERAL AVIATION The recommended concept also includes plans to expand general aviation facilities on the airport. The east side of the airport, where GA landside facilities are currently concentrated, is planned to accommo- date new hangars and expansion of the GA apron. The UD apron and facility are also expanded, and the undeveloped west side of the airfield is planned for major landside development, with a substantial air- craft parking apron, assorted hangar facilities, and a fuel farm. These plans are described in more detail in the following sections. It should be clearly stated that all general aviation -related development should occur only as demand dictates. The locations and sizes of hangars proposed in the following sections are conceptual and may not reflect the needs of future developers and their customers. The recommended concept is intended to be used strictly as a guide for DBQ staff when considering new developments. East Side Development IThe east side of the airfield currently supports all of the airport's GA landside facilities, including the FBO (City of Dubuque), SASO, a variety of aircraft storage hangars, the ARFF build- ing, and the fuel farm, among other facilities. While there is limited space available for new development, two areas have been identified as suitable for expansion, as shown on Figure SD. The first includes an approximate 7,600 sy expansion of the existing pavement on the northernmost portion of the apron, which would allow the existing 6-unit T-hangar to be expanded with two more units, as well as the construction of a new 8-unit T-hangar. The next area planned for development is located adjacent to Airport Road, north of the ATCT parking lot. This space, which is currently vacant, could accommodate a 3,000 sy apron, with two new conven- tional hangers. Three hangars are also planned for the central portion of the apron, on the site of the old terminal building. Construction is already underway on the two southernmost hangars, while the third hangar is still in the planning phase. A building restriction line (BRL) reflective of 35-foot tall struc- tures is shown. VDUBUQUE REGIONAL AIRPORT +. `W Figure 5D East Side GA Development UD Facility Expansion I Shown in Figure 5E, the recommended concept also includes a plan to further develop the open space around the UD flight school, along with an expansion of the apron fronting the facility as well as the vehicle parking lot. On the north side of the building, three new conventional hang- ars are planned for the long-term, while the three proposed hangars pictured south of the building are planned in the short-term to accommodate new aircraft the University anticipates adding to its fleet. A 21,200 sy apron expansion is depicted, with two new connectors (ultimate Taxiways 133 and 134) providing access to ultimate Taxiway A. At the point it reaches the UD apron, Ultimate Taxiway B will jog to the west and run along the edge of the apron from 133 to 134. VDUBUQUE REGIONAL AIRPORT Figure SE UD Facility Expansion West Side Development I Long-term plans also include significant growth on the west side of the air- field, which is currently undeveloped. Figure 5F depicts a development plan that includes a variety of hangars, including space for an additional FBO or SASOs, as well as a fuel farm. Currently, airport prop- erty on this side of the airfield extends west to Jecklin Lane, then the property line turns back in toward Runway 18-36. As depicted, to develop in this area, the airport would need to acquire approximately 30.7 acres. This property could support a large apron with taxiway connectors leading to Taxiway J. The plan includes several executive and conventional hangars, as well as two 10-unit T-hangars. Marked air- craft parking would also be available on the apron. Access would be provided from Jecklin Lane, with vehicle parking areas planned to serve the hangars. As stated previously, development on the west side of the airfield is a long-term consideration that should only be planned if demand is realized. As the area is currently undeveloped, there are several pre -construction tasks that would need to be completed, including significant earthwork and the exten- sion of utilities such as water, sewer, and electricity. VDUBUQUE REGIONAL AIRPORT Figure 5F West Side GA Development NON -AVIATION DEVELOPMENT Airports often have property that is inaccessible to the airfield and, therefore, offer limited utility for avia- tion operations. These areas are typically reserved for other non -aviation related uses that provide an op- portunity to diversify and expand the revenue streams for the airport. Grant assurances coordinated be- tween the airport and another jurisdiction, such as the county or state, can also stipulate that certain areas within airport property be reserved for non -aeronautical uses. At DBQ, there are three areas within airport property that are currently used for non -aviation purposes or are slated to be used as such. The first such area is located north of Airport Road on a site that has most recently been used to store snowplow blades, maintenance materials, and other miscellaneous items. This area was depicted previ- ously on Figure 5D and encompasses approximately two acres. The second area planned for non -aviation development is pictured on Figure 5G. This area, accessible from Jet Center Drive, is already currently utilized for some non -aviation uses, including facilities for the U.S. Army Reserve and other tenants. The water pump station is also located here, as is one aviation -related use — the snow removal equipment (SRE) building. The recommended development concept proposes parceling off the remaining developable area within the space into leasable tracts of varying sizes, though these parcel sizes are conceptual in nature and can and should be adjusted to accommodate developer needs. As shown, roads extending from Jet Center Drive are also planned to allow for vehicle access to the proposed development. Figure 5G Non -aviation Development (East Side) The airport has expressed interest in constructing solar arrays on the airport to help offset energy costs and/or generate revenue by reselling energy to the grid. One proposed site for an array is the open area between the SIRE building and the U.S. Army Reserve facilities, ex- tending back to the north. It should be noted that before any construction could begin on the solar array project, the airport would first need to conduct a Solar PV Feasi- bility Study to determine the suitability of this use. The third area planned for non -aviation development is located immediately south of the terminal. In this lo- cation, as pictured on Figure 5H, several parcels of property are reserved for non -aeronautical develop- ment, in accordance with the terms of a grant agree- ment between the City of Dubuque and the Iowa De- partment of Transportation (DOT) through the Revital- ize Iowa's Sound Economy (RISE) fund. Under the grant, which was approved in 2011, the City agreed to reserve a portion of property, including the identified parcels on the figure, for non -aeronautical uses in exchange for VDUBUQUE REGIONAL AIRPORT Figure 5H Non -aviation Development (South Side) == D U B U Q U E _ . REGIONAL AIRPORT grant funds to complete the airport entrance road. The vacant land north of these parcels is planned to remain as open space, and the area southwest of the vehicle parking lot is earmarked for aeronautical development. A second solar array is being considered for a portion of the non -aeronautical reserve area. To proceed with this plan, a Solar PV Feasibility Study would need to be undertaken prior to any construction. Because some airport property being considered for non -aviation related uses may be subject to Airport Improvement Program (AIP) grant assurances, the airport may need to request a release of this property from these federal obligations by the FAA. The release would allow the airport to transition the property from aviation use to non -aviation use. Once this release is issued, the airport would be able to lease or even sell these portions of airport property to support revenue diversification and generation. The FAA Reauthorization Act of 2018, Section 163 changed how the FAA's Office of Airport's staff reviews and considers the release of airport property for non -aviation uses. The section focuses FAA's review and approval of Airport Layout Plans (ALPs) to those portions of the ALP that materially impact the safe and efficient operation of airports; the safety of people and property on the ground adjacent to the airport; and the value of prior Federal investments to a significant extent. In effect, this new guidance is intended to ease the process of gaining FAA approval of land releases. ENVIRONMENTAL OVERVIEW An analysis of potential environmental impacts associated with proposed airport projects is an essential consideration in the Airport Master Plan process. The primary purpose of this discussion is to review the proposed Capital Improvement Program (CIP) at the airport to determine whether projects identified in the recommended master plan concept could, individually or collectively, significantly impact existing environmental resources. The information contained in this section was obtained from previous studies, official internet websites, and analysis by the consultant. Construction of improvements depicted on the Airport Layout Plan (ALP) will require compliance with the National Environmental Policy Act (NEPA) of 1969, as amended. This includes privately funded pro- jects and those projects receiving federal funding. For projects not categorically excluded under FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, compliance with NEPA is generally sat- isfied through the preparation of an Environmental Assessment (EA). In instances where significant en- vironmental impacts are expected, as determined by the Federal Aviation Administration (FAA), an En- vironmental Impact Statement (EIS) may be required. While this portion of the master plan is not de- signed to satisfy the NEPA requirements, it does provide a preliminary review of environmental issues that may need to be considered in more detail within the environmental review processes. It is important to note that the FAA is ultimately responsible for determining the level of environmental documentation required for airport actions. The environmental inventory included in Chapter One provides baseline information about the airport environs. This section provides an overview of the potential impacts to existing resources that could result from implementation of the planned improvements outlined in the recommended master plan DUBUQUE . REGIONAL AIRPORT concept. While this portion of the study is not designed to satisfy NEPA requirements for a Documented Categorical Exclusion (CatEx), EA, or EIS, it is intended to supply a preliminary review of environmental issues that might affect implementation of the recommended master plan concept. POTENTIAL ENVIRONMENTAL CONCERNS Table 513 summarizes potential environmental concerns associated with the implementation of the rec- ommended master plan concept for Dubuque Regional Airport. Analysis under NEPA includes direct, indirect, and cumulative impacts. Direct impacts are caused by the action and occur at the same time and place (see 40 Code of Federal Regulations [CFR] § 1508.8(a)). Examples of direct impacts include: • Construction of a facility or runway in a wetland which results in the loss of a portion of the wetland; or • Noise generated by the proposed action or alternative(s) which adversely affects noise -sensitive land uses. Indirect impacts are caused by an action, although are later in time or farther removed in distance and are reasonably foreseeable (see 40 CFR § 1508.8(b)). Indirect impacts may include growth -inducing im- pacts and other effects related to induced changes in the pattern of land use, population density or growth rate, and related impacts on air and water and other natural systems, including ecosystems (see 40 CFR § 1508.8(b)). Cumulative impacts take into consideration the environmental impact of past, present, and future ac- tions. Cumulative impacts will vary based on the project type, geographic location, potential to impact resources, and other factors such as the current condition of potentially affected impact categories. TABLE 513 Summary of Potential Environmental Concerns Dubuque Regional Airport Air Quality FAA Order 1050.1F, Significance Threshold: The action would cause pollutant concentrations to exceed one or more of the Na- Threshold/Factors to Consider tional Ambient Air Quality Standards (NAAQS), as established by the United States (U.S.) Environ- mental Protection Agency (EPA) under the Clean Air Act, for any of the time periods analyzed, or to increase the frequency or severity of any such existing violations. Potential Environmental Potential Impact. Although the projected increase in operations over the 20-year planning horizon Concerns of the recommended master plan concept could result in additional emissions, Dubuque County currently meets federal NAAQS requirements. Therefore, general conformity review per the Clean Air Act is not required. According to the most current version of the FAAAviation Emissions and Air Quality Handbook (2015), an emissions inventory under NEPA may be necessary for any proposed action that would result in a reasonably foreseeable increase in emissions due to plan implementa- tion, such as the proposed runway extension project, rerouted taxiways, new hangars, and non - aviation uses. For construction emissions, a qualitative or quantitative emissions inventory under NEPA may be required, depending on the type of environmental review needed for development projects outlined in the concept plan. DUBUQUE REGIONAL AIRPORT Biological FAA Order 1050.11', Significance Threshold: The U.S. Fish and Wildlife Service (USFWS) or the National Marine Fisheries Service Threshold/Factors to Consider (NMFS) determines that the action would be likely to jeopardize the continued existence of a feder- ally listed threatened or endangered species or would result in the destruction or adverse modifica- tion of federally designated critical habitat. FAA has not established a significance threshold for non -listed species. However, factors to consider are if an action would have the potential for: • Long term or permanent loss of unlisted plant or wildlife species; • Adverse impacts to special status species or their habitats; • Substantial loss, reduction, degradation, disturbance, or fragmentation of native species' habitats or their populations; or • Adverse impacts on a species' reproductive rates, non -natural mortality, or ability to sustain the minimum population levels required for population maintenance. Potential Environmental Federally listed species Concerns Potential Impact. As noted in Chapter One, the USFWS Information for Planning and Consultation (IPaC) report identified seven threatened or endangered species within the vicinity of the airport: the northern long-eared bat, Higgins eye pearlymussel, specataclecase mussel, Iowa Pleistocene snail, northern wild monkshood, prairie bush -clover, and western prairied fringed orchid. Impacts to these species should be assessed prior to action in this area. The recommended master plan concept (Exhibit 5A) depicts proposed development (such as non - aviation development along Airport Road and Merlin Lane, or solar arrays north of Jet Center Drive) which may require tree removal. Northern long-eared bats generally roost singly or in colonies un- derneath bark, cavities, or within crevices of both live and dead trees in the summer. During the winter, they hibernate in caves. Airport activities which involve tree -maintenance or removal activ- ities could affect this bat species and additional surveys may be required to determine the presence of bat roosts in trees. The presence of the Higgins eye pearlymussel, specataclecase mussel, and the Iowa Pleistocene snails is unlikely because required aquatic or hillside habitat is not present on airport property. It is unlikely the flowering plants identified in Table 1J in Chapter One will be present at the airport due to the lack of necessary habitat for those plant species to thrive, or the consistent maintenance and farming activities which occur. Designated critical habitat No Impact. No critical habitat has been identified within the areas proposed for development de- picted on the recommended master plan concept. Non -listed species Potential Impact. Non -listed species of concern include those protected by the Migratory Bird Treaty Act or the Bald and Golden Eagle Protection Act. The potential for impacts to migratory and other protected birds should be evaluated on a project -specific basis. This may include pre -construction surveys or scheduling construction outside of nesting seasons for these species. FAA Order 1050.1F, Significance FAA has not established a significance threshold for Climate; refer to FAA Order 1050.11's, Desk Refer- Threshold/Factors to Consider ence, for the most up-to-date methodology for examining impacts associated with climate change. Potential Environmental Potential Impact. An increase in greenhouse gas (GHG) emissions could occur over the 20-year plan - Concerns ning horizon of the recommended master plan concept. A project -specific analysis may be required per the FAA Order 1050.1F, Environmental Impacts: Policies and Procedures, based on the parame- ters of the individual projects. DUBUQUE REGIONAL AIRPORT Department .. FAA Order 1050.11F, Significance Threshold: The action involves more than a minimal physical use of a Section 4(f) resource or con- Threshold/Factors to Consider stitutes a "constructive use" based on an FAA determination that the aviation project would sub- stantially impair the Section 4(f) resource. Resources that are protected by Section 4(f) are publicly owned land from a public park, recreation area, or wildlife and waterfowl refuge of national, state, or local significance; and publicly or privately owned land from an historic site of national, state, or local significance. Substantial impairment occurs when the activities, features, or attributes of the resource that contribute to its significance or enjoyment are substantially diminished. Potential Environmental No Impact. No Section 4(f) resources have been identified within the vicinity of the airport. The closest Concerns Section 4(f) resource is Swiss Valley Park, located more than one mile west of the airport. Due to the significant distance this resource is located from the airport, airport improvements delineated in the recommended concept plan will not result in physical use of Section 4(f) properties. Additionally, it is unlikely constructive use of the park will result from airport activities, and the significance or enjoyment of the Section 4(f) property will not be substantially diminished. However, the FAA is responsible for determining which federal, state, or local entities need to be consulted to determine whether impacts will substantially impair the resource. If necessary, the Sec- tion 4(f) compliance process can involve the preparation of a Section 4(f) statement, which evaluates other feasible alternatives. Farmlands FAA Order 1050.11', Significance Threshold: The total combined score on Form AD-1006, Farmland Conversion Impact Rating," ranges Threshold/Factors to Consider between 200 and 260. (Form AD-1006 is used by the U.S. Department of Agriculture, Natural Resources Conservation Service [NRCS] to assess impacts under the Farmland Protection Policy Act [FPPA].) FPPA applies when airport activities meet the following conditions: • Federal funds are involved; • The action involves the potential for the irreversible conversion of important farmlands to non- agricultural uses. Important farmlands include pastureland, cropland, and forest considered to be prime, unique, or statewide or locally important land; or • None of the exemptions to FPPA apply. These exemptions include: o When land is not considered "farmland" under FPPA; such as land already developed or already irreversibly converted. These instances include when land is designated as an urban area by the U.S. Census Bureau or the existing footprint includes rights -of -way. o When land is already committed to urban development. o When land is committed to water storage. o The construction of non -farm structures necessary to support farming operations. o The construction/land development for national defense purposes. Potential Environmental Potential Impact. A significant portion of airport property is classified as "farmland of statewide Concerns importance" or "prime farmland" by the NRCS, identified on Exhibit 1M. Many of the proposed pro- jects outlined on the recommended concept plan are within areas of prime farmland. Additionally, according to the U.S. Census Bureau 2010 Census', the airport is in a non -urbanized area. It is noted in Chapter One that farming activities are present on airport property. Currently, the air- port has committed approximately 315 acres to a farm lease and is actively farmed. Since project areas are in non -urbanized areas, important farmlands are identified, and agricultural uses are present, FPPA may apply. As part of the NEPA process associated with airport projects, coordination with the NRCS on the completion of Form AD-1006 may be required. ' U.S. Census Bureau Urbanized Area Maps (https://www2.census.gov/geo/maps/dcl0map/UAUC RefMap/ua/ua24823 dubugue is--il/) DUBUQUE REGIONAL AIRPORT Hazardous FAA Order 1050.11', Significance FAA has not established a significance threshold for Hazardous Materials, Solid Waste, and Pollution Threshold/Factors to Consider Prevention. However, factors to consider are if an action would have the potential to: • Violate applicable federal, state, tribal, or local laws or regulations regarding hazardous materials and/or solid waste management; • Involve a contaminated site; • Produce an appreciably different quantity or type of hazardous waste; • Generate an appreciably different quantity or type of solid waste or use a different method of collection or disposal and/or would exceed local capacity; or • Adversely affect human health and the environment. Potential Environmental Potential Impact. The airport has a fuel farm and provides opportunity for aircraft maintenance ac- Concerns tivities that involve fossil fuels or other types of hazardous materials or wastes; these operations are regulated and monitored by the appropriate regulatory agencies, such as the U.S. EPA and Iowa Department of Natural Resources (IDNR). The recommended master plan concept does not include land uses that would produce an appre- ciably different quantity or type of hazardous waste. However, should this type of land use be pro- posed, further NEPA review and/or permitting will be required. There are no known hazardous ma- terial or waste contamination sites currently on airport property. A solid waste and recycling assessment establishing formal guidelines and recommendations was prepared to guide solid waste, electronic waste, and recycling efforts, complying with the FAA Mod- ernization and Reform Act of 2012. This report is in Appendix D. Since approximately 72.6 acres of land acquisition is proposed on the recommended master plan concept for the extension of Runway 18-36 and hangar/apron development west of the airfield, an Environmental Due Diligence Audit (EDDA) is required as part of the land acquisition process. Historical, Architectural, Archaeological, FAA Order 1050.1F, Significance and Cultural Resources FAA has not established a significance threshold for Historical, Architectural, Archaeological, and Threshold/Factors to Consider Cultural Resources. Factors to consider are if an action would result in a finding of "adverse effect" through the Section 106 process. However, an adverse effect finding does not automatically trigger preparation of an EIS (i.e., a significant impact). Potential Environmental Potential Impact. As noted in Chapter One, in June 2019, the City of Dubuque Planning Services Concerns Department conducted an architectural and historic evaluation on three structures at the airport. That report, included as Appendix F, concluded the former terminal building and the maintenance garage/carwash and electrical vault, as well as the airport as a whole, were not eligible for listing on the National Register of Historic Places (NRHP) inventory for the following reasons: • the former terminal building had not retained its historic or cultural integrity due to renovations to both the interior and exterior of the building; • the maintenance garage/carwash and electrical vault buildings have had facade elements re- placed, windows filled in, and original windows replaced with vinyl windows; and • the airport overall not retain sufficient integrity to be considered for inclusion on the NRHP as a historic district. Coordination with the Iowa Historic Preservation Office (IHPO) is ongoing. As part of the NEPA process for improvements near the terminal building and the maintenance gar- age/carwash, additional coordination with the IHPO may be required. FAA Order 1050.11F, Significance FAA has not established a significance threshold for Land Use. There are also no specific independent Threshold/Factors to Consider factors to consider. The determination that significant impacts exist is normally dependent on the significance of other impacts. Potential Environmental Potential Impact. The recommended concept plan includes land acquisition of approximately 72.6 Concerns acres to accommodate currently uncontrolled safety areas north and south of Runway 18-36 and hangar/apron development west of the airfield. The recommended master plan concept proposes new hangar development and non -aviation development east of the airfield, adjacent to State High- way 61 and Airport Road. DUBUQUE REGIONAL AIRPORT The recommended development concept plan also proposes the installation of two clusters of solar arrays, located south of the terminal and east of the airfield. Prior to the installation of solar arrays, the airport will be required to perform a Glint and Glare Study using a Solar Glare Hazardous Analysis Tool (SGHAT), in accordance with FAA's Interim Policy, FAA Review of Solar Energy System Projects on Federally Obligated Airports, outlined in Federal Register Volume 78, No. 205 as part of the FAA 7460, Obstruction Evaluation/Airport Airspace Analysis process. Natural Resources and Energy Supply FAA Order 1050.11F, Significance FAA has not established a significance threshold for Natural Resources and Energy Supply. However, Threshold/Factors to Consider factors to consider are if an action would have the potential to cause demand to exceed available or future supplies of these resources. Potential Environmental Potential Impact. Planned development projects at the airport could increase demands on energy Concerns utilities, water supplies and treatment, and other natural resources during construction; however, impacts are not anticipated to be long-term. Should long-term impacts be a concern, coordination with service providers is recommended. An energy assessment for the airport's buildings and vehicles was performed, which focused on his- torical usage and identify energy future needs. The energy assessment report is located in full in Appendix E. Noise-CompatibleNoise and FAA Order 1050.11F, Significance Threshold: The action would increase noise by Day -Night Average Sound Level (DNL) 1.5 decibel Threshold/Factors to Consider (dB) or more for a noise -sensitive area that is exposed to noise at or above the DNL 65 dB noise exposure level, or that will be exposed at or above the DNL 65 d6 level due to a DNL 1.5 dB or greater increase, when compared to the no action alternative for the same timeframe. Another factor to consider is that special consideration needs to be given to the evaluation of the significance of noise impacts on noise -sensitive areas within Section 4(f) properties where the land use compatibility guidelines in Title 14 Code of Federal Regulations (CFR) Part 150 are not relevant to the value, significance, and enjoyment of the area in question. Potential Environmental No Impact. Exhibit 513 and Exhibit 5C show existing and anticipated noise contours for the Dubuque Concerns Regional Airport. As shown on Exhibit 5B for existing conditions, the DNL 65 dB noise exposure re- mains on airport property. In the 2039 condition (Exhibit 5C), the DNL 65 dB noise exposure contour expands around the runways and helipads, but still remains on airport property. It is important to note that operational growth, unless tied to a specific project, will not result in noise impacts under FAA Order 1050.1F. Impacts to noise -sensitive land uses are only identified through NEPA documentation for specific projects or through the voluntary Part 150 process. Socioeconomics, Environmental Justice, Socioeconomics FAA Order 1050.11F, Significance and Children's Environmental Health and Safety Risks FAA has not established a significance threshold for Socioeconomics. However, factors to consider are Threshold/Factors to Consider if an action would have the potential to: • induce substantial economic growth in an area, either directly or indirectly (e.g., through estab- lishing projects in an undeveloped area); • disrupt or divide the physical arrangement of an established community; • cause extensive relocation when sufficient replacement housing is unavailable; • cause extensive relocation of community businesses that would cause severe economic hard- ship for affected communities; • disrupt local traffic patterns and substantially reduce the levels of service of roads serving the airport and its surrounding communities; or • produce a substantial change in the community tax base. Potential Environmental Potential Impact. The recommended master plan concept for the airport could potentially encourage Concerns economic growth for the City of Dubuque and Dubuque County. Results include new construction jobs, new jobs for the airport and other commercial uses, new housing, and increasing the local tax base. The recommended master plan concept does not include any recommendations to acquire resi- dences or relocate businesses. New non -aviation development proposed on the recommended master plan concept could change the level of service to roads leading to and within the airport, such as along State Highway 60 or Merlin Lane. The long-term changes to the level of service are determined by the type of use pro- posed, and it may be necessary to perform a traffic study to ensure service is either not substantially 0 1,000 t;, '• SCALE IN FEET + Aerial Photo: MTZ Geospatial 8-31-19 s, a s V A a 1 . � 5 N . M y . a r i i r "'-ay,8/(61327, Aso• ' • Al a ~,r` � � • ,eokl-n �n N I� f� t Recommended Development Concept I Draft Final 5-25 k. Exhibit 5B 2019 NOISE CONTOURS LEGEND Airport.. - �© Existing Easements 0 1,000Ultimate Pavement '". 6 1 Day -Night Average Sound Level D nCeALEIN FEET Aerial Photo: MTZ Geospatial 8-31-19 1:1Helipad , 'F r A nwaY 18136 (6,31.7.x' , soy (U/ • timate, .- _ Jec4li I A' n t . �'.!. Recommended Development Concept I Draft Final 5-26 Exhibit 5C 2039 NOISE CONTOURS DUBUQUE REGIONAL AIRPORT impacted or mitigation measures are addressed. During short-term construction activities, there could be temporary disruptions to surface traffic patterns. Environmental Justice FAA Order 1050.11F, Significance FAA has not established a significance threshold for Environmental Justice. However, factors to con- Threshold/Factors to Consider sider are if an action would have the potential to lead to a disproportionately high and adverse im- pact to an environmental justice population (i.e., a low-income or minority population), due to: • Significant impacts in other environmental impact categories; or • Impacts on the physical or natural environment that affect an environmental justice population in a way that FAA determines is unique to the environmental justice population and significant to that population. Potential Environmental Potential Impact. Both low-income and minority populations have been identified in the vicinity of Concerns the airport. Executive Order (E.O.) 12898, Federal Action to Address Environmental Justice in Minority Popula- tions and Low -Income Populations, and the accompanying Presidential Memorandum, and Order DOT 5610.2, Environmental Justice, require the FAA to provide for meaningful public involvement for minority and low-income populations, as well as analysis that identifies and addresses potential impacts on these populations that may be disproportionately high and adverse. Environmental jus- tice impacts may be avoided or minimized through early and consistent communication with the public and allowing ample time for public consideration. If disproportionately high or adverse impacts are noted, mitigation and enhancement measures and offsetting benefits can be taken into consideration. FAA Order 1050.1F, Significance FAA has not established a significance threshold for Children's Environmental Health and Safety Threshold/Factors to Consider Risks. However, factors to consider are if an action would have the potential to lead to a dispropor- tionate health or safety risk to children. Potential Environmental Potential Impact. Per E.O. 13045, Protection of Children from Environmental Health Risks and Safety Concerns Risks, federal agencies are directed to identify and assess environmental health and safety risks that may disproportionately affect children. These risks include those that are attributable to products or substances that a child is likely to encounter or ingest, such as air, food, drinking water, recrea- tional waters, soil, or products to which they may be exposed. Within proximity of the airport, one school is identified (the location is labeled on Exhibit 1M in the Environmental Inventory). Best man- agement practices should be implemented to decrease environmental health risks to children. During construction of the projects outlined in the recommended concept plan, appropriate measures should be taken to prevent access by unauthorized persons to construction project areas. FAA Order 1050.1F, Significance Threshold: The action would: Threshold/Factors to Consider 1. Adversely affect a wetland's function to protect the quality or quantity of municipal water sup- plies, including surface waters and sole source and other aquifers; 2. Substantially alter the hydrology needed to sustain the affected wetland system's values and functions or those of a wetland to which it is connected; 3. Substantially reduce the affected wetland's ability to retain floodwaters or storm runoff, thereby threatening public health, safety or welfare (the term welfare includes cultural, recreational, and scientific resources or property important to the public); 4. Adversely affect the maintenance of natural systems supporting wildlife and fish habitat or eco- nomically important timber, food, or fiber resources of the affected or surrounding wetlands. S. Promote development of secondary activities or services that would cause the circumstances listed above to occur; or 6. Be inconsistent with applicable state wetland strategies. Potential Environmental Potential Impact. A riverine described as a wetland has been identified on airport property, although Concerns this information is based on aerial photography interpretation from 2005. Field surveys and wetland delineations may be required to determine the presence or absence of wetlands in project areas. Pro- jects that may require additional study include the construction of new hangars/apron, new vehicular parking areas, and the solar arrays. DUBUQUE REGIONAL AIRPORT Removal or relocation of wetlands may require a Section 404 permit under the Clean Water Act, which regulates the discharge of dredged or fill material into waters of the United States, including wetlands. Floodplains FAA Order 1050.11', Significance Threshold: The action would cause notable adverse impacts on natural and beneficial floodplain Threshold/Factors to Consider values. Natural and beneficial floodplain values are defined in Paragraph 4.k of DOT Order 5650.2, Floodplain Management and Protection. Potential Environmental Potential Impact. A 100-year floodplain was identified by FEMA on airport property (identified on Concerns Exhibit 1M). E.O. 11988, Floodplain Management, requires federal agencies to avoid, to the extent possible, the long- and short-term adverse impacts associated with the occupancy and modification of 100-year floodplains and to avoid direct or indirect support of floodplain development where there is a practicable alternative. For development located within a floodway in Dubuque County, a Flood Plain Development Permit obtained from the County Zoning Administrator is required. The airport is responsible for obtaining proper floodplain permitting. Per E.O. 11988, Floodplain Management, and Department of Transportation (DOT) Order 5650.2, Floodplain Management and Protection, agencies are required to provide the public an opportunity for early public review of any plan or proposal encroaching into a floodplain. Surface Waters FAA Order 1050.11', Significance Threshold: The action would: Threshold/Factors to Consider • Exceed water quality standards established by federal, state, local, and tribal regulatory agencies; or • Contaminate public drinking water supply such that public health may be adversely affected. Factors to consider are when a project would have the potential to: • Adversely affect natural and beneficial water resource values to a degree that substantially dimin- ishes or destroys such values; • Adversely affect surface water such that the beneficial uses and values of such waters are ap- preciably diminished or can no longer be maintained, and such impairment cannot be avoided or satisfactorily mitigated; or • Present difficulties based on water quality impact when obtaining a permit or authorization. Potential Environmental Potential Impact. The airport is located within the Granger Creek subwatershed. Concerns The airport manages airport stormwater discharges with a National Pollutant Discharge Elimination System (NPDES) Industrial Stormwater General Permit issued and regulated by the IDNR. Improve- ments to the airport will require a revised permit to be issued addressing operational and structural source controls, treatment BMPs, and sediment and erosion control. FAA's Advisory Circular (AC) 150/5370-10G, Standards for Specifying Construction of Airports, Item P-156, TemporaryAirand Wa- ter Pollution, Soil Erosion and Siltation Control should also be implemented during construction pro- jects at the airport. Groundwater FAA Order 1050.11F, Significance Threshold: The action would: Threshold/Factors to Consider 1. Exceed groundwater quality standards established by federal, state, local, and tribal regulatory agencies: or 2. Contaminate an aquifer used for public water supply such that public health may be adversely affected. Factors to consider are when a project would have the potential to: • Adversely affect natural and beneficial groundwater values to a degree that substantially dimin- ishes or destroys such values; • Adversely affect groundwater quantities such that the beneficial uses and values of such groundwater are appreciably diminished or can no longer be maintained, and such impairment cannot be avoided or satisfactorily mitigated; or • Present difficulties based on water quality impacts when obtaining a permit or authorization. Potential Environmental No Impact. Proposed projects will not substantially change the amount of water used by the Concerns airport. Additionally, the airport property does not serve as a significant source of groundwater re- charge and is not located near a sole source aquifer. DUBUQUE REGIONAL AIRPORT Wild and Scenic Rivers FAA Order 1050.11', Significance FAA has not established a significance threshold for Wild and Scenic Rivers. Factors to consider are Threshold/Factors to Consider when an action would have an adverse impact on the values for which a river was designated (or considered for designation) through: • Destroying or altering a river's free -flowing nature; • A direct and adverse effect on the values for which a river was designated (or under study for designation); • Introducing a visual, audible, or other type of intrusion that is out of character with the river or would alter outstanding features of the river's setting; • Causing the river's water quality to deteriorate; • Allowing the transfer or sale of property interests without restrictions needed to protect the river or the river corridor; or • Any of the above impacts preventing a river on the Nationwide Rivers Inventory (NRI) or a Sec- tion 5(d) river that is not included in the NRI from being included in the Wild and Scenic River System or causing a downgrade in its classification (e.g., from wild to recreational). Potential Environmental No Impact. The nearest designated Wild and Scenic River, Dungeness River, is more than 30 miles Concerns from the airport. This river is also listed on the NRI. The recommended airport projects will not have adverse effects on the river's outstanding remarkable values (i.e., scenery, recreation, geology, fish, wildlife, and history). Source: Coffman Associates, Inc. analysis LAND USE COMPATIBILITY Land use planning in the area surrounding Dubuque Regional Airport occurs through regulatory and non - regulatory means. The primary regulatory tool for directing land use is the zoning ordinance, which limits the type, size, and density of land uses in various locations. Examples of land use types include residen- tial, commercial, industrial, and agricultural. Non -regulatory means of land use controls include the com- prehensive or strategic land use plan. These documents can be adopted for the greater municipality or for specific areas. It is important to note the distinction between primary land use concepts used in evaluating develop- ment with the airport environs and existing land use, comprehensive plan, and zoning land use. Existing land use refers to property improvements as they exist today, according to county records. The comprehensive plan land use map identifies the projected or future land use, according to the goal and policies of the locally adopted comprehensive plan. This document guides future development within the city and county planning area and provides the basis for zoning designations. Zoning identifies the type of land use permitted on a given piece of property, according to the city and county zoning ordinances and maps. Local governments are required to regulate the subdivision of all lands within their corporate limits. Zoning ordinances should be consistent with the general plan, where one has been prepared. In some cases, the land use prescribed in the zoning ordinance or depicted in the general plan may differ from the existing land use. The following sections describe the applicable land use policies for the area within the vicinity of Dubu- que Regional Airport. Specifically, these sections pertain to the lands within the 65 DNL noise contours and the Part 77 Approach Surface out to one mile from the end of the runways. For the purposes of this DUBUQUE . REGIONAL AIRPORT analysis, a study area consisting of a one -mile buffer from each runway end is established, incorporating approximately 8,054 acres, including the airport. The airport encompasses 1,572.6 acres, or 15.3 percent of the study area. EXISTING LAND USE Dubuque Regional Airport is located within unincorporated Dubuque County. Much of the land use imme- diately surrounding the airport is low -intensity development of rural residential, agricultural, and light in- dustrial. The closest city is Dubuque, Iowa, an incorporated city with a downtown located approximately five miles northeast. The jurisdictional boundary for the City of Dubuque includes State Highway 61 and a portion of State Highway 151 and is located within the study area, terminating at the northeast boundary of the airport. EXTRATERRITORIAL JURISDICTION Under Iowa Code Section 414.23, land use powers by incorporated cities may be extended beyond the corporate limits into unincorporated areas by up to two miles if no county zoning ordinance exists.Z This is called the extraterritorial jurisdiction (ETJ). Under Iowa Code, a city's long-range planning jurisdiction is extended into the ETJ to ensure the most appropriate and beneficial use of land, water, and other natural resources are consistent with the public interest. Additionally, the ETJ allows a city to review subdivision development plans within the ETJ, allowing the city an opportunity to review and comment on the proposed projects. Most of the airport is located within the City of Dubuque's ETJ (Exhibit 5D); however, the study area includes parcels beyond the ETJ limit. COMPREHENSIVE PLAN The comprehensive plan is a general policy document used by government agencies to identify and de- scribe a community or region's characteristics, articulate goals and policies, and explore alternative plans for future growth, which, in turn, forms subdivision regulations and zoning ordinances to carry out the plan's goals. Often, municipalities incorporate goals and policies for their airports in their comprehensive plans, typically derived from an Airport Master Plan. Comprehensive plans aid local decision -makers re- garding complicated issues during the development process or a maintenance issue. Since the study area includes land within unincorporated Dubuque County and the City of Dubuque, the respective compre- hensive plans will be discussed. z Iowa Code Title IX, Chapter 414, Section 23 Extending Beyond City Limits (https://www.legis.iowa.gov/law/iowaCode/sections?codeChap- ter=414&year=2020) DUBUQUE REGIONAL AIRPORT City of Dubuque, Dubuque County. DUBUQUE _ . REGIONAL AIRPORT Dubuque County The most current comprehensive plan for Dubuque County, titled Dubuque County Regional Compre- hensive Plan (DCRCP), was adopted in 2013. The DCRCP addresses land use, mobility, environmental and open space, and plan implementation for the county for a 20- to 30-year timeframe.1 The following future land use designations are located within the study area: agricultural, single-family residential, commercial, institutional, and open space. The DCRCP does not provide definitions or describe these land use categories. The airport is designated as a commercial land use on the future land use plan. City of Dubuque Approved in 2017, the comprehensive plan for the City of Dubuque, Imagine Dubuque 2037: A Call to Action (Imagine Dubuque), is intended to be the united voice of the Dubuque community to "set the course for becoming a more viable, livable, and equitable community." Identified future land uses for the airport and surrounding environs within the ETJ1 are as follows: Single -Family Residential: This land use serves neighborhood needs such as education, housing, and recreation equitable while maintaining a viable, livable atmosphere and reducing environmental impacts. Commercial: The commercial land use designation supports a variety of businesses that provide residents with desired goods and services while creating jobs and a stronger tax base. This land use is not negatively affected by surrounding land uses and should be sensitive to pedestrian and trans- portation options. Mixed Use: The mixed -use land designation is to provide opportunities of commercial, institutional, and residential to co -exist without a negative impact. There are many benefits to this land use, in- cluding increased walkability, reduced traffic congestion, and improved public health. Industrial: The industrial land use designation provides for a variety of uses associated with manu- facturing, assembling, fabrication, warehousing, wholesaling, and commercial service operations that require adequate accessibility to transportation facilities. Parks and Open Space: Parks and open space is utilized for active and passive recreation. This in- cludes land that is susceptible to flooding, limiting development. The future land use map for the City of Dubuque identifies the airport as a commercial land use. 3 Dubuque County Department of Zoning— Dubuque County Regional Comprehensive Plan, January 14, 2013 (https://dubuguecounty.org/zon- ing/regional-plan/) 4 City of Dubuque, Iowa Department of Planning and Zoning — Imagine Dubuque 2037: A Call to Action, 2017 (https://www.citvofdubu- que.org/2432/lmagine-Dubuque). VDUBUQUE REGIONAL AIRPORT Study Area General Plan Summary As shown on Exhibit 5D and summarized in Table 5C, the single-family residential land use is the domi- nant planned land use of the study area, covering over 56 percent. The second largest planned land use is right-of-way (or parcels with no data from the county) at almost 20 percent. Remaining planned land uses within the study area include open space (157.4 acres or 2.0 percent), mixed -use (154.0 acres or 2.0 percent), commercial (152.2 acres or 1.9 percent), and industrial (148.1 acres or 1.8 percent). TABLE 5C City of Dubuque and Dubuque County General Planned Land Use Classifications Study Area Summary Land Use Designation Acreage Percent of Study Area' Dubuque Regional Airport 1,235.2 15.3% n:rrr.rTrrrrrt:t:ram Single -Family Residential 4,527.9 56.2% Commercial 152.2 1.9% Mixed -Use 154.0 2.0% Industrial 148.1 1.8% Open Space 157.4 2.0% Dubuque County Subtotal 5,139.6 63.9% Single -Family Residential 106.7 1.3% City of Dubuque Subtotal 106.7 1.3% Right-of-Way/No Data �1,72.5 19.5% Study Area Total�� Jill1111111 1111 i 1 Percentage totals may differ slightly due to rounding of numbers. Sources: Dubuque County, IA GIs Property Data Map and City of Dubuque, IA GIs Property Data Map; Coffman Associates, Inc. analysis ZONING Used in conjunction with subdivision regulations and an essential tool to achieve goals and policies outlined in the comprehensive plan, zoning regulations are used to divide land into districts, or zones, and regulate land use activities in those districts, specify permitted uses, intensity and density of each use, and the bulk sizes of each building. Traditional zoning ordinances separate land into four basic uses: residential, com- mercial (including office), industrial, and agricultural. Both the Dubuque County and the City of Dubuque created sub -categories under each basic land uses based on intensity, density, and community impact. Dubuque County Code of Ordinances: Section 1, Chapter 1- Land Management Section One, Chapter One of the Dubuque County Code of Ordinancess (UDC) addresses zoning and land division requirements for the county. The following zoning districts are within the study area around Dubuque Regional Airport within Dubuque County: 5 Dubuque County Code of Ordinances (https://du buguecounty.org/auditor/ordinances/) DUBUQUE _ . REGIONAL AIRPORT Agriculture District (Al). The Agriculture district is intended to provide for agricultural uses, such as general farming, ranching, dairy farming, forestry, nurseries, and pasturing. Other permitted uses include educational facilities, places of worship, hospitals/nursing homes, and airports. Agriculture Residential District (A2). The A2 district is intended for the low -density residential, per- mitting existing farmhouses which need to be platted as a separate residence from farm property, single-family residential, summer cottages, and home occupations. Rural Residential District (111). The R1 district permits low -density uses such as single-family residen- tial, public parks and recreation areas, and semi-public recreational facilities. Single -Family Residential District (112). Along with single-family residential, the R2 district permits places of worship, government and cultural uses, educational facilities, recreational uses, and semi- public recreational uses. Business District (1131). The 131 district is intended to permit general retail and professional office use. Places of assembly, places of worship, and healthcare facilities are included. Highway Business District (1132). Permitted uses in the highway business district allow all uses in the 131 district in addition to more intense retail activities. Industrial District (M1). The M1 district allows those uses permitted in the highway business district, in addition to distribution, manufacturing, warehousing, and wholesaling. Heavy Industrial District (M2). The heavy industrial district allows for any use and structure which is non-residential in nature. Additionally, healthcare facilities, places of worship, educational facilities, and hotels/motels are permitted. Conservancy District (Cl). The C1 district is intended to preserve the valuable scenic, historic, habi- tat, and scientific areas of the county. City of Dubuque Title 16: Unified Development Code Title 16 of the City of Dubuque City Code' outlines the zoning classifications used to regulate the general growth of the city. The following zoning districts are found within the study area around Dubuque Re- gional Airport under the City of Dubuque jurisdiction: 6 Municipal Code, City of Dubuque, Iowa — Title 16 Land Development Code (https://www.sterlingcodifiers.com/codebook/in- dex.php?book id=803&ft=1&find=8) DUBUQUE REGIONAL AIRPORT Agriculture District (AG). The AG district is intended to conserve farm land for agricultural purposes or to serve as a "holding zone" to prevent premature development on large acreages of recently annexed land for which the highest and best future use has not yet been determined. Two -Family Residential (R-2). The Two -Family Residential district is intended to allow both single- family residential and two-family residential (duplexes or twin homes) to provide for greater housing opportunities. Study Area Zoning Summary Using zoning maps available from both Dubuque County and the City of Dubuque, the zoning districts within the study area are summarized in Table 5D and depicted on Exhibit 5E. TABLE 5D City of Dubuque and Dubuque County Zoning Classification Study Area Summary Zoning District I Acreage Percent of Study Area' Dubuque Regional Airport 1,235.2 15.3% Dubuque County Agriculture District (Al) 3,816.8 47.4% Agriculture Residential District (A2) 2.5 0.0% Rural Residential District (R1) 1,091.6 13.6% Single-family Residential (R2) 1,141.0 14.2% Business District (61) 3.8 0.1% Highway Business District (62) 14.0 0.2% Industrial District (M1) 74.2 0.9% Heavy Industrial District (M2) 1.8 0.1% Conservancy District (Cl) 51.8 0.6% Dubuque County Subtotal 6,197.5 77.1% City of Dubuque Agriculture (AG) 108.4 1.3% Two -Family Residential (R-2) 106.8 1.3% City of Dubuque Subtotal 215.2 2.6% Right -of -Way 406.1 5.0% Study Area Total 4.0 100.0% 1 Percentage totals may differ slightly due to rounding of numbers. Sources: Dubuque County, IA GIs Property Data Map and City of Dubuque, IA GIs Property Data Map; Coffman Associates, Inc. analysis City and County combined agriculture land use accounts for over 48 percent of the study area (48.7 percent). Low -density residential (both Rural Residential and Single -Family Residential combined) ac- count for another 27.8 percent of the study area. Other zoning districts include two-family residential (1.3 percent), industrial district (0.9 percent), conservancy district (0.6 percent), highway business dis- trict (0.2 percent), business district (0.1 percent), and heavy industrial district (0.1 percent). Note that there are no areas zoned to be vacant. DUBUQUE REGIONAL AIRPORT � r r Zoning Conservancy District Agriculture District �� Airport Property Agriculture Residential District Runway Centerlines Rural Residential District L___I Dubuque City Limits Single -Family Residential District Dubuque Extraterritorial Jurisdiction Two -Family Residential District p..� 1 Mile Airport Buffer Business District - Highway Business District 0 Industrial District 0 3,500 7,000 N - Heavy Industrial District 1" = 3,500' �.11I.... _ - Source: Ezsm basemap Imagery (2 City of Dubuque, Dubuque County. ❑UBUQUE REGIONAL AIRPORT Table 5E summarizes the minimum lot areas, maximum density in floor area ratio (FAR)' unless otherwise noted, and maximum height, known as bulk standards, for each zoning district within the study area. TABLE 5E Zoning Ordinance Summary Bulk Standards Zoning District Minimum Lot Area Maximum Maximum iDensity(FARI)t Height(feet) District (Al) Minimum lot area is contingent on use NA' 35 ft' Agriculture Residential District (A2) 1 acre NA 35 ft Rural Residential District (R1) 1 acre NA 35 ft Single-family Residential (112) 22,000 sf4 NA 35 ft Business District (131) None NA 35 ft Highway Business District (132) None NA 35 ft Industrial District (M1) None NA 35 ft Heavy Industrial District (M2) None NA 50 ft or Four Stories Conservancy District (C1) 3 acres NA 35 ft City of Dubucl' Agriculture (AG) NA NA NA 5,000 sf for single-family residential Two -Family Residential (R-2) structures; 6,000 sf for two-family 0.40 30 ft residential structures 1 FAR — Floor Area Ratio 2 NA— Not Applicable 3 ft — feet 4 sf — square feet Sources: Dubuque County, IA GIs Property Data Map and City of Dubuque, IA GIs Property Data Map; Coffman Associates, Inc. analysis SUBDIVISION REGULATIONS Subdivision regulations are legal devices employed to administer the division of land into two or more lots, parcels, or sites for the building and location, design, and installation of supporting infrastructure. The subdivision regulations are one of two instruments commonly employed to carry out the goals and policies outlined in the comprehensive plan. Subdivision regulations can be used to specify requirements for airport -compatible land development by requiring developers to plat and develop land to minimize noise impacts or reduce noise exposure to new development. Subdivision regulations can also be used to protect the airport proprietor from litigation for noise impacts at a later date. The most common requirement is the dedication of a noise or avigation easement to the airport sponsor by the land developer as a condition of the development approval. Ease- ments typically authorize overflights of property, with noise levels attendant to such operations. Floor Area Ratio (FAR) is the permitted floor area of a building in relation to the size of a lot. DUBUQUE REGIONAL AIRPORT Dubuque County Code of Ordinances: Section 1, Chapter 2 - Land Management Section One, Chapter Two of the Dubuque County Code of Ordinances addresses subdivision regulations for the county. This chapter of the Land Management section does not address subdivision standards in relation to the airport. Airport land use compatibility is addressed in Section One, Chapter One of the Dubuque County Code of Ordinances. City of Dubuque Title 16: Unified Development Code The City of Dubuque's subdivision regulations are included in Title 16 of the City of Dubuque UDC. Accord- ing to the regulations, there are no specific procedures relating to airport land use compatibility through the subdivision process. Airport land use compatibility is addressed as part of the overall zoning code. AIRPORT OVERLAYS AND HEIGHT PROTECTION ZONES Initially discussed in Chapter One, Dubuque County established three zoning districts to protect the air- port from incompatible land uses on airport property. The primary goal of these districts is to reduce the consequences of accidents related to aviation and to ensure compatibility issues related to noise, pollu- tion, height, and land use compatibility. BUILDING CODE Building codes were established to provided minimum standards to safeguard life, limb, health, and pub- lic welfare by regulating and controlling the design, construction, quality of materials, use and occu- pancy, location, and maintenance of all buildings and structures. Building codes may be required to pro- vide sound insulation in new residential, office, and institutional buildings when warranted by existing or potentially high aircraft noise levels. Dubuque County currently follows the International Building Code, adopted into the zoning ordinance. The Dubuque County Code does have noise standards for certain land use (such as for non-commercial wind energy conversion systems), however, these standards are not specific to airport land uses or aircraft. NON -COMPATIBLE DEVELOPMENT ANALYSIS Areas with the potential for non -compatible development, when compared to the noise exposure con- tours and height restrictions within the Part 77 approach surfaces out to one mile, have been evaluated. Further discussion of these areas can be found in Chapter One. This was accomplished by evaluating city - and county -adopted land use plans and zoning designations for those parcels encompassed by the noise contours to determine if noise -sensitive land uses could be developed in those areas. Both the noise contours and height restrictions within the Part 77 approach surface area are addressed below. DUBUQUE REGIONAL AIRPORT Noise Exposure Contours The standard methodology for analyzing noise conditions at airports involves the use of a computer sim- ulation model. The purpose of the noise model is to produce noise exposure contours that are overlain on a map of the airport and vicinity to graphically represent aircraft noise conditions. When compared to land use, zoning, and general plan maps, the noise exposure contours may be used to identify areas that are currently, or have the potential to be, exposed to aircraft noise. To achieve an accurate representation of an airport's noise conditions, the noise model uses a combina- tion of industry -standard information and user -supplied inputs specific to the airport. The software pro- vides noise characteristics, standard flight profiles, and manufacturer -supplied flight procedures for air- craft which commonly operate at Dubuque Regional Airport. As each aircraft has different design and operating characteristics (number and type of engines, weight, and thrust levels), each aircraft emits different noise levels. The most common way to spatially represent the noise levels emitted by an aircraft is a noise exposure contour. Airport specific information, including runway configuration, flight paths, aircraft fleet mix, runway use distribution, local terrain and elevation, average temperature, and numbers of daytime and nighttime operations, are also used in modeling inputs. Based on assumptions provided by the user, the noise model calculates average 24-hour aircraft sound exposure within a grid covering the airport and surrounding areas. The grid values, represented with the day -night noise level metric or DNL, at each intersection point on the grid represent a noise level for that geographic location. To create the noise contours, an isoline, similar to those on a topographic map, is drawn connecting points of the same DNL noise value. In the same way that a topographic contour rep- resents the same elevation, the noise contour identifies areas of equal noise exposure. DNL is the metric currently accepted by the FAA, U.S. EPA, and Department of Housing and Urban De- velopment (HUD) as an appropriate measure of cumulative noise exposure. These three agencies have each identified the 65 DNL noise contour as the threshold of incompatibility. The Iowa Airport Land Use Guidebook$ (IALUG) provides airport sponsors and their host communities with a resource document setting guidelines addressing land use compatibility issues to protect airports. Rec- ognizing the importance of maintaining safe operational environments for both the airport and the sur- rounding community, the IALUG helps to determine primary factors for how land use compatibility relates to uses around the airport. This is accomplished by defining land uses which are not compatible, limited in compatibility, or permitted in zones defined by 14 CFR Part 77 (i.e., the Runway Protection Zone, Approach Surface zone, Transitional Surface zone, Horizontal Surface zone, or Conical Surface zone) around the air- port, prescribing recommended zoning districts and compatible land uses within each district. For example, land uses in the Approach Surface zone should limit uses which encourage the congregation of people, are considered wildlife attractants, create visual obstructions, or are noise -sensitive development. Exhibit 5F 8 Iowa Department of Transportation -Office of Aviation Iowa Airport Land Use Guidebook (January 2008) (https:Hiowadot.aov/aviation/airports) DUBUQUE _ . REGIONAL AIRPORT depicts IALUG-recommended land use zones around Dubuque Regional Airport based on the ultimate run- way configuration outlined on the recommended development concept (Exhibit 5A). The IALUG employed FAA Advisory Circular (AC) 150/5300-13, Airport Design and 14 CFR Part 77, Objects Affecting Navigable Airspace to determine appropriate land uses around an airport. The guidelines summarized on Exhibit 5G indicate that all land uses are acceptable in areas below 65 DNL. At or above the 65 DNL threshold, residential land uses without acoustic treatment, mobile homes, and transient lodging are all incompatible. The exhibit notes that homes of standard construction and transient lodging may be considered compatible where local communities have determined these uses are permissible; however, acoustic treatment of these structures is recommended to meet noise level reduction thresholds when comparing the outdoor noise level to the indoor noise level. Schools and other public use facilities are also generally considered to be incompatible with noise exposure above 65 DNL. As with residential development, communities can make a policy decision that these uses are acceptable with appropriate sound attenuation measures. Hospitals and nursing homes, places of wor- ship, auditoriums, and concert halls are structures which are generally compatible if measures to achieve noise level reduction are incorporated into the design and construction of structures. Outdoor music shells and amphitheaters are not compatible and should be prohibited within the 65 DNL noise contour. Additionally, agricultural uses and livestock farming are generally considered compatible except for re- lated residential components of these uses, which should incorporate sound attenuation measures. Noise exposure contours were prepared for Dubuque Regional Airport for a baseline condition (2019) and a long-range condition (2039) established on the operational forecasts presented in Chapter Two. The resulting contours are shown on Exhibit 5B and Exhibit 5C. As shown on the exhibits, noise contours out to the 65 DNL remain entirely on airport property in both the baseline and long-range forecast. Height Restrictions Using a similar process to the non -compatible development analysis for noise contours, the zoning and future land use within the Part 77 approach surface area out to one mile from the end of the runways were evaluated. Future land use designations are not included in this analysis, as the Dubuque County's DCRCP does not specify height limitations for future land uses. As identified on Exhibit 5H, areas within the Part 77 approach surface area out to one mile of the runway ends are zoned Agricultural, Single -Family Residential, Highway Business District, Business District, and Ru- ral Residential. As noted in Table 5E previously, the maximum height limit for the residential districts is 35 ft for lower density residential. The maximum height allowed for all zoning designations found in the Part 77 approach surface area is 35 ft. Exhibit 5H highlights the ultimate land use approach areas. Currently, the Dubuque County Code refers to protected surface areas within the Part 77 map area to restrict structure height in the Airport Operations (AO), Airport Commercial (AC), and Airport Influence Area Agriculture (AA) districts on -airport property. Structure height, both natural and manmade, are prohibited to by base zoning districts in the vicinity of the airport and the Part 77 airspace requirements. -01F, f" r ?n e r� DUBUQUE REGIONAL AIRPORT = Major Roads pr Runway Extension - �* -tr' µ' sz Safety Zones ... Runway Protection Zone C= Approach Surface- "� Transitional Surface r - Horizontal Surface. ' wr 0 Conical Surface ~Af Zone Iowa Airport Land Use Guidebook Recommendation Land uses within Zone A should be limited, where possible. Best management practices should he used when determining compatible land uses such as parking lots {with restrictions, roadways, and open spaces in proximity to an airport's environs. Many A — Runway Protection Zone airports have residential structures within Zone A that should be removed when fin anciallyfeasible. Construction of new structures should be prohibited, while existing structures and vegetation should be removed through the use of land acquisition and/or the purchase of avigation easements, when practical. Land uses allowed in Zone B typically require additional review to maintain compliance with land use guidelines that limit concentrations of people, wildlife attractants, visual obstructions, tali structures, and noise sensitive developments. For example, B —Approach Surface residential developments should be precluded from this area. However, some single family developments, if low in density, may be permitted with additional review by the local planning authority giving consideration to! noise sensitivity, high concentrations of people, tall structures, visual obstructions, and wildlife and bird attractants. Land uses allowed in Zone C should not congregate people, generate visual obstructions, attract wildlife hazards, or create tall C — Transitional Surface structures. Noise sensitive developments should be discouraged as well because this area will experience engine -run-up noise and general operational noise from the aircraft during approach and departure. This zone should be clear of all uses that may generate visual obstructions, wildlife attractants, or tall structures because aircraft p — Horizontal Surface typically operate at lower altitudes and slower air speeds in this area, If a pilot is distracted by visual obstructions, potential safety concerns ran arise. Land uses that encourage congregations of people or involve development of tall structures should also be discouraged. Noise sensitive developments should also be limited. This zone is intended to preclude the development of any land uses that may generate concerns related to significant height E — Conical Surface limitations, wildlife attractants, and visual obstructions. Concentrations of people and noise sensitive land uses should also be evaluated to ensure compatibility within the airport's environs. Source. Iowa Airport Land Use Guidebook This page intentionally left blank DUBUQUE REGIONAL AIRPORT LAND USE Residential nr_ Residential, other than mobile homes and transient lodgings Y N' N' N N N Mobile home parks Y N N N N N J� Transient lodgings Y N' N' N' N N � 1 Schools Y N' M N N N H Hospitals and nursing homes Y 25 30 N N N Churches, auditoriums, and concert halls Y 25 30 N N N Government services Y Y 25 30 N N Transportation Y Y YZ Y, Y4 Y4 P Parking Y Y Yz Y3 Y4 N Commercial Offices, business and professional Y Y 25 30 N N Wholesale and retail -building materials, hardware and farm equipment Y Y Yz Y3 Y4 N Retail trade -general Y Y 25 30 N N Utilities Y Y Yz Y3 Y4 N Communication Y Y 25 30 N N ufacturing, general Y Y Y Y3 Y4 N ographic and optical IT;Agriculture Y Y 25 30 N N (except livestock) and forestry Y Y6 Y7 Y$ Y8 Y6 Livestock farming and breeding Y Y6 Y' N N N Mining and fishing, resource production and extraction Y Y Y Y Y Y • Outdoor sports arenas and spectator sports Y Y' Y' N N N Outdoor music shells, amphitheaters Y N N N N N Nature exhibits and zoos Y Y N N N N Amusements, parks, resorts, and camps Y Y YN N N Golf courses, riding stables, and water recreation Y Y 25 30 N N 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 local authorities. FAA determinations under Part 150 are not intended to substitute federally -determined land uses for those determined to be appropriate by local authorities in response to locally -determined needs and values in achieving noise compatible land uses. See other side for notes and key to table. DUBUQUE REGIONAL AIRPORT Y (Yes) Land Use and related structures compatible without restrictions. N (No) Land Use and related structures are not compatible and should be prohibited. NLR Noise Level Reduction (outdoor -to -indoor) to be achieved through incorporation of noise attenuation into the design and construction of the structure. 25, 30, 35 Land Use and related structures generally compatible; measures to achieve NLR of 25, 30, or 35 dB must be incorporated into design and construction of structure. 1. Where the community determines that residential or school uses must be allowed, measures to achieve outdoor -to -indoor Noise Level Reduction (NLR) of at least 25 dB and 30 dB, respectively, should be incorporated into building codes and be considered in individual approvals. Normal residential construction can be expected to provide an NLR of 20 dB; thus, the reduction requirements are often stated as 5, 10, or 15 dB over standard construction and normally assume mechanical ventilation and closed windows year round. However, the use of NLR criteria will not eliminate outdoor noise problems. 2. Measures to achieve NLR of 25 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise -sensitive areas, or where the normal noise level is low. 3. Measures to achieve NLR of 30 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise -sensitive areas, or where the normal noise level is low. 4. Measures to achieve NLR of 35 dB must be incorporated into the design and construction of portions of these buildings where the public is received, office areas, noise -sensitive areas, or where the normal noise level is low. 5. Land use compatible provided special sound reinforcement systems are installed. 6. Residential buildings require an NLR of 25. 7. Residential buildings require an NLR of 30. 8. Residential buildings not permitted. Source: 14 CFR Part 150, Appendix A, Table 1. { P 0 Existing Runway Centerlines Ultimate Runway Extension Airport Property j Dubuque City Limits a Ultimate Part 77 Approach Surfaces -1-Mile Extent Dubuque Extraterritorial Jurisdiction Zoning Agriculture District - Business District - Highway Business District Rural Residential District C Single -Family Residential District No Data Source: ESRI Basemap Imagery (2014), City of Dubuque, Dubuque County. DUBUQUE REGIONAL AIRPORT City�of — ---- Dubuquer 1 I —----------- 1 VDUBUQUE REGIONAL AIRPORT RECOMMENDATIONS Based on the information presented above and the non -compatible development analysis, the following recommendations are provided to maintain airport land use compatibility in the vicinity of Dubuque Regional Airport. Incorporate Airport Land Use Compatibility Goals and Policies into Comprehensive Plans for both Dubuque County and City of Dubuque. A comprehensive plan is the starting point guiding a city's and county's development and is the recommending policy document for development. It is recommended the city and county include, with input from the Dubuque Regional Airport, goals, policies, and objectives for the airport when the comprehensive plans are scheduled for updates. Incorporate land division guidelines for airport -compatible development into local subdivision regula- tions. Subdividing land is generally the initial step of the development process. It is important at this stage to ensure that land arrangement is compatible with the airport and appropriate avigation ease- ments are dedicated. Require restrictive covenants during the plat or site plan review process. An effective way to regulate property development and limit use is through restrictive covenants, or deed restrictions, that often include limitations not covered by local zoning regulations. A restrictive covenant is recorded at the county level and runs with the land, meaning that restrictions will stay in place even as property owner- ship changes. Restrictive covenants can place limitations on height, use, and density, and can protect the airport from future incompatible land uses. Encourage both the City of Dubuque and Dubuque County to adopt an Airport Overlay District around the airport to restrict land uses based on both the Iowa Airport Land Use Guidebook and 14 CFR Part 77, Safe, Efficient Use and Preservation of the Navigable Airspace. Currently, the A-1, A-2, R-1, and R-2 zoning districts are within proximity to DBQ, all of which permit uses incompatible with the airport. Ex- amples include residential, places of worship, landfills, and recreation areas. While these land uses are appropriate for their respective zoning districts, they are not necessarily appropriate near an airport, whether those uses are sensitive to the noise aircraft generate or that they attract wildlife that can cause a hazard to aircraft. FAA AC 150/5200-33B, Hazardous Wildlife Attractants on or Near Airports, offers guidance to airports and local municipalities on citing nuisances attractive to wildlife near an airport. Consideration should be given to uses such as landfills or recreation areas with water, both of which attract birds to the vicinity of the airport. By adopting an overlay district around the airport, the city and county can restrict uses which could be hazardous to both land uses and aircraft. DUBUQUE _ . REGIONAL AIRPORT Adopt Fair Disclosure Requirements for Real Estate Transactions within the Vicinity of Dubuque Re- gional Airport. Fair disclosure regulations in real estate transactions are intended to ensure that pro- spective buyers of property are informed that the property is or will be exposed to potentially disruptive aircraft noise or overflights. It is not uncommon around even the busiest airports for newcomers to re- port having bought a property without having been informed about airport noise levels. At the most formal level, fair disclosure can be implemented through a city and county ordinance requiring a deed notice for property within the vicinity based on an existing boundary, such as the Part 77 Horizontal Surface. The following is an example of a disclosure statement notifying potential property owners of the proximity of an airport and expectations for living in the vicinity of the airport. A sample disclosure statement is included in the IALUG and is provided below: The tract of land situation at (address of property) in (city and county) , consisting of approximately acres (County and State) which is being conveyed from to lies within miles of (airport name) may be subjected to varying noise levels, as the some is shown and depicted on the official Zoning Maps. The disclosure is to be signed by the potential purchaser and shall be attached to the final sales agreement. PLAN IMPLEMENTATION The best means to implementation of the recommendations in the Master Plan is to first recognize that planning is a continuous process that does not end with completion and approval of this document. Rather, the ability to continuously monitor the existing and forecast status of airport activity must be provided and maintained. The issues upon which the Master Plan is based will remain valid for many years. The primary goal is for DBQ to best serve the general aviation and air transportation needs of the region, while continuing to be economically self-sufficient. The actual need for facilities is most appropriately established by DBQ activity levels rather than a spec- ified future date. For example, projections have been made as to when additional hangars may be needed. However, the timeframe in which the development is needed may be substantially different. Actual demand may be slower to develop than expected, or high levels of demand may establish the need to accelerate landside facility expansion. Although every effort has been made in this master plan- ning process to conservatively estimate when facility development may be needed, actual aviation de- mand will dictate when facility improvements need to be delayed or accelerated. The real value of a usable master plan is in keeping the issues and objectives in the minds of airport management and decision -makers, so they are better able to recognize change and its effects. In addi- tion to adjustments in aviation demand, decisions made as to when to undertake the improvements recommended in this study will impact the length of time the plan remains valid. The format used in this Master Plan is intended to reduce the need for formal and costly updates by allowing for simple adjust- ments of the timing as necessary. These updates can be performed by DBQ staff, thereby improving the plan's overall effectiveness. VDUBUQUE REGIONAL AIRPORT In summary, the planning process requires DBQ management to consistently monitor progress in terms of aircraft operations, enplanements, and based aircraft. Analysis of aircraft demand is critical to the timing and need for certain airport facilities. The information obtained from continually monitoring activity will provide the data necessary to determine if the development scheduled needs to be adjusted. The next chapter, Capital Improvement Plan, will outline a schedule for development as well as project costs. �J I � y A41_ - _ I CHAPTER 6 Capital Improvement Plan DUBUQUE REGIONAL AIRPORT Airport Master Plan CAPITAL IMPROVEMENT The analyses completed in previous chapters evaluated development needs at Dubuque Regional Airport (DBQ) over the next 20 years and potentially beyond based on forecast activity, operational safety and efficiency, and sustainability. The next step is the preparation of a capital improvement program (CIP) for those projects that are expected to be implemented over the near -term. A more general discussion of the funding of the intermediate and long-term projects is provided because of the possible demand changes that would shift the need and priority of those projects. This chapter presents the description of the CIP and the resulting financial projections for DBQ. The CIP is developed under the assumption that various demand -based indicators, such as annual operations, annual passenger enplanements, and based aircraft grow in -line with the aviation activity forecasts presented in DUBUQUE REGIONAL AIRPORT Airport Master Plan DUBUQUE REGIONAL AIRPORT Chapter Two. The base forecast for enplanements reflects a compound annual growth rate (CAGR) from 2019-2039 of 1.6 percent compared to the 1.5 percent CAGR included in the 2019 Terminal Area Forecast (TAF) prepared by the Federal Aviation Administration's (FAA). Financial projections were developed for three planning horizons: short-term (years 1-5, or Fiscal Year [FY] 2021 through FY 2025), intermediate term (years 6-10, or FY 2026 through FY 2030), and long-term (years 11-20, or FY 2031 through FY 2040 and beyond). The presentation of the capital program has been organized into four sections: 1) financial plan; 2) capital program and development staging; 3) funding sources; and 4) financial feasibility. FINANCIAL PLAN DBQ is owned by the City of Dubuque (the City). However, the City Council's authority related to the DBQ is limited to control on the Airport budget because, in 1950, Dubuque residents voted by referendum, pursuant to Iowa Code 330.17 to establish an independent Airport Commission (the Commission). The Commission has five commissioners who are appointed by the City to operate and manage DBQ. The City's fiscal year ends June 30. The FY 2020 numbers reflect actual amounts as of June 30, 2020. The FY 2021 numbers reflect the City's 2021 budget (FY 2021 Budget). ACTIVITY FORECAST Table 6A presents the activity forecast used to develop the financial plan. Since the activity forecast included in Chapter Two — Forecasts, summarized in Table 2CC of the Master Plan was prepared, the COVID-19 pandemic occurred, which resulted in the imposition of travel restrictions that have severely impacted the aviation industry, including DBQ. As a result, FY 2019 through FY 2040 enplanements have been re -forecasted as follows: • FY 2019 and FY 2020 reflect actual amounts. • Activity is forecast to recover to 2019 levels by 2024, which is generally consistent with the range of estimates made recently by various airline industry and bond credit analysts. • FY 2025 through FY 2040 activity is forecast to achieve the long-term enplanement forecast in- cluded in Table 2CC. The FY 2021 budgeted landed weight is also forecast to recover to FY 2019 landed weights by FY 2024. Since landed weight is not forecast in Table 2CC and is necessary to calculate the landing fee for the financial forecast, the FY 2025 through FY 2040 landed weights are assumed to grow with the growth in operations shown in Table 2CC. DUBUQUE REGIONAL AIRPORT Table 6A Activity Forecast (in 000s) Year 2019 PerTable 2CC 38,397 Growth Rates Enplanements Reforecast (a) 39,992 % change - Recovery to 2019 -- Operations Per Table 2CC 59,797 Growth Rates Forecast % Recovery (a) change to 2019 43,170 - 2020 28,481 -28.8% -28.8% 35,044 -18.8% -18.8% 2021 15,152 -46.8% -62.1% 36,455 4.0% -15.6% 2022 20,940 38.2% -47.6% 38,568 5.8% -10.7% 2023 28,938 38.2% -27.6% 40,804 5.8% -5.5% 2024 40,760 1.2% 39,992 38.2% 0.0% 64,447 1.5% 43,170 5.8% 0.0% 2025 1 40,568 1 1.4% 1 43,941 1.8% 2026 41,152 1.4% 44,727 1.8% 2027 41,744 1.4% 45,526 1.8% 2028 42,345 1.4% 46,340 1.8% 2029 43,780 1.4% 42,955 1.4% 70,416 1.8% 47,168 1.8% 2030 43,750 1.9% 47,862 1.5% 2031 44,559 1.9% 48,565 1.5% 2032 45,384 1.9% 49,279 1.5% 2033 46,224 1.9% 50,003 1.5% 2034 47,079 1.9% 50,738 1.5% 2035 47,950 1.9% 51,484 1.5% 2036 48,838 1.9% 52,241 1.5% 2037 49,741 1.9% 53,009 1.5% 2038 50,662 1.9% 53,788 1.5% 2039 52,590 1.9% 51,599 1.9% 81,479 1.5% 54,579 1.5% 2040 52,554 1.9% 55,381 1.5% (a) Activitv in 2019 and 2020 reflect actual data. Activitv is forecast to recover to 2019 levels by 2024. which is eenerally consistent with the range of estimates made recently by various airline industry and bond credit analysts. Activity in 2025 through 2040 is forecast based on the growth rates included in Table 2CC. Sources: DBQ, historical records Coffman Associates, Table 2CC DKMG Consulting, reforecast CAPITAL PROGRAM AND DEVELOPMENT STAGING As mentioned, the CIP has been programmed by planning horizons to cover the short, intermediate, and long-term needs of the airport. The short-term planning horizon contains items of highest need and/or priority, many of which have been previously defined by airport management. As short-term horizon activity levels are reached, it will then be time to program for the intermediate term based upon the next activity milestones. Similarly, when the intermediate term milestones are reached, it will be time to program for the long-term activity milestones. DUBUQUE REGIONAL AIRPORT Many development items included in the recommended concept will need to follow these demand indica- tors. For example, the plan includes expanding utility infrastructure and site preparation for constructing new landside facilities to support aircraft activity. Demand for new based aircraft will be a primary indicator for these projects. If based aircraft growth occurs as projected, additional hangars should be constructed to meet the demand. If growth slows or does not occur as forecast, some projects may be delayed. As a result, capital expenditures are planned to be made on an as -needed basis, leading to more responsible use of capital assets. Some development items do not depend on demand, such as airfield improvements to meet FAA design standards. These projects need to be programmed in a timely manner regardless of changes in demand indicators and should be monitored regularly by airport management. At DBQ, some hangars are owned and managed by the airport and leased to individual tenants, while oth- ers are privately owned and managed on land leased from the airport. Because of economic realities, many airports rely on private developers to construct new hangars. In some cases, private developers can keep construction costs lower which, in turn, lowers the monthly lease rates necessary to amortize a loan. The CIP for DBQ assumes that site preparation and development for landside facilities will be constructed pri- vately. This assumption does not preclude the possibility of the airport constructing new hangars. Ulti- mately, the City of Dubuque will determine, based upon demand and the specific needs of a potential developer, whether to self -fund landside facility development or to rely on private developers. As a master plan is a conceptual document, implementation of the capital projects should only be un- dertaken after further refinement of their design and costs through architectural or engineering anal- yses. Moreover, some projects may require additional infrastructure improvements (i.e., drainage im- provements, extension of utilities, etc.) that may increase the estimated cost of the project or increase the timeline for completion. Once a list of necessary projects was identified and refined, project -specific cost estimates were pre- pared. These estimates include design, construction administration, and contingency costs that may arise on the project. Capital costs presented here should be viewed only as "order -of -magnitude" esti- mates subject to further refinement during engineering/architectural design. Nevertheless, they are considered sufficient for planning purposes. Cost estimates for each of the development projects in the CIP are based on present-day construction, design, and administration costs. Adjustments will need to be applied over time to account for inflation and changes in construction and capital equipment costs. Cost estimates for these projects were provided by Foth, who is providing engineering support for the master plan and is familiar with DBQ. Cost estimates for each of the development projects in the CIP are in current dollars. Exhibit 6A presents the proposed 20-year CIP for DBQ, while Exhibit 6113 illustrates development staging. It should be clearly stated that the proposed CIP is a point -in -time analysis which will change annually based on actual demand and changing needs. The exhibit presents total cost estimates (using 2020 dol- lars) for each project; a detailed breakdown including funding sources will be outlined later in the chap- ter. Descriptions of each project are included in the following subsections. -„ .. .. DUBUQUE REGIONAL AIRPORT Project• Project Number •lCost Short Term 1 2021 Pavement condition study $65,000 2 2021 Relocate windcones $18,700 3 2021 Relocate electrical vault $1,900,160 4 2021 Construct 100LL fuel tank $242,265 5 2021 Relocate existing airfield lighting emergency generator $144,000 6 2022 Reconstruct Taxiway A - design $350,000 7 2022 Expand GA apron areas $1,156,288 8 2023 Reconstruct Taxiway A - Phase 1 (Existing Taxiway C to B) $3,110,000 9 2023 Reconstruct Taxiway A - Phase 2 (Existing Taxiway D to Runway 18) $7,180,000 10 2024 Reconstruct Taxiway A - Phase 3 (Existing Taxiway C to D) $2,730,000 11 2024 Reconstruct Taxiway A to Runway 31 and add multi -lane holding bay $3,585,809 12 2025 Pavement condition study $75,000 13 2025 ARFF vehicle replacement $900,000 14 2025 High speed rotary plow replacement $750,000 15 2025 Extend ultimate Taxiway D $2,421,980 16 2025 Expand/pave/gravel terminal area parking lots $1,832,304 17 Routine pavement maintenance $6,188,334 Total Short Term $32,649,840 18 Aircraft de-ice vehicle $600,000 19 Environmental study for Runway 18-36 extension $300,000 20 Close portion of Merlin Lane $87,220 21 Acquire approximately 41.9 acres of property $197,228 22 Construct Runway 18-36 extension $11,400,000 23 Extend ultimate Taxiway A and construct holding bay $2,345,000 24 Fiscal Years 2026-2030 Extend ultimate Taxiway H $4,567,000 25 Construct ultimate Taxiway C $1,624,420 26 Install MALSR on Runway 18 $2,160,000 27 Construct car wash facility $1,889,760 28 Extend ultimate Taxiway D $4,354,020 29 Terminal expansion $1,771,200 30 Routine pavement maintenance $1,000,000 Total Intermediate Term $32,295,848 4 ng Term • 31 Construct cargo facility - option #1 $20,465,334 32 Environmental study for west side property acquisition $300,000 33 Construct ultimate Taxiway J $17,305,800 34 Acquire approximately 30.7 acres $126,700 35 Fiscal Years Construct new public roadways on west side $1,371,840 36 2031-2040 Expand utilities to west side for planned development $3,842,360 37 Construct west apron $40,243,565 38 Construct fuel farm $1,697,920 39 1 1 Routine pavement maintenance Total Long Term $2,000,000 $87,353,518 TOTAL 0. NOT PART OF CIP - DISCUSSION PURPOSES ONLY Cargo option #2 $67,954,990 Tower relocation option #1 $9,575,300 Tower relocation option #2 $16,901,420 Tower relocation option #3 $10,353,020 * All costs were estimated using 2020 dollars VDuBUQUE REGIONAL AIRPORT Four additional projects are excluded from the CIP: a secondary option for construction of an air cargo facility, and three potential sites for relocating/reconstructing the airport traffic control tower (ATCT). These four projects are not included in the CIP total costs and have been listed for planning/discussion purposes only. SHORT TERM PROGRAM (YEARS 0-5) The short-term projects are those anticipated to be needed during the first five years of the 20-year CIP. The projects listed are subject to change based on federal and state funding priorities. Projects related to safety and maintenance generally have the highest priority. This applies to many of the projects iden- tified in the short-term CIP that are associated with maintaining/rehabilitating existing airfield pave- ments and improving airfield safety. The short-term program considers 17 projects for the planning pe- riod as presented on Exhibit 6A and depicted on Exhibit 6B. The following provides additional details about each project. Project #1— Pavement Condition Study. A pavement condition study is programmed for 2021 to as- sess airfield pavement and assigned a pavement condition index (PCI) value to runways, taxiways, and apron pavement. This information will be used to determine which sections of pavement will need re- habilitated or reconstructed and when this work may need to be done. Project #2 — Relocate windcones. Two windcones along Runway 13-31 are planned to be relocated. The lighted windcone between existing Taxiways C and D is currently in the location of ultimate Taxiway A, while the supplemental windcone near the Runway 31 end obstructs the runway object free area (ROFA) on the east side of the runway. This project plans for the relocation of the lighted windcone at the mid- point of the runway to a location approximately 300 feet to the northeast, and for the supplemental windcone located near the Runway 31 end to be moved approximately 400 feet to the northeast. Project #3 — Relocate electrical vault. The electrical vault is planned to be moved from its existing loca- tion on the general aviation (GA) apron to a new site located approximately 160 feet northwest of the ultimate Taxiway E and F intersection. Project #4—Construct 100LLfuel tank. A new 10OLL fuel tank with a capacity of 20,000 gallons is planned to be added to the airport's existing fuel farm to increase storage capacity and provide greater flexibility with bulk load fuel purchases. Project #5 — Relocate existing airfield lighting emergency generator. This project is being done in con- junction with the airfield lighting electrical vault project (Project #3) and involves the relocation of the existing emergency generator to the pump house building. Project #6 — Reconstruct Taxiway A (Design). This project plans for the design phase of the ultimate Taxiway A reconstruction project, that will be detailed further in Projects #8-10. DUBUQUE REGIONAL AIRPORT Short Term (0-5 Years) Intermediate Term (6-10 Years) ---- Airport Property Line 1❑ Pavement condition study - NP Aircraft de-ice vehicle - NP Existing Easements ❑2 Relocate windcones m Environmental study for Runway 18-36 extension - NP Ultimate Property Line ❑3 Relocate electrical vault mi Close portion of Merlin Lane 0 Existing Taxiway Designation ® Construct 100LL fuel tank - NP 61 ® Acquire approximately 41.9 acres of property • ❑5 Relocate existing airfield lighting emergency generator - NP ® Construct Runway 18-36 extension Ultimate Taxiway Designation ® Extend ultimate Taxiway A and construct holding bay Runway Protection Zone (RPZ) Reconstruct Taxiway A -design - NP ❑7 Expand GA apron areas i� m Extend ultimate Taxiway H Pavement to be Removed ® Reconstruct Taxiway A - Phase 1 (Existing Taxiway C to B) ® Construct ultimate Taxiway C EL Non -Aviation Development ❑9 Reconstruct Taxiway A - Phase 2 (Existing Taxiway D to Runway 18) ( m Install MALSR on Runway 18 Short -Term Project 10 Reconstruct Taxiway A - Phase 3 (Existing Taxiway C to D) ® Construct car wash facility Intermediate -Term Project 11 Reconstruct Taxiway A to Runway 31 and add multi -lane holding bay m Extend ultimate Taxiway D Lon 12 Pavement condition study - NP 2 m Terminal expansion ' - g Term Project 13 ARFF vehicle replacement - NP m 11 0 m m Routine pavement maintenance - NP Proposed Solar Arrays 14 High speed rotary plow replacement - NP ' NP Not Pictured 15 Extend ultimate Taxiway D rLong Term 0 1-20+ Years) 16 Ex and/ ave/ ravel terminal area parkinglots • 17 Routine p+�V m ® Construct cargo facility - option #1 pavement maintenance - NP * ® Environmental study for west side property acquisition -NP 8 �� 0 ® Construct ultimate Taxiway J m 15 m Acquire approximately 30.7 acres 7 } m Im ® Construct new public roadways on west side + +r 10 m Expand utilities to west side for planned development - NP • p , m 0 0 ® Construct west apron 7 � 16% m Construct fuel farm - NP m ` © i►� j m Routine pavement maintenance - NP 2 9 ® ` � m � v v v N This page intentionally left blank VDuBUQUE REGIONAL AIRPORT Project #7 — Expand GA apron areas. To accommodate anticipated growth in based aircraft, the GA apron is planned to be extended to the north to allow for the expansion of an existing T-hangar. A second apron is planned to be constructed northeast of the ATCT; this apron could support two conventional hangars, as shown in the previous chapter in Figure 5D. Project #8 — Reconstruct Taxiway A — Phase 1, Existing Taxiway C to Taxiway B. As part of the taxiway redesign to improve safety and meet FAA design standards, a new partial parallel taxiway (Ultimate Tax- iway A) is planned to be constructed 300 feet from the GA apron. This phase plans for construction of the section between existing Taxiways C and B, as well as ultimate taxiway connectors A5 and 133. Por- tions of pavement on existing Taxiways B and C will be removed as part of this project. Project #9 — Reconstruct Taxiway A — Phase 2, Taxiway D to Runway 18. The second phase of the Taxi- way A redesign includes the construction of new taxiway pavement between existing Taxiway D and the Runway 18 end. Ultimate connectors A2 and 131 are also included in this project, along with the removal of pavement on portions of existing Taxiway A. In preparation for a future project, Project #9 also in- cludes relocation of the airport's service road on the north side of the airfield so that it does not encroach upon planned taxiway development or safety areas. Project #10 — Reconstruct Taxiway A — Phase 3, Taxiway C to Taxiway D. The third phase of the taxiway redesign project includes the construction of new pavement extending between existing Taxiways C and D. This phase also includes the construction of ultimate Taxiway 132. Project #11— Reconstruct Taxiway A to Runway 31 and add multi -lane holding bay. To correct the non- standard hold lines on ultimate Taxiway A to Runway 31, Taxiway A is planned to be extended to the south, squared off, and re -marked with standard hold lines perpendicular to the runway centerline and separated by 250 feet. This project also includes construction of a multi -lane holding bay which will re- duce delay as pilots perform engine checks and run -ups prior to departure. This action will necessitate a modification to the perimeter service road, which will need to be rerouted around the holding bays on ultimate Taxiway A. This project also includes the extension of ultimate Taxiway B to the southeast and construction of ultimate Taxiway 134, connecting the south end of the expanded University of Dubuque (UD) apron to Taxiway A. Project #12 — Pavement Condition Study. A second pavement condition study is programmed for 2025 to assess airfield pavement and assign a pavement condition index (PCI) value to runways, taxiways, and apron pavement. This information will be used to determine which sections of pavement will need to be rehabilitated or reconstructed and when this work may need to be done. Project #13 — ARFF vehicle replacement. This project plans for the acquisition of a new aircraft rescue and firefighting (ARFF) vehicle to replace aging equipment. Project #14 — High speed rotary plow replacement. This project plans for the acquisition of new snow removal equipment to replace aging equipment. DUBUQUE REGIONAL AIRPORT Project #15 — Extend ultimate Taxiway D. The master plan proposes the extension of ultimate Taxiway D (existing Taxiway H) as part of a multi -phased project. This phase calls for an extension to the southeast to connect with Runway 31, with construction of new connectors D3 and D4. Project #16 — Expand/pave/gravel terminal area parking lots. To accommodate anticipated growth in travelers, the two gravel lots south of the long-term parking area are planned to be paved and two new overflow lots graveled. The employee parking lot is also planned to be expanded. Project #17 — Routine pavement maintenance. As airfield pavements deteriorate over time, it is neces- sary to undergo overlay/rehabilitation/reconstruction projects. This project plans for various mainte- nance projects that may be necessary over the course of the short-term planning period. INTERMEDIATE -TERM PROGRAM (YEARS 6-10) The intermediate -term projects are those that are anticipated to be necessary in years six through 10 of the master plan. These projects are not tied to specific years for implementation; instead, they have been prioritized so that airport management has the flexibility to determine when they need to be pur- sued based on current conditions. It is not unusual for certain projects to be delayed or advanced based on changing conditions, such as funding availability or changes in the aviation industry. This planning horizon includes 13 projects as listed on Exhibit 6A and depicted on Exhibit 613. Project #18 — Aircraft de-ice vehicle. This project plans for the acquisition of an aircraft de-ice vehicle to support commercial operations. Project #19 — Environmental study for Runway 18-36 extension. The planned extension of Runway 18- 36 necessitates the acquisition of approximately 31.6 acres of property south of the Runway 36 thresh- old and approximately 10.3 acres north of Runway 18. Environmental documentation is required prior to major airfield projects involving property acquisition. At a minimum, an Environmental Assessment (EA), is necessary to determine potential environmental impacts. Project #20 — Close portion of Merlin Lane. In order to accommodate the planned extension of Runway 36, approximately 2,500 feet of the westernmost portion of Merlin Lane will need to be closed. This project plans for the closure of this portion of the road. Project #21 — Acquire approximately 41.9 acres of property. This project plans for the acquisition of approximately 31.6 acres of property south of Runway 36 and approximately 10.3 acres of property north of Runway 18. This property is needed to maintain airport control over the runway protection zones associated with Runway 18-36 once it has been extended. Project #22 — Construct Runway 18-36 extension. The master plan recommends a 1,173-foot extension to primary Runway 18-36 to achieve an ultimate length of 7,500 feet. A 273-foot extension is planned for the Runway 18 end, while a 900-foot extension is planned for Runway 36. This project includes the VDuBUQUE REGIONAL AIRPORT installation of high intensity runway lighting (HIRL), relocation of navaids (Runway 18 MALSR, PAPI-4s, glideslope antenna, and localizer), and clearing/grading the runway safety area (RSA) and clearing the ROFA to meet FAA design standards. Project #23 — Extend ultimate Taxiway A and construct holding bay. This project includes a northerly extension of ultimate Taxiway A to match the extension of Runway 18. Also included are the construction of ultimate Taxiway Al and construction of a single holding bay on the east side of Runway 18. Project #24 — Extend ultimate Taxiway H. Ultimate Taxiway H is planned to be extended to the south to match the extension of Runway 36. A multi -lane holding bay on the east side of Runway 36 is also in- cluded in this project, as is a northerly extension of ultimate Taxiway H, with new taxiway pavement connecting with ultimate Taxiway H1. The westernmost portion of existing Taxiway D is planned for re- moval. Additionally, a new connector, ultimate Taxiway H4, is planned for construction, and ultimate Taxiways H2 and H3 are planned to be narrowed to 50 feet to meet taxiway design group (TDG) 3 stand- ards. Project #25 — Construct ultimate Taxiway C. This project plans for the construction of ultimate Taxiway C, which will extend between Runways 13 and 18. The portion of pavement that currently connects these runway ends (existing Taxiway A) is planned for removal. Project #26 — Install MALSR on Runway 18. Runway 18 currently has an RNAV (GPS) instrument ap- proach with %-mile visibility minimums. This project plans for the installation of an approach lighting system (MALSR) to achieve lower visibility minimums of %-mile, making the airport more accessible dur- ing periods of low visibility. Project #27 — Construct car wash. This project plans for the construction of a car wash facility on the north side of the multi -use parking lot for use by the rental car companies on the airport. Project #28 — Extend ultimate Taxiway D. Taxiway D is planned to be extended to the northwest before turning south to ultimate Taxiway H.. Ultimate Taxiway D1 is planned to be widened to 50 feet in accord- ance with TDG 3 standards, while Taxiways F and G will be narrowed to 50 feet. This project also includes construction of a multi -lane holding bay on the west side of Runway 31. Project #29 — Terminal expansion. The terminal hold room is planned to be expanded to the north by 2,400 square feet to accommodate passenger growth and allow for reconfiguration of other functional areas within the terminal that require additional space. This project also includes the addition of a sec- ond jet bridge. Project #30 — Routine pavement maintenance. As airfield pavements deteriorate over time, it is neces- sary to undergo overlay/rehabilitation/reconstruction projects. This project plans for various mainte- nance projects that may be necessary over the course of the intermediate -term planning period. "DUBUQUE _ REGIONAL AIRPORT LONG-TERM PROGRAM (YEARS 11-20+) The long-term planning horizon considers nine projects beyond the 10-year period that are mainly de- mand -driven. It should be noted that some of these projects, such as construction of the west apron, are included as one complete project. However, the reality is that a project of this magnitude would be phased, with smaller portions constructed over a period of years. The long-term projects are presented on Exhibits 6A and 613. Project #31 — Construct cargo facility. Two areas on the airfield have been identified as suitable for potential development of a cargo facility. This project plans for Cargo/MRO Option #1, located on the east side of Runway 36, and includes a 31,450 square yard (sy) apron, sort facility, and truck staging area. Construction of ultimate Taxiway H5 and an access road extending from Merlin Lane are also included. Project #32 — Environmental study for west side property acquisition. Property adjacent to the airport's western boundary is planned to be acquired to support additional GA development and the holding bay planned for the west side of Runway 36. Prior to acquisition, analysis is necessary to determine potential environmental impacts. Project #33 — Construct ultimate Taxiway J. The airport's long-term vision includes development on the currently undeveloped west side of the airfield. In order to access this area, this project calls for the construction of ultimate Taxiway J. This partial parallel taxiway would provide access to and from Run- ways 13 and 36, with several connectors including J1, J2, J3, and J4. Connectors J5, J6, and J7 would provide access from Taxiway J to the planned apron. This project also includes the construction of multi- lane holding bays on each end of ultimate Taxiway J, providing access to Runways 13 and 36. Approxi- mately 3.2 acres of property acquisition to support the south holding bay is included as well. Project #34 — Acquire approximately 30.7 acres. To build out the west side of the airfield as planned, approximately 30.7 acres of property would need to be acquired adjacent to the airport's western boundary. This project plans for this property acquisition. Project #35 — Construct public roadways to support west side development. A new road extending from Jecklin Lane is necessary to provide access to planned west side development. This project plans for the construction of this public roadway. Project #36 — Expand utilities to the west side. As the west side of the airport is currently undeveloped, there are no utilities in place to support new development. This project plans for the extension of utilities (electric, water/sewer, gas, telecom, etc.) to this area. Project #37 — Construct west apron. Construction of a second general aviation apron is included in this project, which could support a variety of hangar types and sizes, as well as an additional FBO or SASO. Marked aircraft parking is included along with vehicle access roads to individual hangar groups. DUBUQUE Now REGIONAL AIRPORT Project #38 — Construct fuel farm on west apron. To support planned development on the west apron, a fuel farm with Jet A and 10OLL aboveground tanks are included with this project. Project #39 - Routine pavement maintenance. As airfield pavements deteriorate over time, it is neces- sary to undergo overlay/rehabilitation/reconstruction projects. This project plans for various mainte- nance projects that may be necessary over the course of the long-term planning period. CAPITAL IMPROVEMENT PROGRAM SUMMARY The list of projects needed to accomplish the vision for DBQ has been prioritized and cost estimates developed. Projects considered for the short-term planning horizon (Years 0-5) have been divided into yearly increments, and projects planned for the intermediate- and long-term planning horizons have been grouped together. These groupings allow the airport and city more flexibility in longer range plan- ning, where priorities may shift, and adjustments made. Additionally, each year, the airport and the FAA draft and review a five-year ACIP. Therefore, the list of projects and their prioritization can change in the future, and likely will based on current needs and trends. Project costs and funding sources are detailed in the next section. Planning Projects Not Included in the CIP As mentioned previously, four additional projects have been considered for planning and discussion pur- poses only. For this reason, these projects are not included in the CIP, and the costs detailed below are rough estimates that may not reflect the actual cost to develop these facilities. UD Apron Expansion — An expansion to the UD apron is planned to accommodate fleet growth and pro- vide for additional aircraft parking. Approximately 18,500 sy of new pavement is planned. This project would not be eligible for AIP funding assistance and would need to be funded through University or other local sources. Cargo/MRO option #2 — A secondary location for a cargo/MRO facility has been identified on the north- west side of the airfield adjacent to Jecklin Lane, as depicted on Exhibit 5A. This option considers the undeveloped portion of airport property southwest of Runway 13. In this area, a larger facility could be constructed, with ramp area accessible via ultimate Taxiway J, a sort facility, truck staging area, and a ground service equipment facility. The estimated cost for this facility is $68.0 million. Tower relocation options #1-3 — Because the ATCT is nearly 50 years old, consideration has been given to constructing a newer facility. Three potential locations were examined, and costs developed. Option #1— This site is located on the GA apron, near the existing tower site. In this location, a tower 66 feet above ground level (AGL) could be constructed at an estimated cost of $9.6 million. EWMMK� —ex- DUBUQUE REGIONAL AIRPORT Option #2 — This option considers a location on the northwest side of the airfield, in the same area as cargo/MRO option #2. A 177-foot tower could be constructed here at a cost of approxi- mately $16.9 million. Option #3 — This site, located on the terminal building, could allow for a 63-foot tower at an estimated cost of $10.4 million. FUNDING SOURCES OF THE CAPITAL PROGRAM All airports receiving federal AIP funding are required to maintain a current capital improvement pro- gram with the FAA, which identifies projects to be undertaken at an airport over a specified period. DWs CIP includes the projects recommended earlier in this chapter from FY 2021 through FY 2040. Table 6B presents the recommended CIP and its corresponding cost estimates, which are based on a planning level of detail, and the proposed funding sources. While accurate for master planning purposes, actual project costs will likely vary from these planning estimates once project design and engineering estimates are developed. The cost estimates presented in the table are presented in 2020 dollars and, beginning in the intermediate term (FY 2026), inflated at 3 percent annually to reflect the most recent five-year average of Engineering News-Record's Construction Cost Index, contingencies, design costs and construction management costs. As shown in the table, the CIP is estimated to cost approximately $152.3 million, or $223.2 million in inflated dollars. Table 6C presents the CIP's estimated funding sources by year, which are described in the following subsections. AIP GRANTS Grants administered by the FAA through the AIP are a critical capital funding source to implement the projects recommended in the CIP. Passenger entitlement grants are allocated to airports by a formula based on enplanements, cargo entitlement grants are allocated based on historical cargo landed weight market share, and discretionary grants are allocated in accordance with FAA guidelines. FAA grants are subject to annual Congressional appropriation, and the AIP expires periodically, meaning that federal reauthorization is required to continue. In October 2018, Congress passed a five-year reauthorization bill for the FAA —the FAA Reauthorization Act of 2018. Despite the multi -year reauthorization, the FAA must receive annual appropriation approval from Congress. Most recently, this occurred on December 27, 2020, when the Consolidated Appropriations Act 2021 (CAA) was signed into law fully funding the AIP at $3.35 billion for federal fiscal year 2021 and providing an additional $400 million in general -fund revenue specifically for additional AIP discretionary grants available to all size airports. The CAA also includes a provision that requires the FAA to use the highest enplanement numbers of CY 2018, CY 2019, or the prior calendar year when calculating federal fiscal years 2022 and 2023 AIP entitlements, ensuring that airports do not see a significant drop in entitlements because of the decrease in enplanements related W0 K0]TILIM&81 #DUBUQUE REGIONAL AIRPORT The U.S. DOT classifies DBQ as a non -hub primary airport. Therefore, the AIP formula stipulates that DBQ is entitled to receive 90 percent in federal funding for AIP-eligible projects. AIP funds can be used for most improvement needs, but not operating costs. However, AIP funds are typically not available for revenue -generating projects, so for the purpose of this analysis, AIP funds are not assumed for revenue - generating projects. Table 66 Capital Improvement Program (in 000s) Costs Funding Sources AIP Grants Maximum Entitle- Discret- .. Short Ter. (2021 - , Local DirectProject Total 2021 1 Pavement Condition Study $65.0 $65.0 $58.5 $58.5 $0.0 $0.0 $0.0 $0.0 $6.5 $0.0 $65.0 2021 2 Relocate windcone 18.7 18.7 16.8 16.8 0.0 0.0 0.0 0.0 1.9 0.0 18.7 2021 3 Relocate electrical vault 1,900.2 1,900.2 1,710.1 1,710.1 0.0 0.0 0.0 0.0 190.0 0.0 1,900.2 2021 4 Construct fuel tank 242.3 242.3 218.0 0.0 0.0 242.3 0.0 0.0 0.0 0.0 242.3 2021 5 Relocate airfield lighting emergency generator 144.0 144.0 129.6 0.0 0.0 138.0 0.0 0.0 6.0 0.0 144.0 2022 6 Reconstruct TW Alpha - Design 350.0 350.0 315.0 315.0 0.0 0.0 0.0 0.0 35.0 0.0 350.0 2022 7 Exp&GA apron areas 1,156.3 1,156.3 1,040.7 1,040.7 0.0 0.0 0.0 0.0 115.6 0.0 1,156.3 2023 8 Reconstruct Txwy A -Ph 1(Txwy C to B) 3,110.0 3,110.0 2,799.0 1,569.0 0.0 0.0 0.0 0.0 0.0 1,541.0 3,110.0 2023 9 Reconstruct Txwy A -Ph 2 (Txwy D to Rnwy 18) 7,180.0 7,180.0 6,462.0 0.0 0.0 71.8 0.0 0.0 0.0 7,108.2 7,180.0 2024 10 Reconstruct Txwy A -Ph 3 (Txwy C to D) 2,730.0 2,730.0 2,457.0 1,000.0 0.0 72.7 0.0 0.0 0.0 1,657.3 2,730.0 2024 11 Reconstr Txwy A to Rnwy 31 & holding bay 3,585.8 3,585.8 3,227.2 0.0 3,227.2 0.0 0.0 0.0 358.6 0.0 3,585.8 2024 12 Pavement Condition Study 75.0 75.0 67.5 0.0 67.5 0.0 0.0 0.0 7.5 0.0 75.0 2025 13 ARFF Vehicle Replacement 900.0L 0.0 810.0 810.0 0.0 0.0 0.0 0.0 90.0 0.0 900.0 2025 14 High Speed Rotary Plow Replacement 750.00.0 675.0 190.0 485.0 0.0 0.0 0.0 75.0 0.0 750.0 2025 15 Extend Ultimate Txwy D 2,422.02.0 2,179.8 0.0 2,179.8 73.6 0.0 0.0 168.6 0.0 2,422.0 2025 16 Exp&/pave/gravel terminal area parking lots 1,832.32.3 1,649.1 0.0 1,649.1 0.0 0.0 0.0 183.2 0.0 1,832.3 2025 17 Routine pavement maintenance 6,188.38.3 5,569.5 0.0 5,569.5 0.0 0.0 0.0 618.8 0.0 6,188.3 Total Short Term r r r .. $0.0 $1,856.8 $10,306.5 2026-2030 18 Aircraft De-ice Vehicle $600.0 $807.1 $726.4A$7 $0.0 $0.0 $0.0 $0.0 $80.7 $0.0 $807.1 2026-2030 19 Environmental study for RW 18-36 extension 300.0 403.5 363.2 0.0 0.0 0.0 0.0 40.4 0.0 403.5 2026-2030 20 Close portion of Merlin Lane 87.2 117.3 105.6 0.0 0.0 0.0 0.0 11.7 0.0 117.3 2026-2030 21 Acquire approximately 41.9 acres of property 197.2 265.3 238.8 0.0 0.0 0.0 0.0 26.5 0.0 265.3 2026-2030 22 Construct Rnwy 18-36 Extension-1,173' 11,400.0 15,334.0 13,800.6 10,2345 382.5 0.0 0.0 1,150.9 0.0 15,3340 2026-2030 23 Extend ultimate Txwy A& construct holding bay 2,345.0 3,154.2 2,838.8 2,838.8 0.0 0.0 0.0 315.4 0.0 3,154.2 2026-2030 24 Extend ultimate Txwy H 4,5670 6,143.1 5525.8 5,5288 0.0 0.0 0.0 614.3 0.0 6,1431 2026-2030 25 Construct ultimate Txwy C 1,624.4 2,185.0966.5 1,966.5 0.0 0.0 0.0 218.5 0.0 2,185.0 2026-2030 26 install MALSR 2,160.0 2,905.4 2,614.9 0.0 2,614.9 0.0 0.01."0.0290.50.0 2,905.4 2026-2030 27 Construct car wash facility 1,889.8 2,541.9 0.0 0.0 0.0 0.0 0.00.0 2,541.9 2026-2030 28 ExtendUltimate Txwy D 4,354.0 5,856.E 5,270.9 0.0 5,270.9 0.0 0.00.0 5,856.2026-2030 29 Terminal expansion 1,771.2 2,382.5 0.0 0.0 0.0 0.0 0.00.0 2,382.5 2026-2030 30 Routine pavement maintenance 1,000.0 1,345.2,1,210.7 0.0 1,210.7 0.0 0.00.0 1,345.2 err r r rr 2031-2040 31 Construct cargo facility 20,465.3 34,453.7 0.0 0.0 0.0 842.1 0.0 0.0 0.0 33,611.6 34,453.7 2031-2040 32 Environ study forwest side property acquisition 300.0 505.1 454.6 454.6 0.0 0.0 0.0 0.0 50.5 0.0 505.1 2031-2040 33 Construct ultimate TaixwayJ 17,305.8 29,134.6 26,221.1 9,545.4 16,675.7 0.0 0.0 0.0 2,913.5 0.0 29,134.6 2031-2040 34 Acquire approximately 30.7 acres 126.7 213.3 192.0 0.0 192.0 0.0 0.0 0.0 21.3 0.0 213.3 2031-2040 35 Construct new public roadways on west side 1,371.8 2,309.5 0.0 0.0 0.0 0.0 0.0 0.0 2,309.5 0.0 2,309.5 2031-2040 36 Exp& Utilities to West Side 3,842.4 6,468.7 5,821.8 0.0 5,821.8 0.0 0.0 0.0 646.9 0.0 6,468.7 2031-2040 37 Construct west apron 40,243.6 67,750.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 67,750.3 67,750.3 2031-2040 38 Construct fuel farm 1,697.9 2,858.4 2,572.6 0.0 2,572.6 0.0 0.0 0.0 285.8 0.0 2,858.4 2031-2040 39 Routine pavement maintenance 1 200001 3,367.0 1 3,030.3 0.0 1 3,030.3 1 0.01 0.01 0.01 336.7 1 0.01 3,367.0 r r r $0.0 (a) Beginning in the intermediate term, project costs were inflated at 3 percent, which reflectsthe most recent five-year average of Engineering News-Record's Construction Cost Index. Source: Coffman Associates, project costs As shown in Table 6C, approximately $92.8 million in AIP grants ($21.7 million in passenger entitlement grants and $71.1 million in discretionary grants) is forecast to fund the CIP projects from FY 2021 through FY 2040. DUBUQUE REGIONAL AIRPORT Table 6C Annual Funding Sources of the CIP (in 000s) (a) Beginning in the intermediate term, project costs were inflated at 3 percent, which reflects the most recent five-year average of Engineering News-Record's Construction Cost Index. Source: Coffman Associates, project costs The application of entitlement and discretionary grants by year are presented in Table 6D. Table 613 Application of Alp Grants (in 000s) Source Table 2021 2022 2023 2024 2025 2026 - 2040 Total Available Grants (a) Discretionary Total available grants $1,309.4 $1,070.9 $1,071.8 $4,367.4 $10,957.0 $74,182.0 $92,958.5 Beginning balance (c) $1,710.Mr $853.8 "%Ma, $0.01r"' ($0.0) ($0.0) $1,710.1 Plus: future grants $1,3gaMI WI $1,070.9 $� 4,367. r$10,957.0 $74,182.0 $92,958.5 Less: eligible portion of CIP Entitlements 6C ($1,785& ($1,355.7) ($1,000.0) ($15,000.0) ($21,710.1) Discretionary 6C $0.l'&a $0.0 _-I ($9,883.4) ($57,957.4) ($71,135.5) State 6C ($380.31p"r $0.0 _-I ($73.6) ($1,224.6) ($1,823.0) Ending balance $853.8 $569.0 $0.0 ($0.0) ($0.0) $0.0 ($0.0) (a) DBQ intends on using the COVID-19 Relief Grants to fund debt service and operating expenses, and therefore, they are not assumed as a funding source of the CIP. (b) FY 2019 through FY 2022 State grants are committed to fund Project #4 construct fuel tank and Project #5 relocate airfield lighting emergency generator. FY 2022 through FY 2040 State grants equal the annual grant receipt in FY 2021 of $69,958 increased with the CAGR for enplanements from FY 2019 to FY 2040. (c) Beginning balance is equal to Project #3 relocate electrical vault, which is assumed to be funded with 2020 entitlements. "DUBUQUE _ REGIONAL AIRPORT Entitlement and discretionary grants are described in greater detail in the following subsections. • Entitlement Grants —These are distributed using a formula based on the number of enplanements at individual airports and the amount of landed weight of arriving cargo at individual airports for the most recent federal fiscal year. If entitlement funds are not used during the current federal fiscal year, these funds are redistributed to other airport sponsors as discretionary funds in the next federal fiscal year. Table 6E presents DBQ's AIP passenger entitlement calculation. As shown in the table, DBQ is forecast to receive $1,000,000 throughout the forecast period, which is the minimum apportionment to a primary airport. As a result, it is estimated that DBQ will receive approximately $21.7 million in passenger entitlement AIP grants from FY 2021 through FY 2040, which is equal to $20 million during the forecast period plus $1.7 million for Project #3 relocate electrical vault, which was approved through the FAA's 2020 apportionment. Table ISE Calculation of AIP Entitlements (in 000s) Source 2026 - Table 2019 2020 2021 2022 2023 2024 2025 2040 Enplanements for Entitlement FAA Formula (a) $0.65 for next 500,000 Enplanements- $0.50 for the remaining Enplanements- Total Calculated Entitlements Calculated Entitlement x2 __-M Minimum amount (b) '! $222.2 $444.3 $1,000.0 $118.2 $236.4 $1,000.0 $163.3 $225.7 $326.7 $451.4 $1,000.0 $1,000.0 $311.9 $623.9 $1,000.0 $316.4 $632.9 $1,000.0 2 Year Lag in Receipt of Grants (c) $1,000.0 $1,000.0 $1,000.0 $1,000.0 $1,000.0 $15,000.0 Cumulative AIP Entitlement Grants $1,000.0 $2,000.0 $3,000.0 $4,000.0 $5,000.0 $20,000.0 (a) The FAA formula is defined in 49 United States Code § 47114. (b) The minimum apportionment to a primary airport is $1,000,000. (c) A two year lag is assumed to reflect the time needed to compile annual enplanement data and complete the grant application and approval process. Discretionary Grants —At the beginning of each federal fiscal year, the FAA sets aside the amount of discretionary funds to cover the Letter of Intent (LOI) payment schedules. LOIs are entered into with the FAA to help fund large-scale capacity projects at primary or reliever airports by providing funds over multiple budget cycles. The total discretionary funds in all LOIS subject to future obligation are limited to approximately 50 percent of the forecast discretionary funds available for that purpose. The authorizing statute directs the FAA to allocate certain discretion- ary funding to specific airport types and set aside categories (noise, reliever airports, and military airport program) and projects relating to capacity, safety, security, and noise. However, the FAA has some discretion in funding specific projects within these discretionary funding set -aside cat- egories. The FAA approves discretionary funds for use on specific projects, after consideration of project priority and other selection criteria. __X_ DUBUQUE REGIONAL AIRPORT As shown on Table 6D, approximately $71.1 million in discretionary grants is needed to fund the shortfall in entitlement funds for the CIP. If DBQ does not receive this discretionary funding, it will need to identify alternative funding sources, delay the projects until funding sources be- come available, or cancel the projects. In April 2020, Congress passed the Coronavirus Aid, Relief, and Economic Security Act (CARES Act) in response to the COVID-19 pandemic to provide relief grants to airports. The FAA allocated $1,159,773 in CARES Act funds to DBQ. On December 27, 2020, the Coronavirus Response and Relief Supplemental Appropriations Act (CRRSAA) was signed into law providing airports with relief grants, of which DBQ was allocated $1,021,068 ($1,012,922 for costs related to operations, personnel, cleaning, sanitization, jani- torial services, combating the spread of pathogens at the airport, and debt service payments and $8,146 to provide relief to concessionaires). On March 11, 2021, the $1.9 trillion American Rescue Plan Act of 2021 (ARPA) was signed into law providing airports an additional $8 billion in emergency relief as they continue to respond to COVID-19. The FAA has not provided the ARPA grant amounts by airport as of the date of this analysis; therefore, is not reflected in this analysis. The CARES Act, CRRSAA, and ARPA grants are collectively defined as COVID-19 Relief Grants. At this time, DBQ intends on using the COVID- 19 Relief Grants for debt service and operating expenses and, therefore, they are not assumed as a fund- ing source of the CIP. The application of the COVID-19 Relief Grants to debt service and operating ex- penses is presented in Table 6N. STATE GRANTS The Aviation Bureau of the Iowa Department of Transportation administers two major categories of state aviation funding programs, including the State AIP and vertical infrastructure programs for commercial service and general aviation airports. Project selection and allocations for the programs are approved annually by the Iowa Transportation Commission. The State AIP is funded through the State Aviation Fund for aviation safety, planning, and airport development projects throughout Iowa. For 2021, the State Aviation Fund allocated $1,000,000 to the eight Iowa airports, of which 50 percent is allocated equally, 40 percent is allocated based on enplanements, and 10 percent is allocated based on cargo tonnage. Per this allocation, DBQ was allocated approximately $69,958 in State grants in FY 2021. This amount was assumed to increase with the enplanement growth depicted in Table 6A. FY 2019 through FY 2022 State grants are committed to fund Project #4 (construct fuel tank) and Project #5 (relocate airfield lighting emergency generator) on Table 613. As shown in Table 6C, State grants are assumed to fund approximately $1.8 million of the CIP. LOCAL FUNDS As shown in Table 6C, approximately $351.6 million of the CIP is required to be funded by the City through other funding sources such as passenger facility charge (PFC) revenues, customer facility charge (CFC) rev- enues, and City funds. These funding sources are discussed in greater detail as follows: DUBUQUE REGIONAL AIRPORT • Passenger Facility Charges — PFCs are authorized by Title 14 of the Code of Federal Regulations, Part 158 and are administered by the FAA. PFCs collected from qualified enplanements are used to fund eligible projects. An airport operator can impose a PFC of $1, $2, $3, $4 or $4.50 per eligible, enplanement. Once a PFC is imposed, it is included as part of the ticket price paid by passengers enplaning at the airport, collected by the airlines, and remitted to the airport operator, less an allowance for airline processing expenses. The PFC legislation stipulates that if a medium or large hub airport institutes a PFC of $1, $2, or $3, they must forego 50 percent of their AIP entitlement funds. This increases to 75 percent if they charge a $4 or $4.50 PFC. Since DBQ is designated by the FAA as a non -hub airport, it does not have to forego any of its annual AIP entitlement funds. DBQ currently has one open PFC application, PFC #11-11-C-00-DBQ, to collect a $4.50 per en- planement passenger fee for a total approval amount of approximately $5.5 million, expiring in FY 2033. The PFCs are approved to fund the general obligation (GO) debt service for the Series 2012C and Series 2014B GO bonds. Table 61F presents the application of PFC revenues through FY 2040. As shown, a small portion of the annual PFC revenues is remaining after the eligible GO debt service is funded. As a result of the low balances and the uncertainty of enplanement re- covery due to COVID-19, PFCs are not assumed as a funding source for the CIP. Table 6F Anolication of PFCs (in 000s) Source 2026 - Table 2021 2022 2023 2024 2025 2040 Total Enplanements -- % of enpl revenue producing Enplanements for PFC Total PFC Revenue $62.5 $86.4 $119.4 1&$165.0 $167.4 $2,874.3 $3,475.1 Beginning Balance __i$0.10= PFC revenue "M_—M Less: PFC eligible deb --M $62.511 $148.41M68.4 $86.41I $119.41---l$3,475.1 '---, $0.0 Series 2012C —MW —�L $0.0 $0.0'---JL1,499.9) Series 2014E ��M= $MVPM $0.011 $0.01---=485.0) Less: future PFC application for ME= $0.1 $0.0 11 $0.01MMMJFF'—W- $0.0 Ending Balance OW $62.5 $148.9 $268.41W33.4 ��M$1,490.2 (a) The PFC formula is defined in 49 United States Code § 40117. PFC of $4.50 less airline collection fee of $0.11. (b) FY 2021 through FY 2024 outstanding debt service is assumed to be funded with COVID-19 Relief Grants. • Customer Facility Charge — The City currently collects a CFC of $3.00 per vehicle, per rental day, from the rental car companies at DBQ to fund the City's costs for construction, improvement, repair, and maintenance of the rental car facilities. This analysis assumes that the CFC increases to $5.50 per vehicle rental transaction in FY 2026 to fund the construction of a car wash facility (Project #27 on Table 66) included in the intermediate term of the CIP. Table 6G presents the CFC calculation for DBQ based on the enplanement projections presented Table 6A, as well as the annual funding plan for these revenues. As shown, approximately $2.5 million in CFCs are required to fund the eligible portions of the CIP. __X_ DUBUQUE REGIONAL AIRPORT Table 6G Application of CFCs (in 000s) • City Funds — DBQ generates revenue through fixed base operator (FBO) revenues, airline reve- nue, concession revenues, fuel flowage fees, cargo and hangar rentals, land rentals, and other revenues. These revenues are used to cover operating expenses and GO bond obligations at DBQ. As shown Table 6C, approximately $14.3 million is direct expensed and $111.7 million is assumed to be funded through a GO bond for the reconstruction of Taxiway A in the short term, and the construction of a cargo facility and west apron in the long term (Projects #8, #9, #10, #31, and #37 on Table 6B). FINANCIAL FEASIBILITY This section of the financial analysis presents the projected operating expenses, GO bond payments, and operating revenues resulting from the daily operation of DBQ. In addition, the funding of the CIP is lay- ered into the projections to determine if it is feasible, within the given parameters, for the City to com- plete the described program within the planning period. Debt Service The City has four outstanding GO bonds, which were used to fund certain projects at DBQ. Table 6H presents the debt service payments associated with those bonds. As shown in Table 6C, approximately $111.7 million is assumed to be funded through the issuance of bonds. While this analysis does not make any recommendations on the type of debt obligation DBQ will undertake, historically the City has lever- aged funds through GO bonds. As a result, this analysis assumes the placement of a 30-year loan at 5 percent interest in 2022 to fund the City's portion of the reconstruction of Taxiway A and in 2040 to fund the City's portion of the construction of a cargo facility and west apron. The GO bond debt service pay- ments are assumed to be funded in part by the airlines and the City's General Fund, which is discussed in greater detail in the operating revenue section. As previously mentioned, $1.1 million in COVID-19 Relief Grants are assumed to fund debt service pay- ments in FY 2021 through FY 2024, which is presented in Table 6N. DUBUQUE REGIONAL AIRPORT Table 6H Debt Service (in 000s) Future GO Bonds GO Bonds - PFC Eligible (a) Series 2012C $153.7 $151.3 $153.7 $150.7 $152.4 $1,347.6 Series 2014E 47.5 51.6 50.5 49.5 48.4 436.6 (a) Per PFC App #11-11-C-00-DBQ, which expires on January 31, 2033. Sources: DBQ historical bonds DKMG Consulting, future bonds Operating Expenses Operating expenses at DBQ include wages and benefits, utilities, repairs and maintenance, supplies and services, insurance, and capital outlay. The FY 2020 operating expenses reflect actual amounts as of June 30, 2020, and the FY 2021 operating expenses reflect the FY 2021 Budget. Table 6.11 presents operating expenses by line item for FY 2020 through FY 2040. As shown in the table, operating expenses were approximately $3.9 million in FY 2020 and are forecast to increase to approximately $4.7 million in FY 2025, reflecting a compound annual growth rate (CAGR) of 1.5 percent from FY 2021 through FY 2025, which is the most recent four-year average of the Midwest Consumer Price Index (CPI). The intermediate and long-term operating expenses are also increased by 1.5 percent. VDuBUQUE REGIONAL AIRPORT Table 6.11 Operating Expense Proiections (in 000s) Actual 2020 u n2021 ff Short Term Forecast 2026-=-- i- Wages and benefits $1,465.7 $1,486.7 $1,509.0 $1,531.6 $1,554.5 $1,577.8 $26,713.0 Utilities 226.0 173.9 176.6 179.1 181.7 184.4 3,111.2 Repairs and maintenance 1,613.8 1,981.7 2,011.4 2,041.3 2,071.9 2,102.9 35,589.1 Supplies and services 330.5 490.1 497.5 504.0 510.5 517.0 8,594.5 Insurance 105.2 98.7 100.2 101.6 103.0 104.4 1,764.1 CapitalOutlay 134.0 176.8 179.2 181.7 184.2 186.7 3,137.0 CAGR from 2021 1.5% Sources: DBQ for FY 2020 - FY 2021 DKMG for FY 2022 - FY 2040 As previously mentioned, $1.0 million in COVID-19 Relief Grants are assumed to fund operating expenses in FY 2021 through FY 2024, which is Table 6N. Operating Revenues Operating revenues at DBQ are derived from non -airline and airline sources. Non -airline revenues ac- counted for 98 percent of DBQ's revenues in FY 2020 due to the large FBO operation. Table 6K presents the operating revenue forecast for FY 2020 through FY 2040. As shown, operating revenues are budgeted to be $4.1 million in FY 2021 and are forecast to increase to approximately $4.5 million in FY 2025, reflecting a CAGR of 5 percent from FY 2021 to FY 2025. The primary assumptions used to develop the operating revenue forecast are as follows: • Airline revenues include revenues generated from American Airlines and charters through airline landing fees and terminal rentals, both of which are fixed rates. Table 6L presents the airline rates and charges at DBQ for FY 2021 through FY 2026. The fixed rates are forecast to increase 10 percent in FY 2023 and then every five years to fund increases in operating expenses, GO debt service payments, and the City's share of the CIP. 0 Concession revenues are forecast based on the growth in enplanements as presented in Table 6A. DUBUQUE REGIONAL AIRPORT Table 6K Operating Revenue Projections (in 000s) Landing fees (a) Actual BudgetShort Airport $32.6 $34.4 $31.6 Term $36.8 $38.9 $39.6 0-0 $796.4 Terminal rentals Airline (a) 30.6 44.6 44.5 49.0 49.0 49.0 859.0 TSA Rent 49.5 49.5 50.0 50.5 51.0 51.5 836.1 FAA Office Rent 16.7 0.0 0.0 0.0 0.0 0.0 0.0 Fuel Flow 138.7 159.8 161.4 163.0 164.6 166.2 2,702.5 Concession revenue Car Rental 86.8 102.4 141.5 195.5 270.2 274.1 4,707.0 Rents & Concessions 22.1 14.5 20.0 27.6 38.1 38.6 665.2 Vending Mach Commission 2.9 2.7 3.8 5.3 7.3 7.4 125.8 Cargo and hangar rentals Corporate Hangar 97.1 80.7 81.5 82.3 83.1 83.9 1,363.9 T Hangar Rent 77.1 75.0 75.8 76.6 77.4 78.2 1,271.1 Maint Hangar Rent 19.9 20.0 20.2 20.4 20.6 20.8 336.0 A.Y. McDonald 5.4 5.3 5.4 5.5 5.6 5.7 97.5 Land rentals University of Dubuque 143.7 133.0 134.3 135.6 137.0 138.4 2,250.1 Army Reserve Rent 45.0 45.0 45.5 46.0 46.5 47.0 765.0 Commercial Land Rent 15.3 15.3 15.5 15.7 15.9 16.1 265.5 Rental, Trailer Lot 2.6 2.6 2.7 2.7 2.7 2.7 40.5 Landing Fees - GA & Charter 4.4 15.9 16.0 16.2 16.4 16.6 273.0 Other (b) Aviation Fuel Sales 24.5 $1,979.8 3.4 :O Operat $2,422.7 3.3 $2,447.0 3.3 $2,471.5 3.3 $2,496.2 3.3 $2,521.2 1 49.5 $40,989.7 Auto Gas Fuel Sales 274.0 398.8 402.7 406.7 410.8 414.9 6,744.3 Hangaring, General Aviation 106.5 104.3 105.3 106.4 107.5 108.6 1,765.5 Aircraft Service Fee 64.7 72.0 72.7 73.4 74.1 74.8 1,216.8 Charters Ground Handling 31.8 38.8 39.2 39.6 40.0 40.4 654.6 Airline Storage/Uplift 31.6 28.9 29.2 29.5 29.8 30.1 487.5 Catering 4.3 6.3 6.4 6.5 6.6 6.7 112.5 Other 9.0 4.7 4.8 4.8 4.8 4.8 72.0 ... � Rent, Farm Land $125.8 $125.8 $127.0 $128.3 $129.6 $130.9 $2,127.1 Public Safety 59.9 79.8 80.6 81.4 82.2 83.0 1,348.9 Other 0.4 6.5 6.6 6.7 6.8 6.9 115.5 Subtotal Total.• 094. 0, (a) American Eagle operates on a month -to -month agreement with DBQ. (b) Includes state operating grants, which are not budgeted. Sources: DBQ for FY 2020 - FY 2021, DKMG for FY 2022 - FY 2040 DUBUQUE REGIONAL AIRPORT Table 6L Airline Rates and Charges Exclusive sq. ft. Source Budget Terminal 772 Rentals 772 .. Forecast Iiiiiiiiiw r--�� 772 772 772 Rate $21.10 $21.10 $23.21 $23.21 $23.21 $30.89 Revenue (in 000s) $16.3 $16.3 $17.9 $17.9 $17.9 Wheelchair closet sq. ft. 42 42 42 42 42 Rate $14.60 $14.60 $16.06 $16.06 $16.06 $21.38 Revenue (in 000s) $0.6 $0.6 $0.7 $0.7 $0.7 Sterile hold room sq. ft. 2,846 2,846 2,846 2,846 2,846 Rate $4.75 $4.75 $5.23 $5.23 $5.23 $6.95 Revenue (in 000s) $13.5 $13.5 $14.9 $14.9 $14.9 Jet bridge sq. ft. 712 712 712 712 712 Rate $5.50 $5.50 $6.05 $6.05 $6.05 $8.05 Revenue (in 000s) $3.9 $3.9 $4.3 $4.3 $4.3 Bag claim sq. ft. 1,542 1,542 1,542 1,542 1,542 Rate $6.60 $6.60 $7.26 $7.26 $7.26 $9.66 Revenue (in 000s) $10.2 $10.2 $11.2 $11.2 $11.2 Total terminal rentals (in OOOs) $44.5 $44.5 $49.0 $49.0 $49.0 Landing Fe��� Landed weight (in 000s) (a) 6A 42.0 38.6428.9 43.2 43.9 Landing Fee $0.82 $0.82$0.90 $0.90 $1.20 Landing fee revenues (in 000s) $34.4 $31.6$38.9 $39.6 Total airline revenue $78.9 $76.1$87.9 $88.6 $131.7 Enplanements 6A enplanementAirline cost per Maximum Minimum 15.2 20.940.0 40.6 52.6 .4 $2.96 $2.20 $5.21 $2.16 (a) The FY 2021 budget was prepared prior to COVID-19, therefore, the FY 2021 landed weight amount does not foot to Table 6A. Sources: DBQ records - FY 2021 DKMG - FY 2022-FY 2040 Airline Cost per Enplanement The airline cost per enplanement (CPE) is also presented in Table 6L. As shown, DBQ's CPE is budgeted to be $5.21 per enplanement in FY 2021, then decreasing to $2.18 per enplanement by FY 2025 primarily as a result of enplanements recovering to FY 2019 levels by FY 2024. DUBUQUE REGIONAL AIRPORT Table 6M presents a comparison of DBQ's CPE to airports of similar enplanement size. This comparison was developed with information included in the FAA Certification Activity Tracking System (CATS) data- base for 2019, the most recent year for which data was available. As shown in the table, the average CPE is $6.71 for airports of similar enplanement size to DBQ, compared to DBQ's FY 2019 CPE of $3.80. This indicates that DBQ has capacity to increase airline rates and charges above the forecasted 10 percent while remaining within the average of its peers. This could potentially reduce the amount of the City's General Fund contribution or the amount of GO bonds required to fund the CIP in the long term. Table 6M Comparable Airport CPEs Airport Benedum State Wv Code CKB Passengers 42,086 CPE $17.66 Southwest Georgia Regional GA ABY 41,747 $4.36 Brunswick Golden Isles Airport GA BQK 39,506 $4.23 Greater Binghamton NY BGM 38,071 $10.96 Yellowstone Regional WY COD 37,753 $2.70 Dubuque Regional (b) IA D:• 37,644 $3.80 Gunnison County CO GUC 37,274 $15.16 Aberdeen Regional SD ABR 30,247 $6.63 Stillwater Municipal OK SWO 29,661 $3.07 Jefferson County TX BPT 28,498 $5.03 Gregg County TX GGG 26,958 $0.16 Average CPE Increase with CPl . 2025 $6.71 (a) Most recent year data was available. (b) DBQ FY 2019 enplanements in the CATS data does not include charters, and therefore, does not foot to Table 6A. Source: FAA Form 5100-127 downloaded on October 12, 2020 Pro Forma Cash Flow Table 6N presents the pro forma cash flow of DBQ for the planning period, based on the projection of operating revenues, operating expenses, GO bonds, and the City -funded CIP previously discussed. As shown, the City's contribution to the General Fund is increased by the amount necessary to cover the deficit in expenditures over revenues during the forecast period. DUBUQUE REGIONAL AIRPORT Table 6N Pro Forma Cash Flow (in OOOs) Short Term _qllWll�� BudgetSource Actual 2022 2023 2024 2025 2026-2040 Revenues Operating revenues 6K $3,502.6 $4,092.8 $4,174.5 $4,286.8 $4,416.0 $4,461.4 $73,038.5 Non -operating revenues Investment earnings 3.9 2.3 2.4 2.4 2.4 2.4 36.0 Rental car fee 46.6 60.6 61.2 61.8 62.4 63.0 1,023.E General 309.3 0.0 0.0 0.0 0.0 0.0 0.0 Sales tax revenue 12.5 114.8 116.0 117.2 118.4 119.6 1,943.8 PFC (fee and interest) 34.6 201.3 203.3 205.3 207.4 209.5 3,405.7 COVID-19 Relief Grants (a) To fund debt service 0.0 286.4 288.8 282.8 278.5 0.0 0.0 To fund operating costs 0.0 140.3 737.5 158.3 0.0 0.0 0.0 Less: operating expenses 6J (3,875.2) (4,407.8) (4,473.9) (4,539.3) (4,605.8) (4,673.2) (78,908.9) Net revenues $34.2 ,•0 : $1,109.9 Less: GO debt service (b) I 6H 1 1 ($286.4) ($959.2) ($953.2) ($949.0) ($948.8) ($25,594.9) Less: CIP funded projects (c) 6C ($204.4) ($150.6) $0.0 ($366.1) ($1,135.7) ($12,415.9) City General FundIFFIRMW 0.0 0.0 •0 (a) The City intends on using $2.2 million in COVID-19 Relief Grants to fund GO debt service payments and operating expenses. (b) Includes outstanding and future debt service. (c) Includes portion of the CIP that is directly expensed to the City. SUMMARY The financial projections were prepared based on available information and assumptions set forth in this chapter. It is believed that such information and assumptions provide a reasonable basis for the projec- tions to the level of detail appropriate for planning purposes. Some of the assumptions used to develop the projections may not be realized, and unanticipated events or circumstances may occur. Therefore, the actual results will vary from those projected, and such variations could be material. The actual need for facilities is most appropriately established by airport activity levels rather than a specified date. Actual demand may be slower to develop than expected. On the other hand, high levels of demand may establish the need to accelerate the development. Although every effort has been made in this planning process to conservatively estimate when facility development may be needed, aviation demand will dictate when facility improvements need to be delayed or accelerated. The financial feasibility of future projects will be determined by existing and future leases, federal and state funding levels, other funding sources, and the ability to generate internal cash flow from operations at DBQ. I-AA�A . I Appendix Glossary of Terms �v -;(JBUQUE REGIONAL AIRPOI T Airport Master_ �P,l�an_____ fossa of Terms A ............................................................................. ABOVE GROUND LEVEL: The elevation of a point or surface above the ground. ACCELERATE -STOP DISTANCE AVAILABLE (ASDA): See declared distances. ADVISORY CIRCULAR: External publications issued by the FAA consisting of nonregulatory material providing for the recommendations relative to a policy, guidance and information relative to a specific aviai on subject. AIR CARRIER: An operator which: (1) performs at least five round trips per week between two or more points and publishes flight schedules which specify the i mes, days of the week, and places between which such flights are performed; or (2) transports mail by air pursuant to a current contract with the U.S. Postal Service. Cen fled in accordance with Federal Aviai on Regulai on (FAR) Parts 121 and 127. AIRCRAFT: A transportai on vehicle that is used or intended for use for flight. AIRCRAFT APPROACH CATEGORY: A grouping of aircrai based on 1.3 1 mes the stall speed in their landing configurai on at their maximum cen ficated landing weight. The categories are as follows: • Category A: Speed less than 91 knots. • Category B: Speed 91 knots or more, but less than 121 knots. • Category C: Speed 121 knots or more, but less than 141 knots. • Category D: Speed 141 knots or more, but less than 166 knots. • Category E: Speed greater than 166 knots. AIRCRAFT OPERATION: The landing, takeoff, or touch-and-go procedure by an aircraft on a runway at an airport. AIRCRAFT OPERATIONS AREA (AOA): A restricted and secure area on the airport property designed to protect all aspects related to aircraft operas ons. AIRCRAFT OWNERS AND PILOTS ASSOCIATION: A private organizai on serving the interests and needs of general aviai on pilots and aircrai owners. AIRCRAFT RESCUE AND FIRE FIGHTING: A facility located at an airport that provides emergency vehicles, exi nguishing agents, and personnel responsible for minimizing the impacts of an aircrai accident or incident. AIRFIELD: The pon on of an airport which contains the facilh es necessary for the operas on of aircrai . AIRLINE HUB: An airport at which an airline concentrates a significant portion of its activity and which often has a significant amount of connecting traffic. AIRPLANE DESIGN GROUP (ADG): A grouping of aircrai based upon wingspan. The groups are as follows: • Group I: Up to but not including 49 feet. • Group II: 49 feet up to but not including 79 feet. • Group III: 79 feet up to but not including 118 feet. • Group IV: 118 feet up to but not including 171 feet. • Group V: 171 feet up to but not including 214 feet. • Group VI: 214 feet or greater. AIRPORT AUTHORITY: A quasi -governmental public organizai on responsible for sei ng the policies governing the management and operas on of an airport or system of airports under its jurisdici on. AIRPORT BEACON: A navigai onal aid located at an airport which displays a rotas ng light beam to ideni fy whether an airport is lighted. AIRPORT CAPITAL IMPROVEMENT PLAN: The planning program used by the Federal Aviai on Administrai on to ideni fy, priorh ze, and distribute funds for airport development and the needs of the Nai onal Airspace System to meet specified nai onal goals and object ves. AIRPORT ELEVATION: The highest point on the runway system at an airport expressed in feet above mean sea level (MSL). AIRPORT IMPROVEMENT PROGRAM: A program authorized by the Airport and Airway Improvement Act of 1982 that provides funding for airport planning and development. Coffin Associates A1 Airport Consultants Gfossary of Terms AIRPORT LAYOUT DRAWING (ALD): The drawing of the airport showing the layout of exis. ng and proposed airport facilities. AIRPORT LAYOUT PLAN (ALP): A scaled drawing of the existing and planned land and facilities necessary for the operation and development of the airport. AIRPORT LAYOUT PLAN DRAWING SET: A set of technical drawings depicting the current and future airport conditions. The individual sheets comprising the set can vary with the complexities of the airport, but the FAA -required drawings include the Airport Layout Plan (sometimes referred to as the Airport Layout Drawing (ALD), the Airport Airspace Drawing, and the Inner Portion of the Approach Surface Drawing, On -Airport Land Use Drawing, and Property Map. AIRPORT MASTER PLAN: The planner's concept of the long-term development of an airport. AIRPORT MOVEMENT AREA SAFETY SYSTEM: A system that provides automated alerts and warnings of potential runway incursions or other hazardous aircraft movement events. AIRPORT OBSTRUCTION CHART: A scaled drawing depicting the Federal Aviation Regulation (FAR) Part 77 surfaces, a representation of objects that penetrate these surfaces, runway, taxiway, and ramp areas, navigational aids, buildings, roads and other detail in the vicinity of an airport. AIRPORT REFERENCE CODE (ARC): A coding system used to relate airport design criteria to the operational (Aircraft Approach Category) to the physical characteristics (Airplane Design Group) of the airplanes intended to operate at the airport. AIRPORT REFERENCE POINT (ARP): The latitude and longitude of the approximate center of the airport. AIRPORT SPONSOR: The entity that is legally responsible for the management and operation of an airport, including the fulfillment of the requirements of laws and regulations related thereto. AIRPORT SURFACE DETECTION EQUIPMENT: A radar system that provides air traffic controllers with a visual representation of the movement of aircraft and other vehicles on the ground on the airfield at an airport. AIRPORT SURVEILLANCE RADAR: The primary radar located at an airport or in an air traffic control terminal area that receives a signal at an antenna and transmits the signal to air traffic control display equipment defining the location of aircraft in the air. The signal provides only the azimuth and range of aircraft from the location of the antenna. AIRPORT TRAFFIC CONTROL TOWER (ATCT): A central operations facility in the terminal air traffic control system, consisting of a tower, including an associated instrument flight rule (IFR) room if radar equipped, using air/ground communications and/or radar, visual signaling and other devices to provide safe and expeditious movementof terminal airtraffic. AIR ROUTE TRAFFIC CONTROL CENTER: A facility which provides en route air traffic control service to aircraft operating on an IFR flight plan within controlled airspace over a large, multi -state region. AIRSIDE: The portion of an airport that contains the facilities necessary for the operation of aircraft. AIRSPACE: The volume of space above the surface of the ground that is provided for the operation of aircraft. AIR TAXI: An air carrier certificated in accordance with FAR Part 121 and FAR Part 135 and authorized to provide, on demand, public transportation of persons and property by aircraft. Generally operates small aircraft "for hire" for specific trips. AIR TRAFFIC CONTROL: A service operated by an appropriate organization for the purpose of providing for the safe, orderly, and expeditious flow of air traffic. AIR ROUTE TRAFFIC CONTROL CENTER (ARTCC): A facility established to provide air traffic control service to aircraft operating on an IFR flight plan within controlled airspace and principally during the en route phase of flight. AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER: A facility operated by the FAA which is responsible for the central flow control, the central altitude reservation system, the airport reservation position system, and the air traffic service contingency command for the air traffic control system. Co n Associates A - 2 Airport Consultants Gfossary of Terms AIR TRAFFIC HUB: A categoriza. on of commercial service airports or group of commercial service airports in a metropolitan or urban area based upon the proportion of annual national enplanements existing at the airport or airports. The categories are large hub, medium hub, small hub, or non - hub. It forms the basis for the apportionment of entitlement funds. AIR TRANSPORT ASSOCIATION OF AMERICA: An organization consisting of the principal U.S. airlines that represents the interests of the airline industry on major aviation issues before federal, state, and local government bodies. It promotes air transportation safety by coordinating industry and governmental safety programs and it serves as a focal point for industry efforts to standardize practices and enhance the efficiency of the air transportation system. ALERT AREA: See special -use airspace. ALTITUDE: The vertical distance measured in feet above mean sea level. ANNUAL INSTRUMENT APPROACH (AIA): An approach to an airport with the intent to land by an aircraft in accordance with an IFR flight plan when visibility is less than three miles and/orwhenthe ceiling is at or below the minimum initial approach altitude. APPROACH LIGHTING SYSTEM (ALS): An airport lighting facility which provides visual guidance to landing aircraft by radiating light beams by which the pilot aligns the aircraft with the extended centerline of the runway on his final approach and landing. APPROACH MINIMUMS: The altitude below which an aircraft may not descend while on an IFR approach unless the pilot has the runway in sight. APPROACH SURFACE: An imaginary obstruction limiting surface defined in FAR Part 77 which is longitudinally centered on an extended runway centerline and extends outward and upward from the primary surface at each end of a runway at a designated slope and distance based upon the type of available or planned approach by aircraft to a runway. APRON: A specified portion of the airfield used for passenger, cargo or freight loading and unloading, aircraft parking, and the refueling, maintenance and servicing of aircraft. AREA NAVIGATION: The air navigation procedure that provides the capability to establish and maintain a flight path on an arbitrary course that remains within the coverage area of navigational sources being used. AUTOMATED TERMINAL INFORMATION SERVICE (ATIS): The continuous broadcast of recorded non - control information at towered airports. Information typically includes wind speed, direction, and runway in use. AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS): A reporting system that provides frequent airport ground surface weather observation data through digitized voice broadcasts and printed reports. AUTOMATIC WEATHER OBSERVATION STATION (AWOS): Equipment used to automatically record weather conditions (i.e. cloud height, visibility, wind speed and direction, temperature, dew point, etc.) AUTOMATIC DIRECTION FINDER (ADF): An aircraft radio navigation system which senses and indicates the direction to a non -directional radio beacon (NDB) ground transmitter. AVIGATION EASEMENT: A contractual right or a property interest in land over which a right of unobstructed flight in the airspace is established. AZIMUTH: Horizontal direction expressed as the angular distance between true north and the direction of a fixed point (as the observer's heading). B ............................................................................. BASE LEG: A flight path at right angles to the landing runway off its approach end. The base leg normally extends from the downwind leg to the intersection of the extended runway centerline. See "traffic pattern" BASED AIRCRAFT: The general aviation aircraft that use a specific airport as a home base. BEARING: The horizontal direction to or from any point, usually measured clockwise from true north or magnetic north. BLAST FENCE: A barrier used to divert or dissipate jet blast or propeller wash. Coff: pan Associates A— 3 Airport Consultants Gfossary of Terms BLAST PAD: A prepared surface adjacent to the end of a runway for the purpose of elimina. ng the erosion of the ground surface by the wind forces produced by airplanes at the initiation of takeoff operations. BUILDING RESTRICTION LINE (BRL): A line which identifies suitable building area locations on the airport. C CAPITAL IMPROVEMENT PLAN: The planning program used by the Federal Aviation Administration to identify, prioritize, and distribute Airport Improvement Program funds for airport development and the needs of the National Airspace System to meet specified national goals and objectives. CARGOSERVICEAIRPORT:Ana irportserved byaircraft providing airtransportation of propertyonly, including mail, with an annual aggregate landedweightofat least 100,000,000 pounds. CATEGORY I: An Instrument Landing System (ILS) that provides acceptable guidance information to an aircraft from the coverage limits of the ILS to the point at which the localizer course line intersects the glide path at a decision height of 200 feet above the horizontal plane containing the runway threshold. CATEGORYII:An ILSthatprovides acceptable guidance information to an aircraft from the coverage limits of the ILS to the point at which the localizer course line intersects the glide path at a decision height of 100 feet above the horizontal plane containing the runway threshold. CATEGORY III: An ILS that provides acceptable guidance information to a pilot from the coverage limits of the ILS with no decision height specified above the horizontal plane containing the runway threshold. CEILING: The height above the ground surface to the location of the lowest layer of clouds which is reported as either broken or overcast. CIRCLING APPROACH: A maneuver initiated by the pilot to align the aircraft with the runway for landing when flying a predetermined circling instrument approach under IFR. L FL 600 L18,000 MSL KEY AGL Above Ground Level FL Flight Level in Hundreds of Feet MSL Mean Sea Level Source: "Airspace Reclassification and Charting Changes for VFR Products;' National Oceanic and Atmospheric Administration, National Ocean Service. Chart adapted by Coffman Associates from AOPA Pilot, January 1993. class c .---20n.m. CLAssD zon.m.� i NoAirp ted 7,700AGL— Airport 700 AGL� 1 ♦13 n.m.♦� .��� CLASS A AIRSPACE: See Controlled Airspace. CLASS B AIRSPACE: See Controlled Airspace. CLASS C AIRSPACE: See Controlled Airspace. CLASS D AIRSPACE: See Controlled Airspace. CLASS E AIRSPACE: See Controlled Airspace. CLASS G AIRSPACE: See Controlled Airspace. CLEAR ZONE: See Runway Protection Zone. COMMERCIAL SERVICE AIRPORT: A public airport providing scheduled passenger service that enplanes at least 2,500 annual passengers. COMMON TRAFFIC ADVISORY FREQUENCY: A radio frequency identified in the appropriate aeronautical chart which is designated forthe purpose of transmitting airport advisory information and procedures while operating to or from an uncontrolled airport. COMPASS LOCATOR (LOM): A low power, low/ medium frequency radio -beacon installed in conjunction with the instrument landing system at one or two of the marker sites. CONICAL SURFACE: An imaginary obstruction - limiting surface defined in FAR Part 77 that extends Co n Associates A - 4 Airport Consultants Gfossary of Terms from the edge of the horizontal surface outward and upward at a slope of 20 to 1 for a horizontal distance of 4,000 feet. CONTROLLED AIRPORT: An airport that has an opera. ng airport traffic control tower. CONTROLLED AIRSPACE: Airspace of defined dimensions within which air traffic control services are provided to instrument flight rules (IFR) and visual flight rules (VFR) flights in accordance with the airspace classification. Controlled airspace in the United States is designated as follows: • CLASS A: Generally, the airspace from 18,000 feet mean sea level (MSL) up to but not including flight level FL600. All persons must operate their aircraft under IFR. • CLASS B: Generally, the airspace from the surface to 10,000 feet MSL surrounding the nation's busi- est airports. The configuration of Class B air- space is unique to each airport, but typically consists of two or more layers of air space and is designed to contain all published instrument approach procedures to the airport. An air traf- fic control clearance is required for all aircraft to operate in the area. • CLASS C: Generally, the airspace from the sur- face to 4,000 feet above the airport elevation (charted as MSL) surrounding those airports that have an operational control tower and radar ap- proach control and are served by a qualifying number of IFR operations or passenger enplane- ments. Although individually tailored for each airport, Class C airspace typically consists of a surface area with a five nautical mile (nm) radius and an outer area with a 10 nautical mile radius that extends from 1,200 feet to 4,000 feet above the airport elevation. Two-way radio communi- cation is required for all aircraft. • CLASS D: Generally, that airspace from the surface to 2,500 feet above the air port eleva- tion (charted as MSL) surrounding those air- ports that have an operational control tower. Class D airspace is individually tailored and configured to encompass published instru- ment approach procedure. Unless otherwise authorized, all persons must establish two-way radio communication. • CLASS E: Generally, controlled airspace that is not classified as Class A, B, C, or D. Class E airspace extends upward from either the sur- face or a designated altitude to the overlying or adjacent controlled airspace. When desig- nated as a surface area, the airspace will be configured to contain all instrument proce- dures. Class E airspace encompasses all Victor Airways. Only aircraft following instrument flight rules are required to establish two-way radio communication with air traffic control. • CLASS G: Generally, that airspace not classified as Class A, B, C, D, or E. Class G airspace is uncontrolled for all aircraft. Class G airspace extends from the surface to the overlying Class E airspace. CONTROLLED FIRING AREA: See special -use airspace. CROSSWIND: A wind that is not parallel to a runway centerline orto the intended flight path of an aircraft. CROSSWIND COMPONENT: The component of wind that is at a right angle to the runway centerline or the intended flight path of an aircraft. CROSSWIND LEG: A flight path at right angles to the landing runway off its upwind end. See "traffic pattern" D ........................................................................ DECIBEL: A unit of noise representing a level relative to a reference of a sound pressure 20 micro newtons per square meter. DECISION HEIGHT/DECISION ALTITUDE: The height above the end of the runway surface at which a decision must be made by a pilot during the ILS or Precision Approach Radar approach to either continue the approach or to execute a missed approach. DECLARED DISTANCES: The distances declared available for the airplane's takeoff runway, takeoff distance, accelerate -stop distance, and landing distance requirements. The distances are: • TAKEOFF RUNWAY AVAILABLE (TORA): The runway length declared available and suitable forthe ground run of an airplane taking off. A - 5 Gfossary of Terms • TAKEOFF DISTANCE AVAILABLE (TODA): The TORA plus the length of any remaining runway and/or clear way beyond the far end of the TORA. • ACCELERATE -STOP DISTANCE AVAILABLE (ASDA): The runway plus stopway length declared available for the accelera. on and deceleration of an aircraft aborting a takeoff. • LANDING DISTANCE AVAILABLE (LDA): The runway length declared available and suitable for landing. DEPARTMENT OF TRANSPORTATION: The cabinet level federal government organization consisting of modal operating agencies, such as the Federal Aviation Administration, which was established to promote the coordination of federal transportation programs and to act as a focal point for research and development efforts in transportation. DISCRETIONARY FUNDS: Federal grant funds that may be appropriated to an airport based upon designation by the Secretary of Transportation or Congress to meet a specified national priority such as enhancing capacity, safety, and security, or mitigating noise. DISPLACED THRESHOLD: A threshold that is located at a point on the runway other than the designated beginning of the runway. DISTANCE MEASURING EQUIPMENT (DME): --- Equipment (airborne and ground) used to yp NM ` measure, in nautical ; miles, the slant range distance of an ` aircraft from the DME navigational aid. DNL: The 24-hour average sound level, in Aweighted decibels, obtained after the addition of ten decibels to sound levels for the periods between 10 p.m. and 7 a.m. as averaged over a span of one year. It is the FAA standard metric for determining the cumulative exposure of individuals to noise. DOWNWIND LEG: A flight path parallel to the landing runway in the direction opposite to landing. The downwind leg normally extends between the crosswind leg and the base leg. Also see "traffic pattern! E EASEMENT: The legal right of one party to use a portion of the total rights in real estate owned by another party. This may include the right of passage over, on, or below the property; certain air rights above the property, including view rights; and the rights to any specified form of development or activity, as well as any other legal rights in the property that may be specified in the easement document. ELEVATION: The vertical distance measured in feet above mean sea level. ENPLANED PASSENGERS: The total number of revenue passengers boarding aircraft, including originating, stop -over, and transfer passengers, in scheduled and nonscheduled services. ENPLANEMENT: The boarding of a passenger, cargo, freight, or mail on an aircraft at an airport. ENTITLEMENT: Federal funds for which a commercial service airport may be eligible based upon its annual passenger enplanements. ENVIRONMENTAL ASSESSMENT (EA): An environmental analysis performed pursuant to the National Environmental Policy Act to determine whether an action would significantly affect the environment and thus require a more detailed environmental impact statement. ENVIRONMENTAL AUDIT: An assessment of the current status of a party's compliance with applicable environmental requirements of a party's environmental compliance policies, practices, and controls. ENVIRONMENTAL IMPACT STATEMENT (EIS): A document required of federal agencies by the National Environmental Policy Act for major projects are legislative proposals affecting the environment. It is a tool for decision -making describing the positive and negative effects of a proposed action and citing alternative actions. ESSENTIAL AIR SERVICE: A federal program which guarantees air carrier service to selected small cities by providing subsidies as needed to prevent these cities from such service. Co n Associates A - 6 Airport Consultants Gfossary of Terms F FEDERAL AVIATION REGULATIONS: The general and permanent rules established by the execu. ve departments and agencies of the Federal Government for aviation, which are published in the Federal Register. These are the aviation subset of the Code of Federal Regulations. FEDERAL INSPECTION SERVICES: The provision of customs and immigration services including passport inspection, inspection of baggage, the collection of duties on certain imported items, and the inspections for agricultural products, illegal drugs, or other restricted items. FINAL APPROACH: A flight path in the direction of landing along the extended runway centerline. The final approach normally extends from the base leg to the runway. See "traffic pattern" FINAL APPROACH AND TAKEOFF AREA (FATO). A defined area over which the final phase of the helicopter approach to a hover, or a landing is completed and from which the takeoff is initiated. FINAL APPROACH FIX: The designated point at which the final approach segment for an aircraft landing on a runway begins for a non -precision approach. FINDING OF NO SIGNIFICANT IMPACT (FONSI): A public document prepared by a Federal agency that presents the rationale why a proposed action will not have a significant effect on the environment and for which an environmental impact statement will not be prepared. FIXED BASE OPERATOR (FBO): A provider of services to users of an airport. Such services include, but are not limited to, hangaring, fueling, flight training, repair, and maintenance. FLIGHT LEVEL: A measure of altitude used by aircraft flying above 18,000 feet. Flight levels are indicated by three digits representing the pressure altitude in hundreds of feet. An airplane flying at flight level 360 is flying at a pressure altitude of 36,000 feet. This is expressed as FL 360. FLIGHT SERVICE STATION: An operations facility in the national flight advisory system which utilizes data interchange facilities for the collection and dissemination of Notices to Airmen, weather, and administrative data and which provides pre-flight and in-flight advisory services to pilots through air and ground based communication facilities. FRANGIBLE NAVAID: A navigational aid which retains its structural integrity and stiffness up to a designated maximum load, but on impact from a greater load, breaks, distorts, or yields in such a manner as to present the minimum hazard to aircraft. G ....................................................................... GENERAL AVIATION: That portion of civil aviation which encompasses all facets of aviation except air carriers holding a certificate of convenience and necessity, and large aircraft commercial operators. GENERAL AVIATION AIRPORT: An airport that provides air service to only general aviation. GLIDESLOPE (GS): Provides vertical guidance for aircraft during approach and landing. The glideslope consists of the following: 1. Electronic components emitting signals which provide vertical guidance by reference to airborne instruments during instrument approaches such as ILS; or 2. Visual ground aids, such as VASI, which provide vertical guidance for VFR approach or for the visual portion of an instrument approach and landing. GLOBAL POSITIONING SYSTEM (GPS): A system of 48 satellites used as reference points to enable navigators equipped with GPS receivers to determine their latitude, longitude, and altitude. GROUND ACCESS: The transportation system on and around the airport that provides access to and from the airport by ground transportation vehicles for passengers, employees, cargo, freight, and airport services. H ...................................................................... HELIPAD: A designated area for the takeoff, landing, and parking of helicopters. HIGH INTENSITY RUNWAY LIGHTS: The highest classification in terms of intensity or brightness for lights designated for use in delineating the sides of a runway. Associates A - 7 Airport Consultants Gfossary of Terms HIGH-SPEED EXIT TAXIWAY: A long radius taxiway designed to expedite aircra. turning off the runway after landing (at speeds to 60 knots), thus reducing runway occupancy time. HORIZONTAL SURFACE: An imaginary obstruction - limiting surface defined in FAR Part 77 that is specified as a portion of a horizontal plane surrounding a runway located 150 feet above the established airport elevation. The specific horizontal dimensions of this surface are a function of the types of approaches existing or planned for the runway. INITIAL APPROACH FIX: The designated point at which the initial approach segment begins for an instrument approach to a runway. INSTRUMENT APPROACH PROCEDURE: A series of predetermined maneuvers for the orderly transfer of an aircraft under instrument flight conditions from the beginning of the initial approach to a landing, or to a point from which a landing may be made visually. INSTRUMENT FLIGHT RULES (IFR): Procedures for the conduct of flight in weather conditions below Visual Flight Rules weather minimums. The term IFR is often also used to define weather conditions and the type of flight plan under which an aircraft is operating. INSTRUMENT LANDING SYSTEM (ILS): A precision instrument approach system which normally consists of the following electronic components and visual aids: 1. Localizer. 2. Glide Slope. 3. Outer Marker. 4. Middle Marker. 5. Approach Lights. INSTRUMENT METEOROLOGICAL CONDITIONS: Meteorological conditions expressed in terms of specific visibility and ceiling conditions that I th th ;f; d f I K ...................................................................... KNOTS: A unit of speed length used in navigation that is equivalent to the number of nautical miles traveled in one hour. L ...................................................................... LANDSIDE: The portion of an airport that provides the facilities necessary for the processing of passengers, cargo, freight, and ground transportation vehicles. LANDING DISTANCE AVAILABLE (LDA): See declared distances. LARGE AIRPLANE: An airplane that has a maximum certified takeoff weight in excess of 12,500 pounds. LOCAL AREA AUGMENTATION SYSTEM: A differential GPS system that provides localized measurement correction signals to the basic GPS signals to improve navigational accuracy integrity, continuity, and availability. LOCAL OPERATIONS: Aircraft operations performed by aircraft that are based at the airport and that operate in the local traffic pattern or within sight of the airport, that are known to be departing for or arriving from flights in local practice areas within a prescribed distance from the airport, or that execute simulated instrument approaches at the airport. LOCAL TRAFFIC: Aircraft operating in the traffic pattern or within sight of the tower, or aircraft known to be departing or arriving from the local practice areas, or aircraft executing practice instrument approach procedures. Typically, this includes touch and -go training operations. LOCALIZER: The component of an ILS which provides course guidance to the runway. LOCALIZER TYPE DIRECTIONAL AID (LDA): A facility of comparable utility and accuracy to a localizer, but is not part of a complete ILS and is not aligned with the runway. are ess an e minimums specs ie or visua LONG RANGE NAVIGATION SYSTEM (LORAN): Long meteorological conditions. range navigation is an electronic navigational aid which determines aircraft position and speed by ITINERANT OPERATIONS: Operations by aircraft that measuring the difference in the time of reception are not based at a specified airport. of synchronized pulse signals from two fixed transmitters. Loran is used for en route navigation. Coff: man Associates A - 8 Airport Consultants Gfossary of Terms LOW INTENSITY RUNWAY LIGHTS: The lowest classificai on in terms of intensity or brightness for lights designated for use in delineai ng the sides of a runway. M ............................................................................. MEDIUM INTENSITY RUNWAY LIGHTS: The middle classificai on in terms of intensity or brightness for lights designated for use in delineai ng the sides of a runway. MICROWAVE LANDING SYSTEM (MLS): An instrument approach and landing system that provides precision guidance in azimuth, elevai on, and distance measurement. MILITARY OPERATIONS: Aircrai operas ons that are performed in military aircrai . MILITARY OPERATIONS AREA (MOA): See special - use airspace MILITARY TRAINING ROUTE: An air route depicted on aeronaut cal charts for the conduct of military flight training at speeds above 250 knots. MISSED APPROACH COURSE (MAC): The flight route to be followed if, ai er an instrument approach, a landing is not affected, and occurring normally: 1. When the aircrai has descended to the decision height and has not established visual contact; or 2. When directed by air traffic control to pull up or to go around again. MOVEMENT AREA: The runways, taxiways, and other areas of an airport which are ui lized for taxiing/hover taxiing, air taxiing, takeoff, and landing of aircrai , exclusive of loading ramps and parking areas. At those airports with a tower, air traffic control clearance is required for entry onto the movement area. N ............................................................................. NATIONAL AIRSPACE SYSTEM: The network of air traffic control facili. es, air traffic control areas, and navigational facilities through the U.S. NATIONAL PLAN OF INTEGRATED AIRPORT SYSTEMS: The national airport system plan developed by the Secretary of Transportation on a biannual basis for the development of public use airports to meet national air transportation needs. NATIONAL TRANSPORTATION SAFETY BOARD: A federal government organization established to investigate and determine the probable cause of transportation accidents, to recommend equipment and procedures to enhance transportation safety, and to review on appeal the suspension or revocation of any certificates or licenses issued by the Secretary of Transportation. NAUTICAL MILE: A unit of length used in navigation which is equivalent to the distance spanned by one minute of arc in latitude, that is, 1,852 meters or 6,076 feet. It is equivalent to approximately 1.15 statute mile. NAVAID: A term used to describe any electrical or visual air navigational aids, lights, signs, and associated supporting equipment (i.e. PAPI, VASI, ILS, etc.) NAVIGATIONAL AID: A facility used as, available for use as, or designed for use as an aid to air navigation. NOISE CONTOUR: A continuous line on a map of the airport vicinity connecting all points of the same noise exposure level. NON -DIRECTIONAL BEACON (NDB): A beacon transmitting nondirectional signals whereby the pilot of an aircraft equipped with direction finding equipment can determine his or her bearing to and from the radio beacon and home on, or track to, the station. When the radio beacon is installed in conjunction with the Instrument Landing System marker, it is normally called a Compass Locator. NON -PRECISION APPROACH PROCEDURE: A standard instrument approach procedure in which no electronic glide slope is provided, such as VOR, TACAN, NDB, or LOC. NOTICE TO AIRMEN: A notice containing information concerning the establishment, condition, or change in any component of or hazard in the National Airspace System, the timely knowledge of which is considered essential to personnel concerned with flight operations. f Cof_ -AKA-du Associates A - 9 Airport Consultants Gfossary of Terms O ............................................................................. OBJECT FREE AREA (OFA): An area on the ground centered on a runway, taxiway, or taxilane centerline provided to enhance the safety of aircra. operations by having the area free of objects, except for objects that need to be located in the OFA for air navigation or aircraft ground maneuvering purposes. OBSTACLE FREE ZONE (OFZ): The airspace below 150 feet above the established airport elevation and along the runway and extended runway centerline that is required to be kept clear of all objects, except for frangible visual NAVAIDs that need to be located in the OFZ because of their function, in order to provide clearance for aircraft landing or taking off from the runway, and for missed approaches. ONE -ENGINE INOPERABLE SURFACE: A surface emanating from the runway end at a slope ratio of 62.5:1. Air carrier airports are required to maintain a technical drawing of this surface depicting any object penetrations by January 1, 2010. OPERATION: The take -off, landing, or touch-and-go procedure by an aircraft on a runway at an airport. OUTER MARKER (OM): An ILS navigation facility in the terminal area navigation system located four to seven miles from the runway edge on the extended centerline, indicating to the pilot that he/she is passing over the facility and can begin final approach. P ............................................................................. PILOT CONTROLLED LIGHTING: Runway lighting systems at an airport that are controlled by activating the microphone of a pilot on a specified radio frequency. PRECISION APPROACH: A standard instrument approach procedure which provides runway alignment and glide slope (descent) information. It is categorized as follows: • CATEGORY I (CAT 1): A precision approach which provides for approaches with a decision height of not less than 200 feet and visibility not less than 1/2 mile or Runway Visual Range (RVR) 2400 (RVR 1800) with operative touchdown zone and runway centerline lights. • CATEGORY II (CAT II): A precision approach which provides for approaches with a decision height of not less than 100 feet and visibility not less than 1200 feet RVR. • CATEGORY III (CAT III): A precision approach which provides for approaches with minima less than Category II. PRECISION APPROACH PATH INDICATOR (PAPI): A lighting system providing visual approach slope guidance to aircraft during a landing approach. It is similar to a VASI but provides a sharper transition between the colored indicator lights. PRECISION APPROACH RADAR: A radar facility in the terminal air traffic control system used to detect and display with a high degree of accuracy the direction, range, and elevation of an aircraft on the final approach to a runway. PRECISION OBJECT FREE AREA (POFA): An area centered on the extended runway centerline, beginning at the runway threshold and extending behind the runway threshold that is 200 feet long by 800 feet wide. The POFA is a clearing standard which requires the POFA to be kept clear of above ground objects protruding above the runway safety area edge elevation (except for frangible NAVAIDS). The POFA applies to all new authorized instrument approach procedures with less than 3/4 mile visibility. PRIMARY AIRPORT: A commercial service airport that enplanes at least 10,000 annual passengers. PRIMARY SURFACE: An imaginary obstruction limiting surface defined in FAR Part 77 that is specified as a rectangular surface longitudinally centered about a runway. The specific dimensions of this surface are a function of the types of approaches existing or planned for the runway. PROHIBITED AREA: See special -use airspace. PVC: Poor visibility and ceiling. Used in determining Annual Service Volume. PVC conditions exist when the cloud ceiling is less than 500 feet and visibility is less than one mile. Co n Associates A - 10 Airport Consultants Gfossary of Terms R........................................................................... RADIAL: A navigational signal generated by a Very High Frequency Omni -directional Range or VORTAC station that is measured as an azimuth from the station. REGRESSION ANALYSIS: A statistical technique that seeks to identify and quantify the relationships between factors associated with a forecast. REMOTE COMMUNICATIONS OUTLET (RCO): An unstaffed transmitter receiver/facility remotely controlled by air traffic personnel. RCOs serve flight service stations (FSSs). RCOs were established to provide ground -to -ground communications between air traffic control specialists and pilots at satellite airports for delivering en route clearances, issuing departure authorizations, and acknowledging instrument flight rules cancellations or departure/ landing times. REMOTE TRANSMITTER/RECEIVER (RTR): See remote communications outlet. RTRs serve ARTCCs. RELIEVER AIRPORT: An airport to serve general aviation aircraft which might otherwise use a congested air -carrier served airport. RESTRICTED AREA: See special -use airspace RNAV: Area navigation - airborne equipment which permits flights over determined tracks within prescribed accuracy tolerances without the need to overfly ground -based navigation facilities. Used en route and for approaches to an airport. RUNWAY: A defined rectangular area on an airport prepared for aircraft landing and takeoff. Runways are normally numbered in relation to their magnetic direction, rounded off to the nearest 10 degrees. For example, a runway with a magnetic heading of 180 would be designated Runway 18. The runway heading on the opposite end of the runway is 180 degrees from that runway end. For example, the opposite runway heading for Runway 18 would be Runway 36 (magnetic heading of 360). Aircraft can takeoff or land from either end of a runway, depending upon wind direction. RUNWAY ALIGNMENT INDICATOR LIGHT: A series of high intensity sequentially flashing lights installed on the extended centerline of the runway usually in conjunc. on with an approach lighting system. RUNWAY DESIGN CODE: A code signifiying the design standards to which the runway is to be built. RUNWAY END IDENTIFICATION LIGHTING (REIL): Two synchronized flashing lights, one on each side of the runway threshold, which provide rapid and positive identification of the approach end of a particular runway. RUNWAY GRADIENT: The average slope, measured in percent, between the two ends of a runway. RUNWAY PROTECTION ZONE (RPZ): An area off the runway end to enhance the protection of people and property on the ground. The RPZ is trapezoidal in shape. Its dimensions are determined by the aircraft approach speed and runway approach type and minima. RUNWAY REFERENCE CODE: A code signifying the current operational capabilities of a runway and associated taxiway. RUNWAY SAFETY AREA (RSA): A defined surface surrounding the runway prepared or suitable for reducing the risk of damage to airplanes in the event of an undershoot, overshoot, or excursion from the runway. RUNWAY VISIBILITY ZONE (RVZ): An area on the airport to be kept clear of permanent objects so that there is an unobstructed line of- site from any point five feet above the runway centerline to any point five feet above an intersecting runway centerline. RUNWAY VISUAL RANGE (RVR): An instrumentally derived value, in feet, representing the horizontal distance a pilot can see down the runway from the runway end. S ......................................................................... SCOPE: The document that identifies and defines the tasks, emphasis, and level of effort associated with a project or study. SEGMENTED CIRCLE: A system of visual indicators designed to provide traffic pattern information at airports without operating control towers. Coff: pan Associates A - 11 Airport Consultants Gfossary of Terms SHOULDER: An area adjacent to the edge of paved runways, taxiways, or aprons providing a transi. on between the pavement and the adjacent surface; support for aircraft running off the pavement; enhanced drainage; and blast protection. The shoulder does not necessarily need to be paved. SLANT -RANGE DISTANCE: The straight line distance between an aircraft and a point on the ground. SMALL AIRCRAFT: An aircraft that has a maximum certified takeoff weight of up to 12,500 pounds. SPECIAL -USE AIRSPACE: Airspace of defined dimensions identified by a surface area wherein activities must be confined because of their nature and/or wherein limitations may be imposed upon aircraft operations that are not a part of those activities. Special -use airspace classifications include: • 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. • CONTROLLED FIRING AREA: Airspace wherein activities are conducted under conditions so controlled as to eliminate hazards to nonparticipating aircraft and to ensure the safety of persons or property on the ground. • MILITARY OPERATIONS AREA (MOA): Designated airspace with defined vertical and lateral dimensions established outside Class A airspace to separate/segregate certain military activities from instrument flight rule (IFR) traffic and to identify for visual flight rule (VFR) traffic where these activities are conducted. • PROHIBITED AREA: Designated airspace within which the flight of aircraft is prohibited. • RESTRICTED AREA: Airspace designated under Federal Aviation Regulation (FAR) 73, within which the flight of aircraft, while not wholly prohibited, is subject to restriction. Most restricted areas are designated joint use. When not in use bythe using agency, IFR/VFR operations can be authorized by the controlling air traffic control facility. • WARNING AREA: Airspace which may contain hazards to nonparticipating aircraft. STANDARD INSTRUMENT DEPARTURE (SID): A preplanned coded air traffic control IFR departure routing, preprinted for pilot use in graphic and textual form only. STANDARD INSTRUMENT DEPARTURE PROCEDURES: A published standard flight procedure to be utilized following takeoff to provide a transition between the airport and the terminal area or en route airspace. STANDARD TERMINAL ARRIVAL ROUTE (STAR): A preplanned coded air traffic control IFR arrival routing, preprinted for pilot use in graphic and textual or textual form only. STOP -AND -GO: A procedure wherein an aircraft will land, make a complete stop on the runway, and then commence a takeoff from that point. A stop -and -go is recorded as two operations: one operation for the landing and one operation for the takeoff. STOPWAY: An area beyond the end of a takeoff runway that is designed to support an aircraft during an aborted takeoff without causing structural damage to the aircraft. It is not to be used for takeoff, landing, or taxiing by aircraft. STRAIGHT -IN LANDING/APPROACH: A landing made on a runway aligned within 30 degrees of the final approach course following completion of an instrument approach. T.......................... ............................. ..................... TACTICAL AIR NAVIGATION (TACAN): An ultrahigh frequency electronic air navigation system which provides suitably -equipped aircraft a continuous indication of bearing and distance to the TACAN station. TAKEOFF RUNWAY AVAILABLE (TORA): See declared distances. TAKEOFF DISTANCE AVAILABLE (TODA): See declared distances. TAXILANE: The portion of the aircraft parking area used for access between taxiways and aircraft parking positions. TAXIWAY: A defined path established for the taxiing of aircraft from one part of an airport to another. Coff: pan Associates A - 12 Airport Consultants Gfossary of Terms TAXIWAY DESIGN GROUP: A classification of airplanes based on outer to outer Main Gear Width (MGW) and Cockpit to Main Gear (CMG) distance. TAXIWAY SAFETY AREA (TSA): A defined surface alongside the taxiway prepared or suitable for reducing the risk of damage to an airplane unintentionally departing the taxiway. TERMINAL INSTRUMENT PROCEDURES: Published flight procedures for conducting instrument approaches to runways under instrument meteorological conditions. TERMINAL RADAR APPROACH CONTROL: An element of the air traffic control system responsible for monitoring the en -route and terminal segment of air traffic in the airspace surrounding airports with moderate to high levels of air traffic. TETRAHEDRON: A device used as a landing direction indicator. The small end of the tetrahedron points in the direction of landing. THRESHOLD: The beginning of that portion of the runway available for landing. In some instances the landing threshold may be displaced. TOUCH-AND-GO: An operation by an aircraft that lands and departs on a runway without stopping or exiting the runway. A touch -and go is recorded as two operations: one operation for the landing and one operation for the takeoff. TOUCHDOWN: The point at which a landing aircraft makes contact with the runway surface. TOUCHDOWN AND LIFT-OFF AREA (TLOF): A load bearing, generally paved area, normally centered in the FATO, on which the helicopter lands or takes off. TOUCHDOWN ZONE (TDZ): The first 3,000 feet of the runway beginning at the threshold. TOUCHDOWN ZONE ELEVATION (TDZE): The highest elevation in the touchdown zone. TOUCHDOWN ZONE (TDZ) LIGHTING: Two rows of transverse light bars located symmetrically about the runway centerline normally at 100-foot intervals. The basic system extends 3,000 feet along the runway. TRAFFIC PATTERN: The traffic flow that is prescribed for aircrai landing at or taking off from an airport. The components of a typical traffic pai ern are the upwind leg, crosswind leg, downwind leg, base leg, and final approach. BASE WIND LEG LEG FINAL APPROACH DEPARTURE LEG --� 1 UPWIND LEG ,% U ............................................................................. UNCONTROLLED AIRPORT: An airport without an air traffic control tower at which the control of Visual Flight Rules traffic is not exercised. UNCONTROLLED AIRSPACE: Airspace within which aircra. are not subject to air traffic control. UNIVERSAL COMMUNICATION (UNICOM): A nongovernment communication facility which may provide airport information at certain airports. Locations and frequencies of UNICOM's are shown on aeronautical charts and publications. UPWIND LEG: A flight path parallel to the landing runway in the direction of landing. See "traffic pattern." V ...................................................................... VECTOR: A heading issued to an aircraft to provide navigational guidance by radar. VERY HIGH FREQUENCY/ OMNIDIRECTIONAL RANGE (VOR): A ground -based electronic navigation aid transmitting very high frequency navigation signals, 360 degrees in azimuth, oriented from magnetic north. Used as the basis for navigation in the national airspace system. The VOR periodically identifies itself by Morse Code and may have an additional voice identification feature. A-13 Gfossary of Terms VERY HIGH FREQUENCY OMNI-DIRECTIONAL RANGE/ M TACTICAL AIR NAVIGATION������/ (VORTAQ A naviga. on aid 0. providing VO R azimuth, TACAN azimuth, and TACAN distance- _c4 measuring equipment (DME) _ at one site. VICTOR AIRWAY: A control area or portion thereof established in the form of a corridor, the centerline of which is defined by radio navigational aids. VISUAL APPROACH: An approach wherein an aircraft on an IFR flight plan, operating in VFR conditions under the control of an air traffic control facility and having an air traffic control authorization, may proceed to the airport of destination in VFR conditions. VISUAL APPROACH SLOPE INDICATOR (VASI): An airport lighting facility providing vertical visual approach slope guidance to aircraft during approach to landing by radiating a directional pattern of high intensity red and white focused light beams which indicate to the pilot that he is on path if he sees red/ white, above path if white/white, and below path if red/red. Some airports serving large aircraft have three -bar VASI's which provide two visual guide paths to the same runway. VISUAL FLIGHT RULES (VFR): Rules that govern the procedures for conducting flight under visual conditions. The term VFR is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of flight plan. VISUAL METEOROLOGICAL CONDITIONS: Meteorological conditions expressed in terms of specific visibility and ceiling conditions which are equal to or greater than the threshold values for instrument meteorological conditions. VOR: See "Very High Frequency Omnidirectional Range Station" VORTAC: See "Very High Frequency Omnidirectional Range Station/Tactical Air Navigation." W ............................................................................. WARNING AREA: See special -use airspace. WIDE AREA AUGMENTATION SYSTEM: An enhancement of the Global Positioning System that includes integrity broadcasts, differential corrections, and additional ranging signals for the purpose of providing the accuracy, integrity, availability, and continuity required to support all phases of flight. Abbreviations AC: advisory circular ADF: automatic direction finder ADG: airplane design group AFSS: automated flight service station AGL: above ground level AIA: annual instrument approach AIP: Airport Improvement Program AIR-21: Wendell H. Ford Aviation Investment and Reform Act for the 21st Century ALS: approach lighting system ALSF-1: standard 2,400-foot high intensity approach lighting system with sequenced flashers (CAT I configuration) ALSF-2: standard 2,400-foot high intensity approach lighting system with sequenced flashers (CAT II configuration) AOA: Aircraft Operation Area APV: instrument approach procedure with vertical guidance ARC: airport reference code Co n Associates A - 14 Airport Consultants ARFF: aircra. rescue and fire fighting ARP: airport reference point ARTCC: air route traffic control center ASDA: accelerate -stop distance available ASR: airport surveillance radar ASOS: automated surface observation station ATCT: airport traffic control tower ATIS: automated terminal information service AVGAS: aviation gasoline - typically 100 low lead (100LL) AWOS: automatic weather observation station BRL: building restriction line CFR: Code of Federal Regulation CIP: capital improvement program DME: distance measuring equipment DNL: day -night noise level DWL: runway weight bearing capacity of aircraft with dual -wheel type landing gear DTWL: runway weight bearing capacity of aircraft with dual -tandem type landing gear FAA: Federal Aviation Administration FAR: Federal Aviation Regulation FBO: fixed base operator FY: fiscal year GPS: global positioning system GS: glide slope HIRL: high intensity runway edge lighting IFR: instrument flight rules (FAR Part 91) A 66reyiations ILS: instrument landing system IM: inner marker LDA: localizer type directional aid LDA: landing distance available LIRL: low intensity runway edge lighting LMM: compass locator at middle marker LOW compass locator at outer marker LORAN: long range navigation MALS: medium intensity approach lighting system with indicator lights MIRL: medium intensity runway edge lighting MITL: medium intensity taxiway edge lighting MLS: microwave landing system MM: middle marker MOA: military operations area MSL: mean sea level NAVAID: navigational aid NDB: nondirectional radio beacon NM: nautical mile (6,076.1 feet) NPES: National Pollutant Discharge Elimination System NPIAS: National Plan of Integrated Airport Systems NPRM: notice of proposed rule making ODALS: omnidirectional approach lighting system OFA: object free area OFZ: obstacle free zone OM: outer marker Co.an A - 15 Airport Consultants PAC: planning advisory commi. ee PAPI: precision approach path indicator PFC: porous friction course PFC: passenger facility charge PCL: pilot -controlled lighting PIW public information workshop PLASI: pulsating visual approach slope indicator POFA: precision object free area PVASL pulsating/steady visual approach slope indicator PVC: poor visibility and ceiling RCO: remote communications outlet RRC: Runway Reference Code RDC: Runway Design Code REIL: runway end identification lighting RNAV: area navigation RPZ: runway protection zone RSA: runway safety area RTR: remote transmitter/receiver RVR: runway visibility range RVZ: runway visibility zone SAILS: short approach lighting system SASP: state aviation system plan SEL: sound exposure level Ad d reyiations SID: standard instrument departure SM: statute mile (5,280 feet) SRE: snow removal equipment SSALF: simplified short approach lighting system with runway alignment indicator lights STAR: standard terminal arrival route SWL: runway weight bearing capacity for aircraft with single -wheel tandem type landing gear TACAN: tactical air navigational aid TAF: Federal Aviation Administration (FAA) Terminal Area Forecast TDG: Taxiway Design Group TLOF: Touchdown and lift-off TDZ: touchdown zone TDZE: touchdown zone elevation TODA: takeoff distance available TORA: takeoff runway available TRACON: terminal radar approach control VAST: visual approach slope indicator VFR: visual flight rules (FAR Part 91) VHF: very high frequency VOR: very high frequency omni-directional range VORTAC: VOR and TACAN collocated Co n Associates A - 16 Airport Consultants Appendix B Forecast Approval Letter -;(JBUQUE REGIONAL AIRPOI T Airport Master Plan CC) U.S. Department of Transportation Federal Aviation Administration December 02, 2019 Mr. Todd Dalsing Airfield Operations Supervisor Dubuque Regional Airport 11000 Airport Road Dubuque, IA 52003 Dear Mr. Dalsing: Central Region Iowa, Kansas Missouri, Nebraska Forecast/Critical Design Aircraft Approval Dubuque Regional (DBQ), Dubuque, IA AIP No. 3-19-0028-065-2019 The submitted Aviation Demand Forecast is Approved. 901 Locust Kansas City, Missouri 64106 (816)329-2600 The proposed existing Critical Design Aircraft, C-II family, is Approved. The proposed ultimate Critical Design Aircraft, C-III family, is Approved. The enplanements forecast is Approved in that it is comparable to the current FAA Terminal Area Forecast (TAF) based upon current scheduled commercial service. Please have the operations numbers updated on your 5010 Master Record to match the current year information from the forecast. You may proceed with developing the remainder of the report and the Airport Layout Plan drawings. If you have any questions regarding this project, please call me at (816) 329-2637 or via email atjeff.deitering@faa.gov. Sincerely, Jeffrey D. Deitermg, P.E. Iowa State Planner CC: Mike Dmyterko, Coffman Associates, Inc. Shane Wright, Iowa DOT Aviation Bureau 01 Appendix C Economic Benefit Analysis '(JBUQUE REGIONAL AIRPOI T Airport Master_ �P,l�an_____ DUBUQUE REGIONAL AIRPORT Appendix C ECONOMIC BENEFIT ANALYSIS This section presents an analysis of economic benefits created by Dubuque Regional Airport (DBQ). The study period is calendar year 2019. The airport is the primary aviation gateway for the metropolitan Dubuque region, welcoming commerce and visitors while providing residents with access to outbound travel to national and intercontinental destinations. The airport encompasses 1,248 acres and has two runways (6,500 and 6,325 ft.) capable of serving modern turboprop aircraft and corporate jets. The latest available Federal Aviation Administration (FAA) form 5010 lists 71 based aircraft on the airport, including 8 jets and 6 helicopters. The airport has a contract air traffic control tower and a modern 33,000 sq. ft. terminal with facilities and services for commercial carrier passengers, including ticketing and security processing, food service, auto rental, and administrative offices. There were 38,016 commercial airline enplanements reported by the FAA Air Carrier Activity System in 2019, predominately via regional jets operated by American Airlines through Chicago O'Hare Airport. The airport offers a range of Fixed Base Operator (FBO) services including fueling, inspections, maintenance, and air charter services as well as hangars suitable for various private aircraft, including corporate jets. Medivac flights based at the airport serve the entire Dubuque area and neighboring counties. A unique feature of the airport is an extensive aviation education program offered by the University of Dubuque, with a fleet of more than 20 aircraft and programs housed in a newly constructed, technically advanced educational complex. Including faculty and staff of the University of Dubuque, the airport creates on -site employment for 174 workers, producing direct output valued at $25.4 million in 2019. DUBUQUE REGIONAL AIRPORT EXECUTIVE SUMMARY The methodology for measurement of airport economic benefits has become standardized according to guidelines promulgated by the Federal Aviation Administration (see for example The Economic Impact of Civil Aviation on the U.S. Economy, FAA, January 2020). Consistent with the FAA methodology, this economic benefit study identifies and analyzes the economic contribution of operations and activity at Dubuque Regional Airport during calendar year 2019. In studying the economic contribution of airports, the established methodology emphasizes three key quantifiable economic benefits: • Employment: the number of jobs supported by economic activity created by the presence of the airport. • Payrolls: the payments received by workers as wages and benefits along with proprietor's income to business owners. • Output: the dollar value of output created/revenue received (output and revenue are equivalent synonymous terms used throughout this study). Aviation -related economic activity (such as sale of fuel to an aircraft pilot) creates direct economic benefits on the airport. The sale provides revenues to the FBO, and those revenues in turn are used to provide wages for workers and for payments to suppliers. As payments are received by suppliers and payrolls spent by workers, the initial direct spending recirculates in the economy to generate secondary economic benefits. Summed together, the combined direct and secondary economic benefits provide a measure of total economic benefits (Figure A). Direct Economic Benefits Secondary TOTAL Economic ECONOMIC Benefits BENEFITS Direct economic benefits (Figure B) originated from activity on and off the airport that created 458 direct jobs, payrolls of $16.6 million, and revenues of $45.6 million. Direct economic benefits include on -site activity by aviation employers (including airport capital projects) plus off -site activity in the local economy directly related to the presence of the airport. Off -airport direct benefits both by (a) visitors that arrive by air who support the hospitality industry as they spend for hotels and restaurants, for example and (b) University of Dubuque aviation students who spend for consumer goods and services while they are enrolled in their educational program. DUBUQUE REGIONAL AIRPORT Secondary economic benefits are created when the initial direct spending circulates and recycles through the economy. Dubuque Regional Airport secondary benefits included creation of 253 jobs in the non -aviation portion of the local economy, with $11.5 million in payrolls and output produced in the region of an additional $33.0 million. There are two types of secondary economic benefits, known as indirect benefits and induced benefits (Figure Q. Indirect benefits include activity by suppliers and vendors who sell to airport businesses, along with the jobs created and incomes paid to workers by these suppliers. For example, businesses on the airport purchase services such as insurance and hard goods such as tools or office furniture from off -airport providers. Induced benefits measure the consumer spending of workers who produced both the direct or indirect goods and services. For example, when an aircraft technician's salary is spent for consumer goods such as groceries or medical services, this contributes to additional employment and income in the general economy for providers of these goods and services. DUBUQUE REGIONAL AIRPORT Economic benefit studies rely on multiplier factors from input-output models to estimate how direct spending on the goods and services of a particular industry or set of industries creates secondary indirect and induced benefits. An input-output model incorporates inter -industry or "supply chain" relationships within the region that account for changes in employment, payroll, and output in related industries set off by a change in demand in the initial industry. An input-output model allows analysts to track purchases (inputs) from suppliers as well as expenditures by workers on additional output in the form of consumer goods and services. The input-output model used for this study was the IMPLAN (Impact Analysis for Planning) model, based on data and coefficients for the Dubuque County economy from the U. S. Bureau of Economic Analysis. This model is widely used in airport economic benefit studies. Figure D illustrates the combined direct and secondary economic benefit data expressed as total economic benefits. In calendar year 2019, Dubuque Regional Airport created total economic benefits of 711 jobs supported, payrolls for workers of $28.1 million, and regional output of $78.5 million. From Figure B and Figure C above, it can be seen that total employment of 711 jobs consisted of direct benefits of 458 jobs and secondary benefits of 253 jobs. Similarly, total payrolls of $28.1 million are the combined sum of $16.6 million direct and $11.5 million secondary payrolls. Total output of $78.5 million consists of $45.6 million direct output and $33.0 secondary output. The components of the direct and secondary benefits that make up the total economic benefits of the Dubuque Regional Airport are shown in Table C1. On -airport direct benefits included output of $25.4 million created on -site by 174 aviation -related workers who received payrolls of $9.3 million. The sources of the on -airport direct benefits were airport employers supporting commercial and general aviation, aviation training and education programs of the University of Dubuque, public sector employers such as the airport administration and TSA, air traffic control tower, and private firms working on capital improvement projects. DUBUQUE REGIONAL AIRPORT Table C1 Direct, Secondary, and Total Economic Benefits Dubuque Regional Airport On -Airport Benefits 174 $9,298,000 $25,364,000 Off -Airport Air Visitor Benefits 122 $2,961,000 $9,511,000 Off -Airport UD Student Spending 162 $4,371,000 . I I�� $10,692,000 �•• Direct Benefits Indirect Benefits: Suppliers 91 $4,299,000 $13,146,000 Induced Benefits: Employees 162 $7,169,000 $19,829,000 Secondary Benefits Total Benefits $11,468,000 0• 000 $32,975,000 $78,542,000 Sources: On -airport direct benefits obtained through employer interviews and records of Dubuque Regional Airport. Off - airport direct benefits derived from FAA passenger counts, Iowa Welcome Center Survey report 2019, and University of Dubuque. Secondary benefits computed from the IMPLAN input-output model, with coefficients for Dubuque County. Values are in 2019 dollars. Off -airport direct visitor benefits are created by travelers arriving by commercial service and general aviation flights who created revenues (output) for the hospitality industry with expenditures of $9.5 million, supporting 122 jobs in hotels, food service, retail, and related sectors, with payrolls to workers of $3.0 million. Off -airport spending by University of Dubuque aviation students is similar in concept to air visitor spending, generating direct economic benefits related to the presence of the airport. Based on student budget information, the 233 students enrolled in aviation programs spent an estimated $10.7 million during 2019 (estimated as 233 students X $45,890 in lodging, food, tuition and fees, supplies and other miscellaneous living expenses). This spending created 162 off -airport jobs with payrolls of $4.4 million. Indirect benefits came from the suppliers of $13.1 million of goods and services (inputs) to the producers of direct benefits. There were 91 workers in supplier industries, with payrolls of $4.3 million. Induced benefits were created as workers returned to their home communities and spent their payrolls on goods and services in the regional economy. This spending by workers as consumers injected an additional $19.8 million into the regional spending stream, creating 162 jobs with payrolls of $7.2 million. The columns of Table C1 sum to the total economic benefits of employment of 711 workers, payrolls of $28.1 million, and total regional economic output of $78.5 million combining subtotals for (a) direct benefits of 458 workers, payrolls of $16.6 million and $45.6 million and (b) secondary benefit of 253 workers, earning payrolls of $11.5 million, and output of $33.0 million. A DAYAT DUBUQUE REGIONAL AIRPORT Airports are available to serve the flying public and support the economy every day of the year. The Dubuque Regional Airport is an asset that creates daily revenues, employment, and income for the service area economy. During an average day, the airport generated $215,185 of total economic benefits (including direct plus secondary benefits) and supported 711 workers bringing home daily income of $76,980 for spending in their home communities (Table C2). (DUBUQUE REGIONAL AIRPORT Table C2 Economic Benefits for an Average Day Dubuque Regional Airport Activity Average D. All Aircraft Operations 176 Daily Aircraft Operations On -Airport Employment 174 Workers on the Airport On -Airport Payrolls $25,400 Daily Pay to Airport Workers Airport Inputs Purchased $19,800 Paid Daily to Local Suppliers Commercial Service Passengers 104 Daily Enplanements Air Visitors (Commercial Service + GA) 138 Air Visitors in the Area Daily Air Visitor Spending $26,000 Daily Visitor Spending Total Employment 711 Total Jobs Supported Total Payrolls $76,980 Daily Pay to Regional Workers Total Economic Benefits $215,185 Daily Economic Benefits Sources: Dubuque Regional Airport; FAA Air Traffic Data Activity System (ATDAS); FAA Air Carrier Activity Information System (ACAIS); FlightAware Flight Tracker system; IMPLAN Input -Output model; Origination and Destination (O&D) data from U. S. Department of Transportation; interviews with airport employers. On an average day at the airport, there were 176 operations by aircraft involved in local or itinerant activity including touch and go operations, corporate travel on business jets, or commercial flights bringing passengers visiting the area for personal travel or on business. There were 104 passenger enplanements daily. On an average day, 138 commercial service and general aviation visitors were in the area spending for lodging, food and drink, retail goods and services, recreation, and ground transportation. Visitor spending injected $26,000 per day into the regional economy, while aviation employers on the airport purchased $19,800 from local suppliers. ON -AIRPORT ECONOMIC BENEFITS Economic benefits on the airport flow from the employment, payroll, and output created by the private firms and public agencies located on the airport, along with the University of Dubuque aviation education programs, and capital improvement projects undertaken by private contractors that come onto the airport. Information about employers and economic activity on the airport was obtained through tenant interviews and public records. Airport staff provided substantial data, contact information, and collaboration in support of this study, facilitated interviews with business owners and managers, and provided specialized knowledge regarding airport operations. Employers interviewed were informed that the individual business results were confidential and only aggregate totals would be published. Including workers for capital improvement contractors, organizations on the airport reported 174 employees in 2019 (Table 0), with payrolls of $9.3 million and output with value of $25.4 million. Activity figures were compiled for 18 employment units (four of these function under the auspices of the Airport Commission). DUBUQUE REGIONAL AIRPORT Table C3 Direct, Secondary, and Total On -Airport Economic Benefits Dubuque Regional Airport Direct On -Airport Economic Benefit-r----m Aviation Employers 74 $5,340,000 $16,714,000 Univ. of Dubuque Aviation Program 57 $1,343,000 $2,831,000 Airport Public Agencies 23 $1,565,000 $2,172,000 Capital Improvement Projects 20 $1,050,000 $3,647,000 Benefits III SecondaryDirect On -Airport Economic Benefits Indirect Benefits: Activity by 49 $2,587,000 $7,234,000 Suppliers & Vendors Induced Benefits: Activity by 92 $4,070,000 $11,270,000 Workers as Consumers Total On -Airport Economic Benefits Total Benefits 0•0 $43,868,000 Sources: On -airport employer information obtained through interviews and records of University of Dubuque and Dubuque Regional Airport. Some output estimates shown were computed from the IMPLAN input-output model, with coefficients for Dubuque County. Values are in 2019 dollars. The City of Dubuque operates the Dubuque Jet Center and is responsible for Airport Operations as well as Terminal and Building Maintenance. These entities are included in the aviation employer entries in the table. Other aviation employers were private businesses related to commercial service or general aviation activity, including airlines, terminal concessions (such as auto rental and food service), aircraft maintenance, corporate hangars, and medical transit services. Aviation employers created 74 jobs, with payrolls of $5.3 million and produced output valued at $16.7 million in 2019. The average compensation (including benefits) paid to aviation workers on the airport was $72,200. The U.S. Bureau of Economic Analysis reports the average compensation for all workers in Dubuque County was $56,500 (adjusted to 2019 by the Consumer Price Index of the U. S. Department of Labor). Compensation paid by aviation employers was more than 25 percent greater than the average job in the area. The University of Dubuque aviation education program had 57 faculty and staff (including full and part time) on the airport in 2019. The program operates 24 aircraft and has a newly constructed facility on airport property. Information on budgeting ($2.8 million operations) and payrolls ($1.3 million) was provided by University of Dubuque. The aviation education program figures in the table do not include student spending such as for tuition or books. Those outlays are included in the overall off -airport economic benefits as shown in Table C1. DUBUQUE REGIONAL AIRPORT L --E.M.- The airport public agencies component in the table includes City of Dubuque Airport Administration, the Transportation Security Administration (TSA), the contract air traffic control tower, and FAA AFS Field Office, accounting for 23 employees, with combined operating budgets of $2.1 million and payrolls of $1.6 million. In airport economic impact studies, the operating budgets of government agencies are used as the measure of output. The operating budgets for Dubuque Jet Center, Airport Operations Center, and Terminal and Building Maintenance are included in the Aviation Employers entries as measures of output of these units. CIl_1]kL1EL1i12:101y"AlN0ka91:101*1 V Capital improvement projects are included as a source of airport economic benefits since construction activity generates spending and employment both on and off the airport. Runway improvements, fencing, drainage projects, and building construction are all examples of capital improvements that enhance safety and provide for growth. Large capital improvement projects that begin at a point in time can extend over more than one year and annual outlays can vary from year to year when projects are underway. To smooth out the annual variation in capital improvement spending, economic benefit studies typically average outlays over a multi -year period. For this study, figures on capital improvements were obtained from City of Dubuque and airport records and averaged over the five-year period from 2015 through 2019. The greatest expenditures over the period were related to completion of the new 33,000 sq. ft terminal building and pavement. Also included in the listing of capital projects on the airport is the 12,700 sq. ft. University of Dubuque Ed Babka Aviation Learning Center. The total over the period was $18.2 million and the average annual outlay was $3.6 million (Table C4). This expenditure value was used to obtain the employment estimate of 20 full time equivalent construction employment worker -years and $1 million annual worker compensation. DIRECT, SECONDARY, AND TOTAL ON -AIRPORT BENEFITS DUBUQUE REGIONAL AIRPORT Table C4 Capital Improvement Projects Dubuque Regional Airport Year 2015 Expenditures $2,855,000 2016 $7,280,000 2017 $2,171,000 2018* $4,212,000 2019* $2,146,300 5 Year Total 5 Year Average $18,233,000 ., 000 *Includes construction costs for University of Dubuque Ed Babka Aviation Learning Center. Sources: City of Dubuque budget documents, various years, and University of Dubuque Direct on -airport economic benefits incorporate the jobs, payrolls, and output created on the airport by aviation employers, the University of Dubuque aviation education programs, public agencies, and capital improvement projects undertaken on the airport by private contracting firms. The direct on -airport economic benefits were 174 direct jobs on the airport, with payroll of $9.3 million and direct output of $25.4 million. Secondary benefits as estimated by the IMPLAN model added employment of 141 more jobs and additional output of $18.5 million. As noted, secondary benefits come from two sources. On -airport private employers and public agencies make purchases from suppliers and vendors, who in turn hire employees to support production of goods and services for airport customers. This effect is known as the indirect benefit. Simultaneously, employees of airport firms and agencies and employees of their suppliers are also consumers who spend incomes in their home communities. This spending stimulates additional jobs and output in the sectors serving consumers, creating induced benefits across the area economy. Of the 141 secondary jobs associated with the presence of the airport, 49 were indirect jobs in supplier industries to on -airport activity, such as finance and insurance, business services, providers of parts, supplies and materials, transportation and warehousing, and information and communication systems. There also were 92 additional jobs in the region induced by household spending by airport and supplier employees across a broad spectrum of consumer industries including health care, food service, retail trade, and personal services. The total benefits of on -airport operations are the sum of the combined direct and secondary benefits. The total benefits of on -airport operations include: • 315 total jobs supported. • $16.0 million total payroll created. 0 $43.9 million of output contributed to the area economy. TUBUQUE GIONAL AIRPORT Direct on -airport employment benefits of 174 jobs accounted for 55 percent of total employment benefits, while the secondary component of 141 jobs accounted for 45 percent. COMMERCIAL SERVICE VISITOR ECONOMIC BENEFITS Commercial service visitors travel to the Dubuque area for diverse business and personal purposes. Suppliers and vendors travel to visit and discuss the requirements of local businesses such as John Deere, while customers visit to negotiate purchase and delivery details. Families and individuals come to visit friends and relatives, renewing, and strengthening relationships by personal contact, or for other personal reasons such as medical treatment at one of several area medical centers, to visit students at the University of Dubuque, or to see scenic and historical sites in the Dubuque area. One common characteristic among travelers to the region is that, while away from home, they make expenditures daily, creating employment, income, and revenues for workers, businesses, and governments. Commercial air service supports tourism and travel as an "export industry' that brings external purchasing power into the regional economy. Dubuque Regional Airport contributes to the visitor industry of the airport service area by Table C5 Commercial Service Visitors Dubuque Regional Airport Category Enplanements Value* 38,016 Percent Visitors 42.9% Number of Visitors 16,347 Weighted Average Spending Per $492 Person Per Trip Visitor Spending 000 providing commercial service links for travelers *Values are rounded. coming from within the state and across the country. Sources: FAA Air carrier Activity System; 0 & D data from U.S. Department of Transportation, 2019 According to the FAA Air Carrier Activity Information System (ACAIS), there were 38,016 airline enplanements at Dubuque Regional Airport in 2109 (Table CS). Analysis of passenger origination data from the U. S. Department of Transportation revealed that 42.9 percent or 16,347 enplaning airport passengers were visitors to the area during calendar year 2019. There were also 21,669 Dubuque area resident outbound enplanements. Average spending per commercial service visitor per trip was $492. Multiplied over all visitors, the annual commercial service visitor spending benefit was calculated as $8,037,000 for 2019. The methodology for estimation of spending per visitor and further details on commercial service visitor spending by category are analyzed in the following sections of this report. COMMERCIAL SERVICE VISITOR SPENDING The initial research plan for developing data on commercial service visitor travel patterns and spending was based on a fiscal year 2019 — 2020 study period. A survey instrument for commercial service travelers was developed and intended to be distributed during the second quarter of 2020, a period when it was believed passenger activity would be peaking. However, passenger traffic fell sharply at Dubuque Regional Airport and other airports across the nation during the first half of 2020 due to the COVID-19 pandemic and the survey could not be administered as planned. MIiDUBUQUE ; REGIONAL AIRPORT Rather than utilizing a passenger survey, alternative sources of information were necessary to estimate the economic benefits from commercial air service visitor spending for the revised study period, calendar year 2019. The Iowa Tourism Office collects visitor data and issues an annual report for the Dubuque Welcome Center and eight additional centers across the state. The Iowa Welcome Center Survey Report for 2019 contains information for Dubuque Welcome Center respondents on party size (2.6), length of stay (3.1 days), and average spending per party per day ($509), as well as spending by categories (lodging, entertainment, transportation, food, and shopping). Unfortunately, no information is provided on spending cross -tabbed by mode of travel. It is reasonable to assume most respondents are traveling by private car, but the proportion that arrived by commercial air carrier and had a rented vehicle is unknown. Moreover, the reported percentage of respondents traveling for business was only 5.7 percent for Dubuque Welcome Center respondents. An often -quoted national study (National Household Travel Survey, Bureau of Transportation Statistics, 2001) reported business as the purpose of 40.6 percent of air travel trips. Travel industry analysts have long recognized differential business and personal travel patterns. Compared to parties traveling for personal reasons, such as vacation or visiting friends and family, business travel party length of stay is shorter, and expenditures for such items as retail and entertainment tend to be smaller. Therefore, it is useful to have an estimate of the proportion of business and personal travelers in air visitor economic benefit studies. The most recent survey of commercial air travelers at Dubuque Regional Airport was reported in a study for the Iowa Department of Transportation, Iowa Economic Impact of Aviation, by Wilbur Smith Associates, April 2009. That survey found 40 percent of commercial service visitors to Dubuque were traveling on business and 60 percent for personal reasons. The length of stay for business visitors was 2.0 days and 2.8 days for those traveling for personal reasons. These figures were adapted and used in the current study of commercial service visitors arriving at Dubuque Regional Airport in 2019. Commercial service visitor characteristics and spending estimates are shown in Table C6. Applying the distribution of 40 percent business travelers, there were 6,539 business visitors and 9,808 visitors traveling for personal reasons. With an average length of stay of 2.8 days, those traveling for personal reasons contributed 27,463 days of spending to the regional economy, or 68 percent of total commercial service visitor days of 40,541. The estimated 6,539 business visitors accounted for 13,078 visitor days in the Dubuque area. Because of their shorter length of stay of 2.0 days, business visitors made up 40 percent of all trips but only 32 percent of all visitor days. There were 40,501 commercial service visitor days for the 2019 calendar year. On an average day, there were 111 commercial service passengers visiting in the Dubuque area spending for lodging, auto rental and various other goods and services. DUBUQUE REGIONAL AIRPORT Table C6 Commercial Service Visitor Characteristics and Spending Dubuque Regional Airport Number of Visitors 9,808 6,539 16,347 Percent of Visitor Trips 60% 40% 100% Length of Stay (Days) 2.8 2.0 2.5 Number of Visitor Days 27,463 13,078 40,541 Percent of Visitor Days 1 68% 32% 1 100% Lodging $68 $94 $76 Food & Drink $44 $55 $47 Retail Goods & Services $40 $10 $30 Recreation & Entertainment $32 $8 $25 Ground Transportation $20 $20 $20 Spending per Person per Day $204 $187 $198 i • Spending per Person per Trip IL Sources: Personal travel spending derived from Iowa Welcome Center Survey Report, 2019; Business travel adjusted by U. S. General Services Administration, Per Diem Rates for Dubuque County, 2019; Percentage business and personal visitors and length of stay from passenger survey, Dubuque Regional Airport, in Iowa Economic Impact 2009, Iowa Department of Transportation. Values are rounded and may not compute exactly. The reported 2019 Dubuque Welcome Center spending figures were used as the basis for commercial service visitor expenditures, with modifications to account for business travelers. Lodging expenditures by business travelers are typically larger than for those traveling for personal reasons, since a business party would usually book individual rooms as compared to a family travel party in one room. Business lodging and food estimates were adjusted to the Dubuque County per diem rates as set by the U.S. General Services Administration and used by governments as well as many private -sector companies. In addition, business expenditures were reduced to 25 percent of the Welcome Center figures for retail and entertainment. Visitors traveling for personal reasons spent $570 per person during their trip, or $204 per person per day during an average stay of 2.8 days. Lodging was the largest daily expense category, at $68, and food was the second largest category, at $44 per person per day. Spending per trip of $570 multiplied over 9,808 personal visit trips yields expenditures of $5.6 million injected into the Dubuque area economy by visitors traveling for personal reasons during 2019. Businesses travelers spent an estimated $374 per person for the average business trip, or $187 per person per day. Lodging and food were the largest spending categories for business travelers, summing to $149 per person per day, accounting for 40% of the per trip business expenses. Spending by commercial service business travelers arriving at Dubuque Regional Airport was $2.4 million in 2019. Combined personal and business visitor spending summed to $8.0 million in 2019. Overall, visitors spent $198 per person per day, or $492 per person per trip. BENEFITS OF A COMMERCIAL AIRCRAFT ARRIVAL The figures for spending per person per trip can be applied to illustrate the economic value of visitor expenditures from a typical commercial service aircraft arriving at Dubuque Regional Airport (Table C7). FAA airport flight records show there were 1,025 commercial service arrivals during the 2019 calendar year. There was an average of 37 passengers per arriving aircraft during the period. Drawing from the U. S. Department of Transportation Origin and Destination data base, the average proportion of visitors among arriving passengers was 42.9 percent at Dubuque Regional Airport, as averaged over four quarters in 2019. DUBUQUE REGIONAL AIRPORT Table C7 Benefits of a Commercial Aircraft Arrival Dubuque Regional Airport Activity Commercial Service Arrivals = 1,026 Arriving Passengers 38,016 Passengers per Arrival 37 Percent Visitors 42.9% Average Visitors/Aircraft 16 Trip Expenditures/Person $492 Arriving Aircraft Benefit $7,872 Source: 2019 calendar year arrival and passenger data from FAA. Some figures are rounded. The computed average number of visitors on a typical arriving commercial service flight was estimated as 16 (42.9 percent of 37, rounded). These 16 visitors per aircraft spent an average $492 per person during their trip, creating direct economic benefits of $7,872 injected into the regional economy for each arriving commercial service aircraft. GENERAL AVIATION VISITOR ECONOMIC BENEFITS Similar to commercial service passengers, visitors travel on general aviation (GA) aircraft to Dubuque Regional Airport for business, as vacationers, to reunite with friends and relatives, or for various personal or professional reasons. Although general aviation travel is sometimes viewed as a luxury mode of transport, the efficiencies and flexibility of general aviation are highly desirable, especially to corporate travelers. Studies of companies that use business aviation find that these firms outperform others on key financial measures such as earnings and share price growth. While these visitors are in the Dubuque area, they contribute to the regional economy with expenditures on lodging, food and drink, and other goods and services. According to the FAA Air Traffic Activity Data System (ATADS), there were 64,257 aircraft operations at Dubuque Regional Airport in 2019, with a distribution of 57 percent local operations and 43 percent itinerant operations. Operations are defined as a departure (take off) or arrival (landing) and may be classified as local or itinerant. Local flights are those that take off from the Dubuque Regional Airport and remain in the airport traffic pattern, such as for pilot training or testing. Local operations predominantly involve based aircraft. Itinerant operations occur when aircraft depart to another airport or arrive at DBQ on a flight originating at another airport. There were a reported 25,685 civilian itinerant general aviation operations at Dubuque Regional Airport in 2019 (Table C8). Itinerant operations can involve based or non -based aircraft traveling to or from airports other than Dubuque Regional Airport. Those itinerant arriving aircraft that are not based at Dubuque Regional Airport are identified as "true transient" arrivals in airport economic studies. To determine the number of true transient arrivals a sample of 3,500 operations from the FlightAware Flight Tracker database for Dubuque Regional Airport was analyzed. This source includes arrival and f f f' DUBUQUE REGIONAL AIRPORT Table C8 General Aviation Itinerant Aircraft Dubuque Regional Airport Total Operations 64,257 Itinerant GA Operations 25,685 Itinerant GA Arrivals 12,842 Itinerant Based Arrivals 3,467 True Transient Arrivals 9,375 Overnight Stay Aircraft 1,138 One Day Stay Aircraft 8,237 One Day Stay > 3 hours 1,626 One Day Stay < 3 hours 6,611 departure data or aircra t identi ied by N numbers, Source: Derived from FAA ATADS and records for on an hourly basis. Based aircraft arrivals were Dubuque Regional Airport as compiled by the removed by matching arriving N numbers with known FlightAware Flight Tracker system, 2019 N numbers of DBQ based aircraft. In the sample, 27 percent of arriving itinerant aircraft were based at Dubuque Regional Airport, while 73 percent were true transients based elsewhere, and therefore properly identified as visitors. According to the FAA, there were 12,842 itinerant arrivals in 2019. Applying the ratios from the sampling analysis, estimates of 3,467 based itinerant arrivals and 9,375 true transient arrivals were obtained for Dubuque Regional Airport for 2019. By matching pairs of arrivals and departures by N numbers in the sample of 3,500 operations, it was found that 12 percent of all arriving transient aircraft remained overnight (1,138), while 88 percent (8,237) stayed for a portion of a day but not overnight. Some one -day aircraft remain on the airport for only a short period, such as to buy fuel or visit the on -site restaurant. Other travel parties may stay longer to visit a corporate site, conduct a business meeting, or purchase goods and services off the airport. These latter activities generate off -site benefits in the form of expenditures that support jobs and payroll in the local area. Detailed arrival and departure records indicated that 80 percent of arriving one -day transient aircraft (8,237) remained on the airport for less than three hours while 20 percent of one -day transient aircraft (1,620) remained parked at the airport for three hours or longer, enough time for passengers to leave the airport and make expenditures in the surrounding area. Those aircraft travel parties that remained overnight stayed in the Dubuque area for an average of 1.8 days, according to an analysis of the FlightAware arrival and departure data. Aircraft that remained on the airport for three hours or longer stayed in the area for an average of 5.2 hours. The greatest percentage of aircraft remained at the airport for less than three hours. The average length of stay for one -day transient aircraft remaining on the airport for less than three hours was one hour and 37 minutes. T UBUQUE MGIONAL AIRPORT GENERAL AVIATION VISITOR SPENDING Overall visitor spending depends on the number of visitors, their length of stay, and the types of expenditures made. The number of visitors is a function of the number of arriving aircraft and average passengers per aircraft. The Aircraft Owners and Pilots Association (AOPA) has reported an average of 2.5 passengers for general aviation flights, while studies by the National Business Aviation Association and Harris Interactive found average travel party size across business aviation flights of 3.0 persons. For the current analysis, an average of these estimates, 2.7 passengers per aircraft, was used. A recent AOPA study (The State of General Aviation, 2019) was adapted to estimate the proportions of business and personal visitors. That study found "an estimated 65 percent of general aviation flights are conducted for business and public service." General aviation visitor spending is shown in Table C9. The methodology for calculating spending was based on the same sources as commercial service visitor spending (Table C6). Since one -day visitors were in the area for only a portion of a full day, each spending category was adjusted to 66 percent of the full day values and applied to those aircraft on the airport for 3 hours or more. The 6,611 aircraft that stayed on the airport less than 3 hours were assumed to generate no off -airport spending, although pilots may have purchased fuel, or visited the airport restaurant. Those payments to airport tenants would be included in on -airport revenues, rather than as visitor spending. The overall general aviation visitor direct spending at Dubuque Regional Airport by overnight and one -day aircraft was $1.5 million for 2019. Overnight GA parties spent an average $941 per trip, while one day visiting aircraft parties spent $248 in the Dubuque area. The economic value of an overnight aircraft of $941, multiplied over 1,138 aircraft arrivals yields direct overnight visitor spending of $1.1 million for 2019. Table C9 General Aviation Visitor Spending per Aircraft per Trip Dubuque Regional Airport Category Overnight One Day >� Hr. All Transient Lodging Aircraft $406 Aircraft N/A GA Aircraft $49 Food & Drink $245 $120 $51 Retail Goods & Services $107 $45 $21 Entertainment $86 $36 $17 Ground Transportation $96 $47 $20 Spending per Aircraft per Trip $941 $248 $157 Number of Aircraft 1,138 1,626 9,375 Sources: Derived from Iowa Welcome Center Survey Report, 2019; FAA ATADS, FlightAware Flight Tracker system. Values are rounded and may not compute exactly. All figures are in 2019 dollars. The economic value of an aircraft that remains on the airport from three hours or more of $248, multiplied over 1,626 one -day aircraft, results in direct spending of $403,000. For all transient GA aircraft, the expected economic benefits for any arriving flight are $157 per aircraft. DUBUQUE REGIONAL AIRPORT COMBINED COMMERCIAL SERVICE AND GA VISITOR BENEFITS Commercial service and general aviation visitors combined to spend $9.5 million off the airport in the Dubuque area during 2019, creating 122 direct jobs in the hospitality industry with earnings to workers of $2.9 million (see Table C10). The largest spending category by aviation visitors was expenditures for hotel or other accommodation, with outlays of $3.6 million. The level of lodging employment associated with this spending level was 40 jobs and payroll of $1.0 million. The second greatest spending category was food and drink, with expenditures of $2.4 million, creating 34 jobs with payroll of $633,000. The total economic benefits from air visitor spending were $16.5 million in output (revenues) and 177 jobs supported throughout the economy, with payroll income to workers of $5.5. Total economic benefits from commercial service activity ($14.0 million) accounted for over 80 percent of the air visitor total economic benefits. The indirect benefits created by purchase of intermediate goods and services from suppliers to the hospitality industry were output of $2.9 million and 21 additional jobs across the regional economy. The induced spending by workers as consumers created benefits of $4.1 million revenues and 34 jobs. The off -airport indirect and induced spending circulated within the regional economy to increase revenues to business while creating jobs and payrolls for workers. The secondary economic benefits summed to $7.0 million revenues, 55 jobs, and $5.5 million of payrolls. TABLE C10 Economic Benefits from Commercial Service and General Aviation Visitors Dubuque Regional Airport ••• Direct 1• 11/ Visitor Economic �. 111 BenefitsF $3,559,000 � $1,023,000 Zo Food/Drink• 111 111 • 111 . 111 Retail Sales $1,229,000 MEMITIZINI $1,424,000.Loll Entertainment 994 111 $157,000 $1,151,000 $459,000 21 Ground Transport $800,000 : 111 $985,000 111 Direct BenefitsJJW L • - $8,037,000L $1,474,OOOT Secondary Visitor Economic �: 111 111 $9,511,000 Benefits •� 111 $2,961,000 •: 111 • -. C- - oil 11 . Jrl1/ , 1: 111 111 � econdary Benefits 'W�5,943,000 1 $1,079,000 1 $7,022,000 $2,508,000 Total Benefits Total $13,980,000 Visitor Economic 1 $2,553,000 Benefits 1 $16,533,000 $5,469,000 177 Sources: Derived from Iowa Welcome Center Survey Report, 2019, FAA ATADS, FlightAware Flight Tracker system. Values are rounded and may not compute exactly. All figures are in 2019 dollars. DUBUQUE REGIONAL AIRPORT There were 50,462 visitor days attributable to combined commercial and general aviation travelers during the year. Eighty percent of visitor days (40,541) were due to commercial air travelers and twenty percent of days (9,921) were contributed by general aviation visitors. On an average day, there were 138 air visitors in the service area. Average daily off -airport spending by all air travelers was $26,000. FUTURE ECONOMIC BENEFITS Dubuque metropolitan area socioeconomic indicators including population, employment, and income, grew more rapidly than for the state as a whole from 2000 - 2018 (Dubuque Regional Airport Master Plan, Table 2C). Employment growth was notably stronger for the Dubuque area than for the state. The compound annual MSA job growth rate of 1.16 percent between 2000 and 2018 was nearly twice the state pace of 0.68 percent over the same period. By 2039, the Dubuque MSA is projected to add some 17,800 jobs over the 2018 base of 76,648, an increase of 23 percent. As the regional economy grows, the demand and supply of aviation services will rise, bringing an increase in future economic benefits. Table C11 shows a baseline summary of current economic benefits associated with the presence of Dubuque Regional Airport. Tables C12 through C14 illustrate the future benefits of the airport based on projections for the short, intermediate, and long-term growth periods. The methodology for estimating future economic benefits is a linear extrapolation of current baseline values of the direct on -airport and visitor benefits in Table C11 using growth rates for aviation activity developed in Chapter 2 of the Dubuque Regional Airport Master Plan. All projections are expressed in 2019 dollars. On -airport aviation revenues, employment, and payrolls are projected to increase by the forecast growth rate of combined annual operations: 7.9 percent over the short-term period, 9.3 percent for the intermediate term, and 15.7 percent during the long-term period. C11 EconomicTable Baseline AirportDubuque Regional Source T Employment I Payrolls I Output Direct Benefits 458 $16,630,000 $45,567,000 Secondary Benefit 253 $11,468,000 $32,975,000 Total Benefits 711 $28,098,000 78,542,000 Source: On -airport employer interviews, FAA flight data, U.S. DOT passenger data, and IMPLAN input-output model based on coefficients from the U.S. Bureau of Economic Analysis. Figures shown are in 2019 dollars and some are rounded. Air visitor spending, employment, and payrolls increase by the forecast growth rate of passenger enplanements: 2.6 percent during the short term, 7.4 percent in the intermediate term, and 20.1 percent for the long-term planning period. These extrapolations are based on the standard assumption of "ceteris paribus" or no change in economic relationships in the years ahead. Spending by University of Dubuque aviation students is assumed constant in 2019 dollars. DUBUQUE REGIONAL AIRPORT The time periods (short, intermediate, and long term) are demand driven but generally correspond to forecast activity levels five, ten and twenty years from the base year, as developed in the master plan document (Chapter 2). To project on -airport aviation activity, the short term is associated with enplanements of 40,800 and total annual operations of approximately 64,500, expected by 2024. The intermediate term is associated with 43,800 enplanements and 70,500 operations by 2029. There are 52,600 annual enplanements forecast in the long term, along with 81,600 operations projected by 2039. Airport direct benefits from on -airport activity are projected to rise from $25.4 million output and 174 on - site jobs in 2019 to $27.4 million output and 188 jobs in the short term (Table C12). Increased on -site activity is due to an increase in annual operations to 64,500. The rise in enplanements to 40,800 increases air visitor spending to $9.8 million. Assuming no changes in the inter -industry relationships of the IMPLAN model, the ratios of indirect and induced benefits to initial direct benefits remain stable while the economy and airport related activity grow. Incorporating secondary benefits, the short-term total benefits include employment of 737 workers with payroll of $29.5 million and regional output of $82.4 million. C12 Projected Economic Benefits: Short Term AirportTable Dubuque Regional Source Employment I Payrolls Output • .. :: 1 1 • 111 • 111 EVER . • ••• ••• Univ. Dubuque Student Spending Direct Benefits 475 $17,437,000 $47,806,000 Secondary Benefits $12,025,000 $34,595,000 Total Benefits $29,462,000 $82,401,000 Source: Based on 64,500 annual operations and passenger enplanements of 40,800. At the intermediate milestone, on -airport output is projected to be $29.9 million, with 205 on -site jobs. Output from air visitor spending is projected to rise to $10.5 million, creating 134 hospitality sectorjobs. In the intermediate term scenario, total benefits increase to 778 jobs in the region with payroll of $31.4 million and output of $88.0 million (Table C13). Table C13 Projected Economic Benefits: Intermediate Term Dubuque Regional Airport Source I Employment I Payrolls I Output • l .. $10,962,000 $29,904,000 Air Visitors $3,260,000 $10,472,000 Univ. Dubuque Student Spending Direct Benefits 501 $18,593,000 $51,068,000 Secondary Benefits 277 $12,822,000 $36,956,000 Total Benefits 778 $31,415,000 $88,024,000 Source: Based on 70,500 annual operations and passenger enplanements of 43,800. MIiDUBUQUE ; REGIONAL AIRPORT In the long term, aviation demand levels rise to 81,600 operations and 52,600 annual enplanements. At this level of activity, on -airport employment increases to 237 workers, with payrolls of $12.7 million and output of $34.6 million (Table C14). Visitor spending is projected to rise to $12.6 million, creating 161 jobs. Total output is forecast to be $99.8 million, an increase of 27.4 percent over baseline total output of $78.5 million. C14 Projected Economic Benefits: Long Term AirportTable Dubuque Regional Source I Employment I Payrolls Output 01MIN,• .:: 111 . 111 Air Visitors I �11 Univ. Dubuque Student Spending T17171= Direct Benefits 561 $20,974,000 $57,881,000 Secondary Benefits 310 $14,464,000 $41,885,000 Total Benefits 871 $35,438,000 $99,766,000 Source: Based on 81,600 annual operations and passenger enplanements of 52,600. GOVERNMENT REVENUE BENEFITS Because of the output, jobs, and income created by activity at Dubuque Regional Airport, the facility is an important source of public revenues. As airport activity expands, tax revenues will continue to grow. Estimated tax revenue potential is set out in Table C15. The table shows the revenues for each tax category derived from the IMPLAN model. The model relies on tax revenues related to employment, worker compensation, and output components as reported by the U. S. Bureau of Economic Analysis. The model applies average tax rates for Dubuque County and Iowa for profits, personal income, property, sales taxes, othertaxes, and applies these rates to direct and secondary economic activity. Federal taxes are calculated using current federal rates for Social Security taxes, income, profits, and federal excise taxes and fees. No break-out is available in the BEA data for individual cities, as city and county data are combined and reported at the county level. The table is constructed to identify the taxes from direct on -airport activity, direct spending by University of Dubuque aviation students, direct visitor spending in the region, secondary tax collections created by supplier (indirect) and worker (induced) activity and total combined tax collections from direct and secondary sources due to the presence of the airport. The first column of Table C15 shows tax revenues associated with the 2019 baseline level of total regional output of $78.5 million (as seen in Table C11). The total economic benefits include direct and secondary benefits from on -airport activity, University of Dubuque aviation student spending, and air visitor expenditures. The 711 total workers supported by airport activity receive payrolls of $28.1 million. Employers and workers are subject to various federal, state, and local taxes. DUBUQUE REGIONAL AIRPORT The largest federal component is the social security tax, with contributions from employers and workers of $3.3 million in 2019. The second largest federal tax category is the personal income tax paid by workers and proprietors of $1.6 million. Overall, federal tax revenues estimated due to economic activity associated with Dubuque Regional Airport are calculated to be $5.7 million for 2019. State and local tax revenues, shown in the lower portion of the table, sum to $4.6 million for 2019. The largest state and local components are property taxes for homeowners and businesses of $2.0 million. Sales taxes are estimated to be $1.5 million. Combined federal, state, and local government tax revenues created by the presence of Dubuque Regional Airport are $10.3 million at the 2019 level of airport activity and visitor spending. Table C15 Government Revenue Benefits Dubuque Regional Airport 2019 Short Term IntermediateSource Term Term Corporate Profits Tax FecleralTaxes $259,000 $271,000 $290,000 $328,000 Personal Income Tax $1,572,000 $1,649,000 $1,761,000 $1,996,000 Social Security Tax $3,272,000 $3,433,000 $3,668,000 $4,157,000 All Other Federal Taxes $569,000 $597,000 $638,000 $723,000 Total Federal Taxes $5,672,000 $5,950,000 $6,357,000 $7,204,000 Corporate Profits Tax State $89,000 . Local $93,000 $100,000 $113,000 Sales Tax $1,552,000 $1,628,000 $1,739,000 $1,971,000 Property Tax $2,037,000 $2,137,000 $2,282,000 $2,587,000 Personal Income Tax $528,000 $555,000 $592,000 $671,000 All Other State & Local $396,000 $415,000 $444,000 $503,000 Total State & Local Taxes $4,602,000 $4,828,000 $5,157,000 $5,845,000 Source: Calculations from the IMPLAN input-output model based on Iowa, Dubuque County, and federal tax collections at current rates. All figures are in 2019 dollars. Projected tax revenues rise as future airport activity increases. In the short term, total economic benefits created by the presence of Dubuque Regional Airport are projected to be $84.2 million, with 737 jobs supported in the region and worker compensation of $29.5 million (Table C12). At the federal level, the rise in employment and income will be accompanied by an increase of business and employee social security contributions paid to $3.4 million. Total federal taxes will rise to $5.9 million. All figures assume constant 2019 tax rates. Short term state and local government revenues will be $4.8 million and combined total annual state and federal tax collections will be $10.8 million in the short term. (DUBUQUE REGIONAL AIRPORT Total economic benefits due to the presence of the airport are projected to increase to $216.5 million in the intermediate term (Table C13). Jobs supported will rise to 778 and worker and proprietor income will be $31.4 million. Total state and federal tax collections will be $11.5 million in in the intermediate term. Within the long-term time horizon, total economic benefits from activity at Dubuque Regional Airport are projected to increase to output of $100.0 million, with 871 jobs supported and payroll of $34.5 million (Table C14). Annual federal tax collections in the long term are estimated to be $7.2 million, with social security contributions of $4.2 million and personal income taxes paid of $2.0 million (assuming rates under current law). At the state and local level, annual property tax collections in the long-term increase to $2.6 million and sales tax collections rise to $2.0 million. Combined state and federal tax collections will be $13.0 million, an increase of 26 percent over the 2019 base year revenues, with all figures in 2019 dollars. Appendix D Solid Waste & Recycling Plan _ _ — .ram• � LjB U QU E REGIONAL AIRPORT Airport Master_ �P,l�an_____ Report Solid Waste and Recycling Plan Foth Project I.D.: 19C044.00 Dubuque Regional Airport 10965 Aviation Drive Dubuque, IA 52003 December 2019 9 or LV<'� M DUBUQUF REGIONAI. AIRPORT #Ooorr Foth D-1 D-2 Dubuque Regional Airport Solid Waste and Recycling Plan Foth Project ID: 19C044.00 Prepared for Dubuque Airport Commission Dubuque Regional Airport 10965 Aviation Drive Dubuque, IA 52003 Prepared by Foth Infrastructure & Environment, LLC December 2019 Copyright©, Foth Infrastructure & Environment, LLC 2019 4116"'Avenue SESuite 400• Cedar Rapids, IA 52401 • (319)365-9565• www.foth.com REUSE OF DOCUMENTS This document has been developed for a specific application and not for general use; therefore, it may not be used without the written approval of Foth. Unapproved use is at the sole responsibility of the unauthorized user. D-3 D-4 Dubuque Regional Airport Solid Waste and Recycling Plan Contents Page Abbreviations...................................................................................................................................v 1 Purpose and Requirements of the Solid Waste and Recycling Plan.......................................1 2 Airport Facilities......................................................................................................................1 3 Waste Audit.............................................................................................................................4 3.1 Terminal......................................................................................................................4 3.2 Dubuque Jet Center...................................................................................................11 4 Existing Solid Waste and Recycling Program.......................................................................19 4.1 Collection..................................................................................................................19 4.1.1 Terminal & Jet Center...................................................................................19 4.2 Hauling/Disposal.......................................................................................................19 4.2.1 Contract Review............................................................................................19 4.2.2 Cost of Current Solid Waste and Recycling Services...................................20 5 Opportunities to Minimize Generation of Solid Waste and Increase Recycling...................20 5.1 Overall.......................................................................................................................20 5.1.1 Recycling......................................................................................................21 5.1.2 Composting...................................................................................................22 5.1.3 Employee Education.....................................................................................22 5.2 Specific to Airport Road — Terminal Area................................................................22 5.3 Specific to Jet Center — Aviation Road Facilities and Building...............................23 5.3.1 Lease Agreements.........................................................................................23 6 Operation and Maintenance Requirements...........................................................................23 6.1 General......................................................................................................................23 6.2 Lease Agreements.....................................................................................................23 6.3 Hauling and Disposal Contracts................................................................................23 7 Potential for Cost Savings.....................................................................................................24 8 Conclusions and Recommendations......................................................................................24 Tables Table 4-1 Cost of Current Solid Waste and Recycling Services..............................................20 Figures Figure2-1 Location Map.............................................................................................................2 Figure 2-2 Map of Airport Facility Buildings.............................................................................3 Figure 3-1 Passenger Terminal Entrance.....................................................................................4 Figure 3-2 Main Public Entrance.................................................................................................5 Figure 3-3 Building Public Entrance Waste Receptacles............................................................5 Figure 3-4 Building Public Entrance Waste Receptacles............................................................5 Figure 3-5 Typical Terminal Garbage and Recycling Containers...............................................6 Figure 3-6 Terminal Trash Container..........................................................................................6 Figure 3-7 Terminal Waste, Cans and Bottles, and Recycling Containers.................................6 PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • i 09 Contents (continued) Page Figure 3-8 Trash Container Behind Avis/Hertz Front Desk........................................................7 Figure 3-9 Avis/Hertz Back Office Recycling............................................................................7 Figure 3-10 Restaurant Trash and Oil Containers.........................................................................7 Figure 3-11 Restaurant Trash Container........................................................................................7 Figure 3-12 Restaurant Recycling Container................................................................................8 Figure 3-13 Restaurant Trash Container........................................................................................8 Figure 3-14 Public Trash Container by Restaurant Bar.................................................................8 Figure 3-15 Bathroom Paper Towel Dispenser.............................................................................9 Figure 3-16 Bathroom Trash Container.........................................................................................9 Figure 3-17 Bathroom Hand Dryer................................................................................................9 Figure 3-18 Passenger Waiting Area Trash.................................................................................10 Figure 3-19 Passenger Waiting Area Trash.................................................................................10 Figure 3-20 Beverage Container and Trash and Recycling Bin Location...................................10 Figure 3-21 Passenger Waiting Area Trash Container................................................................10 Figure 3-22 Aviation Road Fats, Oils, and Grease Hauler Container.........................................11 Figure 3-23 Aviation Road Trash Hauler Container...................................................................11 Figure 3-24 Aviation Road Recycling Container........................................................................11 Figure 3-25 Administration Staff Recycling and Trash Containers............................................12 Figure 3-26 Administration Staff Recycling Container...............................................................12 Figure 3-27 Recycling Container in Copier Room......................................................................12 Figure 3-28 Staff Breakroom Aluminum Can Recycling............................................................12 Figure 3-29 Staff Breakroom Trash Container............................................................................12 Figure 3-30 Trash and Recycling Containers in the FBO Hangar...............................................13 Figure 3-31 Blue Skies Office.....................................................................................................13 Figure 3-32 Blue Skies Trash Container.....................................................................................13 Figure 3-33 Blue Skies Recycling Container..............................................................................14 Figure 3-34 Blue Skies Trash Containers with Cardboard Boxes for Recycling ........................14 Figure 3-35 Blue Skies Airplane Batteries..................................................................................14 Figure 3-36 Blue Skies Oil Recycling.........................................................................................14 Figure3-37 T-Hangars................................................................................................................15 Figure 3-38 Airport T-Hangar Garbage.......................................................................................15 Figure 3-39 T-Hangar Airport Used Lightbulb Storage..............................................................15 Figure 3-40 T-Hangar Used Airport Light Bulb Storage............................................................15 Figure 3-41 Air Traffic Control Tower Trash Containers...........................................................16 Figure 3-42 Air Traffic Control Tower Trash Containers...........................................................16 Figure 3-43 Airport Rescue and Firefighting Maintenance Trash Containers ............................16 Figure 3-44 Airport Rescue and Firefighting Maintenance Trash Containers ............................16 Figure 3-45 Airport Rescue and Firefighting Maintenance Trash Containers ............................17 Figure 3-46 Airport Rescue and Firefighting Maintenance Recycling Containers Used for Storage......................................................................................................................17 Figure 3-47 Living Quarters Office Trash and Recycling Containers........................................17 Figure 3-48 Living Quarters Dining Area...................................................................................17 Figure 3-49 Living Quarters Kitchen..........................................................................................18 Figure 3-50 Living Quarters Locker Area...................................................................................18 Figure 3-51 Electronic Waste......................................................................................................18 Figure3-52 Electronic Waste......................................................................................................18 Figure 3-53 Aviation Road Trash and Recycling Dumpsters......................................................19 ii • Foth Infrastructure & Environment, LLC PW_m lE\Docuents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-6 Contents (continued) Page Figure 3-54 Used Oil Tank (Right Tank)....................................................................................19 Figure5-1 Recycling Labels......................................................................................................22 PW_lE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx iii D-7 m Dubuque Regional Airport Solid Waste and Recycling Plan AIP Airport Airport Commission City Dittmer FAA FBO FMRA Foth Jet Center Master Plan Plan TSA University Abbreviations Airport Improvement Program Dubuque Regional Airport Dubuque Airport Commission City of Dubuque, Iowa Dittmer Recycling Federal Aviation Administration Fixed Base Operations FAA Modernization and Reform Act of 2012 Foth Infrastructure & Environment, LLC Dubuque Jet Center Dubuque Regional Airport's Master Plan Solid Waste and Recycling Plan Transportation Safety Administration University of Dubuque PW_lE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • v A • D-10 1 Purpose and Requirements of the Solid Waste and Recycling Plan This Solid Waste and Recycling Plan (Plan) has been developed by Foth Infrastructure & Environment, LLC (Foth) to be included in the Dubuque Regional Airport's Master Plan (Master Plan), as required by the Federal Aviation Administration (FAA) Modernization and Reform Act of 2012 (FMRA). The objective of the Master Plan is to provide the Dubuque Regional Airport (Airport) with proper guidance for future development that will satisfy aviation demands and be wholly compatible with the environment. This means it must include Airport recycling, reuse, and waste reduction plans. The FAA guidance for airport solid waste management is contained in two documents: "Recycling Reuse and Waste Reduction at Airports, A Synthesis Document" (April 24, 2013); and "Guidance on Airport Recycling, Reuse and Waste Reduction Plans " (September 30, 2014). Section 133 of the FMRA specifies a provision requiring airports that have or plan to prepare a Master Plan, and that receive Airport Improvement Program (AIP) funding for an eligible project, to ensure the Master Plan addresses issues relating to solid waste recycling at the Airport, including the following. 1. The feasibility of solid waste recycling at the Airport. 2. Minimizing the generation of solid waste at the Airport. 3. Operation and maintenance requirements. 4. Review of waste management contracts. 5. The potential for cost savings or the generation of revenue. 2 Airport Facilities The Airport is owned by the City of Dubuque (City) and operated and managed by the Dubuque Airport Commission (Airport Commission), a department of the City. The Airport is located approximately 9 miles south of the City off of US Highway 61 (Figure 2-1). PW_lE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 1 D-11 1 i - Kl n Cai Aristi a%+ Martha's Gardens r In Company F lr1 Figure 2-2 Map of Airport Facility Buildings PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\12.04 - DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 3 D-13 For the purpose of this plan, the Airport facilities have been separated into two focused areas. First, "Terminal," references the facilities located on the south side of the Airport on Aviation Drive. This includes the Terminal and lookout area. Second, "Dubuque Jet Center," references the facilities located on the north side of the Airport on Airport Road. This includes the Dubuque Jet Center (Jet Center), University of Dubuque (University) facilities, maintenance buildings, hangars, and control tower (Figure 2-2). The facility serves multiple transportation modes. One commercial airline, American Airlines, services the Airport with two to three flights daily. A charter airline, Sun Country, also has seasonal flights. The Airport Terminal hosts both Avis and Hertz (Avis/Hertz) car rental services for pick-up and drop-off. Additionally, Enterprise will pick up passengers from the Airport as well as local taxi services and transportation network companies (e.g., Uber, Lyft). Avis and Hertz rent a hangar area to clean their vehicles. The Terminal has one restaurant, Judy's Runway Cafe, and Catering. 3 Waste Audit A waste audit was conducted by Lea Hensel, Nathan Thomas, and Kate Bartelt of Foth on October 2 and 3, 2019. The audit consisted of an interview with Cheryl Sheldon and Todd Dalsing of the Airport on October 2, 2019, to discuss current waste management practices. A walk-through of the Terminal and facilities in the Jet Center was conducted by an Airport staff member on October 3, 2019. 3.1 Terminal The Terminal building has five entrances, four of which are public entrances. The main entrance currently has no litter/waste or recycling containers. The other three entrances each support a litter/waste container as well as a recycling container and a cigarette ash receptacle (Figures 3-1 through 3-4). Figure 3-1 Passenger Terminal Entrance 4 • Foth Infrastructure & Environment, LLC PW_m IE\Docuents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-14 Figure 3-2 Main Public Entrance Figure 3-4 Figure 3-3 Building Public Entrance Waste Receptacles Building Public Entrance Waste Receptacles In the Terminal, public building trash containers are conveniently located for use. Some trash containers were paired with a recycling container (Figure 3-5), while others were single trash containers (Figure 3-6). The Terminal supported one specified for can/bottle collection container that was attached to a trash and recycling container (Figure 3-7). There is a disproportionate number of trash containers to recycling containers in the public area. Trash receptacles were noted in the Transportation Safety Administration (TSA) checkpoint area. TSA sends hazardous waste to the Eastern Iowa Airport located in Cedar Rapids. Drug -related items are taken by the police; all other confiscated items are thrown into the Airport trash. PW_lE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 5 D-15 Figure 3-5 Typical Terminal Garbage and Recycling Containers Figure 3-6 Terminal Trash Container Figure 3-7 Terminal Waste, Cans and Bottles, and Recycling Containers The Avis/Hertz customer service counters each support small trash containers that are not paired with recycling containers (Figure 3-8). The Avis/Hertz back office is equipped with both trash and recycling containers along with a paper shredder, which suggests recycling is primarily paper wastes (Figure 3-9). 6 • Foth Infrastructure & Environment, LLC PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-16 Figure 3-8 Figure 3-9 Trash Container Behind Avis/Hertz Avis/Hertz Back Office Recycling Front Desk The restaurant, on the ground level of the Terminal building, has access from inside the Terminal building and outside the Terminal. The restaurant is patronized by flight passengers and their guests, Airport personnel, and some local persons. The Airport Terminal restaurant kitchen is equipped with many trash containers for employee use (Figures 3-10, 3-11, and 3-13). The kitchen hosts one large recycling container that is primarily used for corrugated cardboard (Figure 3-12). During the audit, recyclable materials were observed in trash containers. The restaurant has several trash containers for public use, one located by the bar (Figure 3-14), and the others throughout the restaurant's public seating area. The restaurant staff does not separate compostable materials from the trash stream. There is a disproportionate amount of trash to recycling containers. Figure 3-10 Restaurant Trash and Oil Containers Figure 3-11 Restaurant Trash Container PW_lE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 7 D-17 Figure 3-12 Restaurant Recycling Container Figure 3-14 Figure 3-13 Restaurant Trash Container Public Trash Container by Restaurant Bar The Terminal has both a men's and women's bathroom for passengers waiting in the passenger waiting area. Each bathroom has a paper towel dispensers located adjacent to the two bathroom sinks (Figure 3-15). The bathrooms have a trash container located between the sinks for paper towels (Figure 3-16). A hand dryer is located on the other side of the paper towel dispenser near the entrance of each bathroom (Figure 3-17). 8 • Foth Infrastructure & Environment, LLC PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx M Figure 3-15 Bathroom Paper Towel Dispenser Figure 3-17 Figure 3-16 Bathroom Trash Container Bathroom Hand Dryer A beverage vending machine is located in the passenger waiting area near the restaurant ordering counter. A container for trash and recycling is adjacent to the machine (Figure 3-20). Trash containers are located conveniently throughout the facility for public use (Figures 3-18, 3-19, and 3-21). However, recycling containers are largely absent, aside from the recycling container adjacent to the beverage vending machine. The Airport staff noted that there is typically a small trash container in the passenger boarding bridge for passengers to use before leaving or entering the Terminal. PW_lE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 9 D-19 Figure 3-18 Passenger Waiting Area Trash Figure 3-20 Beverage Container and Trash and Recycling Bin Location Figure 3-19 Passenger Waiting Area Trash Figure 3-21 Passenger Waiting Area Trash Container Waste generated from the Terminal is brought to an outdoor trash pick-up zone off of Aviation Road North of the Terminal. The trash pick-up zone is enclosed on all four sides with one gate to enter and exit. The trash pick-up zone has a 6-yard front -loading recycling container and an 8- yard front -loading trash container (Figures 3-23 and 3-24). The trash pick-up zone hosts a container for fats, oils, and grease generated from the Terminal restaurant (Figure 3-22). Airport staff noted that the containers were properly sized for the amount of waste generated from the Terminal. 10 • Foth Infrastructure & Environment, LLC PW_1E\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-20 Figure 3-22 Aviation Road Fats, Oils, and Grease Hauler Container Figure 3-24 Figure 3-23 Aviation Road Trash Hauler Container Aviation Road Recycling Container 3.2 Dubuque Jet Center The entrances to the Jet Center have trash containers located by the doors; however, they lack recycling containers. The administration area on the second floor of the Jet Center contains the administration offices and meeting rooms. There were containers for recyclables and trash under each administration staff member's desk (Figure 3-25). Many of the recycling containers were yellow bins (Figure 3-26). Individual offices for staff varied, and some did not contain recycling containers. The conference room hosted a trash container but lacked a recycling container. The copier room hosted both trash and recycling containers as well as a container for recycling cans (Figure 3-27). Jet Center bathrooms are single -person bathrooms that contain one trash container for paper towels. The administration staff breakroom contained a trash container and a container for recycling cans (Figure 3-28 and 3-29). PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 11 D-21 Figure 3-25 Administration Staff Recycling and Trash Containers Figure 3-27 Recycling Container in Copier Room Figure 3-26 Administration Staff Recycling Container Figure 3-28 Staff Breakroom Aluminum Can Recycling Figure 3-29 Staff Breakroom Trash Container 12 • Foth Infrastructure & Environment, LLC PW IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-22 The Fixed Base Operator (FBO) hangar is attached to the southeast side of the Jet Center. The receptionist said she does not have a recycling container behind her desk; as a result, she doesn't participate in recycling. The office adjacent to the receptionist area likewise does not contain a recycling container but supports a trash container. The hangar trash and recycling containers are located conveniently throughout. The hangar has separate recycling containers for aluminum cans and bottles, both cardboard boxes. One is labeled "CLEAN AND DRY BOTTLES!" The other has a hand -drawn picture of the aluminum can (Figure 3-30). The hangar stores extra trash containers for events such as political rallies and Airport events. Figure 3-30 Trash and Recycling Containers in the FBO Hangar The Blue Skies Hangar is attached to the northwest side of the Jet Center. The Blue Skies office has a trash container but lacks recycling (Figure 3-31). The hangar has recycling and trash containers located conveniently throughout. Staff said that they recycle a lot of cardboard boxes (Figures 3-32, 3-33, and 3-34). Blue Skies staff indicated dead batteries for the airplanes are bought by Alter Scrap and Key City Recycling, and they have a cleaning service for used oily rags (Figure 3-35). Used oil from airplanes is collected and stored for pickup as needed. (Figure 3-36). Figure 3-31 Figure 3-32 Blue Skies Office Blue Skies Trash Container PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 13 D-23 Figure 3-33 Blue Skies Recycling Container Figure 3-35 Blue Skies Airplane Batteries Figure 3-34 Blue Skies Trash Containers with Cardboard Boxes for Recycling Figure 3-36 Blue Skies Oil Recycling Approximately 40 T-hangars are located throughout the Airport. Many are leased by the Airport to private individuals (Figure 3-37). The Airport does not have arrangements for trash disposal to private individuals. Hangars typically consist of one room for the hangar and an attached bathroom. The T-hangars the Airport uses have a trash container in the hangar portion and in the bathroom (Figure 3-38). The Airport uses a portion of one T-hangar for a storage location for maintenance supplies and burned -out fluorescent light bulbs (Figures 3-39 and 3-40). 14 • Foth Infrastructure & Environment, LLC PW_1E\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-24 Figure 3-37 T-Hangars Figure 3-39 T-Hangar Airport Used Lightbulb Storage Figure 3-38 Airport T-Hangar Garbage Figure 3-40 T-Hangar Used Airport Light Bulb Storage PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan UpdateADesign\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 15 D-25 In the Air Traffic Control Tower, there are three trash containers located under the desk, with no accompanying recycling containers (Figures 3-41 and 3-42). Figure 3-41 Figure 3-42 Air Traffic Control Tower Trash Air Traffic Control Tower Trash Containers Containers In the Airport Rescue and Firefighting, there were many trash containers of different sizes and shapes, with no accompanying recycling containers in the maintenance areas (Figures 3-43, 3-44, and 3-45). Recycling containers were observed to be used for the storage of miscellaneous items (Figure 3-46). Figure 3-43 Airport Rescue and Firefighting Maintenance Trash Containers Figure 3-44 Airport Rescue and Firefighting Maintenance Trash Containers 16 • Foth Infrastructure & Environment, LLC PW IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-26 Figure 3-45 Figure 3-46 Airport Rescue and Firefighting Airport Rescue and Firefighting Maintenance Trash Containers Maintenance Recycling Containers Used for Storage Some Airport staff is required to work 24-hour shifts. Due to these long hours, the Airport has created living quarters for them. The living quarters consist of an office, bedrooms, a kitchen, dining area, and living space (Figures 3-47 through 3-50). The Airport staff actively practice recycling and have recycling containers in the kitchen and office. Trash containers are located throughout the living area. Figure 3-47 Living Quarters Office Trash and Recycling Containers Figure 3-48 Living Quarters Dining Area KIP 41,00 0 PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan UpdateADesign\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 17 D-27 Figure 3-49 Living Quarters Kitchen Figure 3-50 Living Quarters Locker Area During the October 2, 2019, meeting Foth staff were told electronic waste was collected once every one to two years. Electronic waste is kept in a storage area (Figures 3-51 and 3-52). Electronics are reused and repurposed when possible. Figure 3-51 Electronic Waste Figure 3-52 Electronic Waste 18 • Foth Infrastructure & Environment, LLC PW IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-28 Trash and recycling from the Jet Center are collected in a 6-yard front -loading recycling dumpster and a 6-yard front -loading trash dumpster located off of Airport Road (Figure 3-53). The dumpsters are not enclosed by a fence. Used oil is collected in a small oil tank located near the fuel tanks (Figure 3-54). Figure 3-53 Figure 3-54 Aviation Road Trash and Recycling Used Oil Tank (Right Tank) Dumpsters The University of Dubuque has a flight training program that they operate in their private facility at the Airport. The University is responsible for operating the recycling and trash services for their building. Trash containers were seen to be located conveniently throughout the building lobby. 4 Existing Solid Waste and Recycling Program There is not currently a comprehensive solid waste and recycling plan for the Airport. Airport staff collects trash and recycling daily at the various receptacles located throughout the facilities. Containers are then emptied into their respective dumpsters, which are picked up weekly by a local contractor, Dittmer Recycling (Dittmer). Trash and recyclables tonnage data were not provided by Airport staff. There are not currently documented processes for the management and disposal of hazardous or electronic waste. 4.1 Collection 4.1.1 Terminal & Jet Center See Section 3 for collection details. 4.2 Hauling/Disposal 4.2.1 Contract Review Dittmer collects solid waste and recycling (paper, cardboard, cans, bottles, and plastics weekly and on -demand as needed for special events. Trash is transported to the Dubuque Metro Landfill (Landfill). Recycling is processed, bailed, and marketed by Dittmer. There are no contracts in PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 19 D-29 place between Dittmer and the Airport or for the collection of hazardous waste and electronic waste. 4.2.2 Cost of Current Solid Waste and Recycling Services Dittmer charges the Airport Commission $349.96 per month for solid waste and recycling services. The breakdown of charges is shown in Table 4-1. Table 4-1 Cost of Current Solid Waste and Recycling Services Service Location Cost One 8-yard trash container, serviced 1/week 11000 Airport Road $170.00 One 6-yard recycling container, serviced 1/week 11000 Airport Road $20.00 One 6-yard trash container, serviced 1/week 10965 Aviation Road $139.96 One 6-yard recycling container, serviced 1/week 10965 Aviation Road $20.00 Total $ 349.96/month Prepared by: NT Checked by: LH Dittmer has the contracted monthly charge adjusted annually. Disposal cost adjustments are determined when landfills release their next year's tipping fee increases. Once Dittmer has tipping fee increases, it adjusts its disposal costs increase accordingly. During events such as the July airshow, the Airport receives an additional 8-yard trash dumpster for an extra $50 to accommodate for increased waste generation. 5 Opportunities to Minimize Generation of Solid Waste and Increase Recycling 5.1 Overall The Airport is a destination for travelers from a broad geographic area who have diverse solid waste and recycling management options in their homes or businesses. Primary waste types generated at the Airport include office waste, food waste from the restaurant, beverage containers (e.g., pop cans/bottles), and wastes brought into the facility by travelers. Convenient recycling options that are easily understood by any traveler are needed if the Airport is to improve recycling at the facility, and consistency is critical to ensuring a clean and efficient system. The Airport has few options available to increase the diversion of waste through recycling or composting and is limited in its ability to modify traveler behavior. Trash containers should be paired with recycling containers, especially at the entrance to the Terminal and at the security screening entrance. In many areas, the trash and recycling bins are not clearly marked, and there is no consistency from space to space. Ideally, in each space, the 20 • Foth Infrastructure & Environment, LLC PW 1E\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-30 trash and recycling bins are differentiated from each other in a standard manner, such as black trash bins and blue recycling bins. In the restrooms of the Terminal waiting area, due to the hand dryers' locations and lack of signage, passengers are likely to use paper towels instead of the hand dryer, increasing the quantity of generated waste. If new waste containers are obtained, Airport Staff should consider the purchase of the containers identified by Homeland Security as "blast resistant." Blast resistant containers combine a high strength outer steel skin with an inner compressive layer to absorb major blast energy and resist escape of fragments. These containers typically have the following specific attributes: Multi -layer technology; Tested to withstand explosions with various explosive capacity and shrapnel; Ability to contain initial blast with remaining blast expelled vertically; Customizable exteriors, suitable for labels designed by Airport staff; and Compatible with standard plastic garbage bags. Construction and demolition wastes are minor and infrequent waste categories. The wastes developed from these activities are managed via contracts with contractors. 5.1.1 Recycling There is only one opportunity for travelers to recycle beverage containers in the entrance, ticketing, or boarding areas. The beverage container recycling bin next to the vending machine at the Terminal entrance is small and poorly labeled. Placing beverage recycling containers next to the waste containers at the entrance to the facility would reduce waste generation in the Terminal by improving the recovery of cans and bottles from the waste stream. Placement of labeled recycling containers in the office areas and at the security screening entrance would also improve the capture and recycling of beverage cans and bottles from the waste stream. Containers for recyclables, preferably with round openings in the lid and "picture" advertising of the recycling function, would improve diversion of recyclables from the waste stream by readily distinguishing the function of the recycling containers from trash containers. Blue containers are gaining recognition internationally as a recycling cue; having different -colored recycling and waste containers further reinforces the separate function of the containers and reduces contamination of recyclables by trash. Consistent and visual signage on containers is important to improve recycling. Figure 5-1 provides an example of labeling to encourage recycling. This label is an editable template created by the Recycling Partnership. Posters, office labels, and other signs can be customized for the Airport with specific materials and information. PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 21 D-31 Figure 5-1 Recycling Labels RECYCP a 523.45+63MO Current leaseholders in hangars, the restaurant, and car rental facilities are not required to recycle materials. Including language in new or renewed leases to specify recycling of paper, cans, bottles, plastic containers, corrugated cardboard, and boxboard could result in an overall increase in recycling. 5.1.2 Composting With regard to the office kitchens and Terminal restaurant area, Airport management could reach out to the City to investigate opportunities for food waste and organics collection. The City offers this service already. Opportunities exist to divert this material from the Landfill in the employee's lounges/kitchenette areas, as well as the back of the house for the restaurant. 5.1.3 Employee Education While employees are currently informed of recycling opportunities on -site, the Airport could include specific information in the new employee training about recycling. This information could include the types of materials that can be recycled, as well as the location of containers and dumpsters for various materials. Additionally, it could provide information about other types of solid waste management (e.g., electronics, hazardous waste, etc.). 5.2 Specific to Airport Road — Terminal Area Each space with a trash container should have an accompanying recycling container with clear and distinct signage, so visitors know which materials go into which container. This includes the entrances, check -in area, luggage claim, restaurant, rental car area, Security Check entrance, and waiting area. The Airport could consider adding a trash and recycling container to the lookout area. In the kitchen, there is an opportunity to increase recycling by ensuring staff are utilizing recycling containers to separate trash from recycling. In particular, cardboard, boxboard, and food and beverage cans generated from the kitchen and food preparation operations should be recycled. 22 • Foth Infrastructure & Environment, LLC PW 1E\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-32 5.3 Specific to Jet Center - Aviation Road Facilities and Building The administrative/office areas presently offer recycling of both shredded and other recyclable paper. Each office and space had a trash bin but was not always paired with a recycling bin. In all offices, hangars, and the Control Tower ensure the option to recycle exists wherever a trash bin is located. 5.3.1 Lease Agreements Currently, there is no language in the lease agreements to specify the management, collection, or disposal of solid waste or recycling in the rented hangars and facilities. Leaseholders have full control over their facilities, including the management of solid waste. When hangar or property leases are renewed or developed, a requirement for waste reduction through recycling of paper, cans, and bottles could be included in the leases. 6 Operation and Maintenance Requirements 6.1 General The foundation for the solid waste and recycling program is established, and few changes or additions to the current system are needed. There are sufficient trash containers outside and inside the Terminal. Additional recycling containers, with modem/standardized signage, could improve recyclables diversion without a significant increase in maintenance personnel requirements. As a generator of hazardous waste, the Airport should establish itself as a small quantity generator with the U.S. Environmental Protection Agency. The regulation is an enforceable law and governs the management of hazardous waste through the disposal. The requirements for the regulation aligns with the Airport's need to establish formal recordkeeping and tracking of hazardous and electronic waste. 6.2 Lease Agreements The contracts that the Airport Commission has in place with the restaurant and with the leaseholders could be improved to specify recycling of paper, cans, bottles, plastic containers, corrugated cardboard and boxboard, and construction & demolition materials in the leased areas. These contract changes would not affect the operation and maintenance of the solid waste and recycling program in place at this time. As an option, the Airport could provide recycling containers to those with leases if it aligns with the operating budget. 6.3 Hauling and Disposal Contracts Airport staff should establish a contract with all haulers. This could be a month -to -month contract, with certificates of insurance and performance monitoring to ensure the continued best value for the Airport. A month -to -month contract allows both flexibilities in the choice of hauler and changes to the frequency of collection of trash or recyclables as the needs of the Airport change. PW_IE\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx Foth Infrastructure & Environment, LLC • 23 D-33 7 Potential for Cost Savings Initiating contracts with haulers can result in cost savings as a result of more structure surrounding price increases on an annual basis. If more recycling containers were specified and used only for cans and bottles, those materials could be collected separately and returned for the deposit as a revenue source. This practice was recognized in certain areas of the airport facilities, but not all. With events held by external entities and organizations, especially those that routinely result in an increase to solid waste, ensure contracts include the expected cost for the additional containers and/or hauls. This will help to offset the additional costs recognized during such events. 8 Conclusions and Recommendations The primary recommendation for the Airport moving forward is to establish formal guidelines and processes for the management of all solid waste and recycling, including hazardous and electronic waste. This will assist with regulatory requirements as well as provide longevity to the Solid Waste and Recycling Plan through staff changes and succession planning of management. From an operations standpoint, the primary recommendation for the Airport is to establish a month -to -month contract with hauler(s) to allow both flexibilities in the choice of the hauler and changes to the frequency of collection of waste or recyclables as the needs of the Airport change. The Airport Commission should evaluate requiring lessees to recycle as leases expire, are renewed, or as new leases are developed. A recommendation for all facilities and buildings is to always pair a recycling container with each trash container. Trash and recycling containers should be placed conveniently and accessibly for users. Trash containers in public areas should be paired with recycling containers for cans and bottles. Trash containers in office areas should be paired with at least one recycling container if not two separate (recycling container (glass and cans, where needed) and a paper recycling container). Consistent and visual signage on waste and recycling containers is important to improve recycling and will provide easy -to -understand instructions for all users. The use of pictures allows understanding of the recycling instructions by people of all ages and cultures and will reduce contamination of recycling bins with waste products. If new containers are purchased, they should be of the type that the Homeland Security Administration considers "blast -resistant." The kitchen and restaurant should be evaluated for the implementation of recycling and composting. Overall, capacity is not a concern, and the operations of managing solid waste and recycling are currently running smoothly. New dumpsters or locations are not needed at this time. 24 • Foth Infrastructure & Environment, LLC PW 1E\Documents\Clients\Dubuque Regional Airport\Dubuque Airport Master Plan Update\Design\Reports\Recycling and Waste Plan\R-DBQ Airport Waste and Recycling Plan.docx D-34 I-AA�A - I Appendix E Energy Assessment SAW it -;(JBUQUE REGIONAL AIRPOI T Airport Master_ �P,l�an_____ #& I,, DUBUQUE REGIONAL AIRPORT HGA Dubuque Regional Airport Energy Assessment September 21, 2020 Contact: Alex Harris, CEM HGA Phone: 608-554-5329 E-mail: AHarris@hga.com 7475 Hubbard Ave, Suite 201 • Middleton, WI 53562 • Ph: 608.554.5333 • Fax: 608.836.4477 • www.hga.com E-1 Table of Contents ExecutiveSummary................................................................................................................. 3 Recommendation for Implementation.................................................................................. 3 EnergyRequirements.............................................................................................................. 4 NewTerminal Building.......................................................................................................... 6 AirfieldLighting..................................................................................................................... 8 ARFFBuilding......................................................................................................................... 9 JetCenter/Admin...............................................................................................................10 QuonsetHangar..................................................................................................................11 SREBuilding..........................................................................................................................12 Misc Meters (Parking Lighting, Self Fueler).........................................................................13 Current Power Sources for Airport Systems.......................................................................... 14 Facilities................................................................................................................................14 Vehicles................................................................................................................................16 FutureEnergy Needs............................................................................................................. 17 Airfield Lighting Project- LED Replacement of Runway Lights and New Backup Generator............................................................................................................................17 Energy Efficiency Measures(EEMs)...................................................................................... 18 EEM 1 &2 New Terminal Retrocommissioning....................................................................19 EEM 3 ARFF Building LED Lighting Retrofit..........................................................................26 EEM 4- Jet Center/Admin LED Lighting Retrofit.................................................................27 Appendix A- Applicable Electric Rate Structures............................................................... 28 DBQ Energy Assessment 2 1 Page E-2 Executive Summary As part of the Airport Master Plan Update for Dubuque Regional Airport (DBQ), HGA has performed an energy assessment of the airport buildings and vehicles. This effort focused on an historical energy usage of the buildings and vehicles and the identification of future energy savings opportunities for the major buildings on the campus. The energy assessment was performed in accordance with the requirements of Appendix S included in the FAA's Airport Improvement Program Handbook (Table S-1 part e). Site visits were conducted to review the operations of the existing energy systems at the airport. This included reviewing the HVAC systems age, operation and an inspection of their building automation systems (BAS). We also looked at the lighting systems and the opportunities for replacement of existing light fixtures with LED technology. The electric and natural gas utility meter connections were verified and matched to their bills. These steps will provide a precursor to a solar PV feasibility study. The following buildings were found to have the most energy consumption at the airport and were the focus of the energy assessment effort: • New Terminal Building • Airfield Lighting • ARFF Building • Jet Center/Admin/FBO Building Because of the low energy utilization of many of the smaller buildings, our recommendations focused on the measures that would have the most impact to overall airport energy usage. These ranged from short payback periods of 1 year such as optimizing scheduling for the HVAC units to longer term measures such as building lighting retrofits. Recommendation for Implementation or OF Affected Improvement AMMM HVAC Scheduling Test and implement Savings Opinionclulpment Cost (years) 1 New Terminal and Setpoint conservative schedules and $3,920 $500 0.13 HVAC Optimization for New setpoint adjustments for low Terminal Building energy usage Test and optimize lighting New Terminal Retrocommissioning and HVAC systems, involving 2 HVAC and of New Terminal controls, balancing $11,760 $40,000 3.40 Lighting Building contractors as well as maintenance and engineering staff 3 ARFF Building LED Lighting ARFF Replace linear fluorescent $2,175 $13,716 6.31 Lighting lamps with LED lamps. 4 Jet Center/Admin LED Lighting Jet Replace linear fluorescent $2,380 $28,203 11.85 Building Lighting Center/Admin lamps with LED lamps. DBQ Energy Assessment 3 1 Page E-3 Energy Requirements Airport Overview Dubuque Regional Airport (DBQ) is a regional airport that serves the Dubuque area and surrounding communities. DBQ has commercial service to Chicago provided by American Airlines and General Aviation services. The buildings included in this energy assessment are listed below. These were selected because Dubuque city is directly responsible for their energy usage and cost, as well as incorporating all of the public space at the Dubuque Regional Airport. Figure I- Aerial photo identifying largest airport facilities DBQ Energy Assessment 41Page E-4 } 0 D` 00 O N 0 E E D N N C w 0 c c Q O Q Q C 0 Q' D 07 D Q D N a U ol 00 10 — co Q_ b9- N 64 U O N r 00 �w Lrl LO 10 � M LO 7 � } m co cn r-I Ol 00 00 r" r-I LO co O r-I N co � M 0- 110 O }_� N N LO N 10 r" M 10 10 ON O �4 r-� 00 � N LO ~ U " 00 — — — t + to+ t o+ 64 � U o,LOr,'oOr,LOQo } } LON N O� 10 00 N "0 10 M 'ITM 0- "o 10 -- 0% O N �4 - - N_ �4 Z N U r, � 64 64 N N O O �o 0, M r-, q Q 000 LO N O q 10 -- O .0 i M, �E 00 o O, -q O � r-,00 Z CO NO 600 00 00 16 N cN W ::D 00 10 cM r Q cM N } O Iq LO ON U N 00 01 Z N 10 N � � � too � N N Q N LO Q M Q Q N L- �O Z Z N Z o0 Z r V O � 10 N 00 } r N r-, Q 'o O O Q Q 0o N CO � � 00 O O O N N} M Z uD r- O O Z Z N Q " N N � O LO c7 N O N � H Q m - } � � O J } N � . — j N a� U- N C CO U- UU o LU Z Q Q 0 0 LO E N Q c w m 0 Ln ua New Terminal Building The terminal building is the newest and largest building at DBQ. Finished in 2016 with 32,887 ft2 it serves the commercial flight areas for DBQ. This building has an average of 2 flights per day and is occupied 24/7, though there are significant hours that the building occupancy is very light. Space types include ticketing, passenger terminal lobby, restaurant, baggage handling and secure holding. HVAC - geothermal heat pumps powered by electricity serve the general and passenger areas - radiant heaters with NG serve the baggage handling areas Lighting -Linear fluorescent and LED throughout the facility -Daylighting controls are present in all areas that have windows Utility Connections -Electric and natural gas utility connections Figure 2- New Terminal Building DBQ Energy Assessment 6 1 Page E-6 250 200 9, M 100 E L a) 50 ❑0 New Terminal Electric Load Analysis Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q Q a-0-M M M M M M M M M M M M M o_ O Un o M o Ln o M o M o 0 o M 0 Un O Un o M o Ln o M o M o Ln o M 0 Un O ' M O� M 7 O 't M 7 O 't M O � M O� M 7 O 't M 7 O 't M N N N M M� M (O (O f-- W O O O N N- N M M� LO (O (O f-- W M M 0 Averager Load Base Load Peak Demand Day Peak Load Figure 3- Base load and peak loads at the new terminal building The base load for the New Terminal Building is estimated at 78 kW. The peak load for the New Terminal Building is estimated at 231 kW. This load profile is somewhat unusual for this building type, where the off peak loads are higher than the on peak loads. Reviewing the HAVC controls system we suspect there are some unoptimized HVAC loads that are contributing to this. See EEMs for ideas on addressing this, the building profile should be updated after any efficiency measures are implemented. DBQ Energy Assessment 7 1 Page E-7 Airfield Lighting The airfield lighting is currently undergoing a replacement project. The old conventional lighting fixtures are being updated to LED fixtures. There is also a replacement planned for the back-up generator and electrical vault. See 'future energy needs' for an update on this projects impact to the energy usage of Dubuque airport. Figure 4- current back-up generator (to be replaced as part of upcoming project) DBQ Energy Assessment Wlllll• • - w ARFF Building The Aircraft Rescue and Fire Fighting (ARFF) building is 12,541 ft2 and houses the emergency equipment, operations and personnel quarters. The building living quarters are occupied 24/7. HVAC - residential furnaces (NG) with DX cooling (electric) - radiant heaters with NG Lighting -Linear fluorescent Other -Fuel farm electric usage is included in the electric meter -Fuel vehicle warming connections are included in the electric meter Utility Connections -Electric and natural gas utility connections Figure 5- ARFF building DBQ Energy Assessment 91Page E-9 Jet Center/Admin The Jet Center building has two hangars and an office space between them. It has 25,786 ft2 of conditioned space, though the hangers are heating only. The hangar space provides service to the general aviation portion of the airport. HVAC - residential furnaces (NG) with DX cooling (electric) - radiant heaters with NG Lighting -Linear fluorescent Figure 6- Jet Center/Admin building DBQ Energy Assessment 10 1 Page E-10 Quonset Hangar The Quonset hangar is a 15,000 erected 1953. It serves as a community hangar and sees infrequent use. It is neither heated nor cooled. HVAC - no heating or cooling Lighting -LED (newly added) Other -Miscellaneous plug loads Figure 7- Quonset hangar building Figure 8- Quonset hangar interior with LED lighting DBQ Energy Assessment 11 1 Page E-11 SIRE Building The snow removal equipment (SRE) building consists of 10,000 ft2 of storage, maintained and garage space. This building is used throughout the year, but primarily during snow events. HVAC - radiant heaters with NG, heated to above freezing for vehicle washing - no mechanical cooling Lighting -Linear fluorescent Other -Fuel vehicle warming with electric heaters Utility Connections -Electric and natural gas utility connections Figure 9- SRE Building DBQ Energy Assessment IMs 12 1 Page E-12 Misc Meters (Parking Lighting, Self Fueler) The airport has various other utility meters that serve a variety of functions including parking lot lighting and small runway service equipment. Lighting -LED and HPS Other -Fuel vehicle warming with electric Figure 10- The self fueler station has its own meter DBQ Energy Assessment 13 1 Page E-13 Current Power Sources for Airport Systems Facilities Energy is provided to the DBQ facilities from the following utilities: • Alliant Energy- Electric Meters on North side of airport • Maquoketa Valley Electric cooperative- Electric Meters on South side of airport (New Terminal, New Airfield Lighting) • Black Hills Energy- Natural Gas for all airport meters For electric energy, the make-up of fuel sources is best approximated by fuel mix provided by the EPA for MROW region: Electric Grid Fuel Source Make -Up (MRO West) Geo- thermal, 0.0 Wind Biomass, 1.3 Hydro, 5.0 Nuclear, 12.8 Other I 0.0 Gas, 6.7 Solar, 0.0 Oil, 0.2 Coal, 52.7 Figure 1 1- MRO West Fuel Make-up (source: EPA Power Profile 2016) DBQ Energy Assessment 14 1 Page E-14 From this fuel make-up we can see that the majority of the power sources for the DBQ facilities are coal, wind and nuclear fuels. Natural Gas is supplied directly to the facilities and makes up 41 % of the DBQ site fuel source as of 2019. Adding natural gas to the make-up of fuel source for DBQ facilities gives us the following fuel source mix (after site to source conversion factors). Dubuque Airport Source Energy Fuel Mix Biomass, 1 % Nucle, Gas, 32% ! A Coal, 53% Figure 12- Source Fuel Make-up for combined Electric and Natural Gas Utility Meters DBQ Energy Assessment 15 1 Page E-15 Vehicles The vehicles at DBQ use a combination of gasoline, diesel and electric fuels. For the electric grid fuel source breakdown see the facilities section of this report. The airport fuel farm consists of- 15,000 gallon diesel fuel tank 15,000 gallon Avgas fuel tank • 6,000 gallon unleaded gas fuel tank • (2) 20,000 gallon jet fuel tanks 1,000 gallon waste fuel tank Table 2- List of Airport Vehicles Asset No. Year Make Model 5701 2005 Oshkosh MPT-TRUCK 8 5703 1995 International 1-2674-6X4 TRUCK 5 5704 2013 Chevrolet 2500 HD 4X4 CREW CAB TRUCK 1 5705 2007 Rosenbauer Panther 4X4 RED 4 5706 2020 Ford SUPER DUTY F-55 TRUCK 2 (WITH BOX) 5711 1995 Oshkosh SCHMIDT BLOWER/OSHKOSH CHASSIS BLOWER 10 5713 2007 Isuzu NPR -HD LL1 5714 2006 Sterling ACTERRA JET 1 5718 2016 Isuzu LL2 5719 2009 International 4400 JET 2 5721 2003 MB Broom BROOM 9 5723 2005 Oshkosh MPT-2026 TRUCK 6 5725 2016 Ford FORD INTERCEPTOR RED 3 5726 2007 Chevy Trailblazer 5728 1997 E-One TITAN 4X4 16890 RED 5 5750 2004 International 7300 SFA 4X2 TRUCK 3 AIRFIELD DEICE TRUCK 5754 2019 Dodge 1500 SERIES TRUCK 4 5782 2006 Global F650 Terminal Deice Vehicle (Truck 9) 5784 1998 Stinair-GMC SPS-3518 Airstairs on Truck 5804 2008 Ford ESCAPE 5702 2006 John Deere 4720 FBO TRACTOR/TUG 5707 2006 Case IH MXM 190 TRACTOR 12 5708 2010 Ford New Holland T7030 TRACTOR 8 5709 2013 John Deere 4720 FBO TRACTOR/TUG 5710 2017 John Deere 324E SKIDSTEER 5712 2010 John Deere 4720 TRACTOR 13 5716 1998 John Deere 544-H LOADER 10 5756 2018 John Deere 4066 TRACTOR 6 5811 2019 Wausau MULTI -TASKING EQUIPMENT (MTE) (BROOM 1 1) 5812 2019 John Deere 644K ENDLOADER DBQ Energy Assessment 16 1 Page E-16 Future Energy Needs There are not currently plans to expand the airport facilities and vehicles. The old main terminal has been demolished (Spring 2019) and energy meters are removed. Airfield Lighting Project- LED Replacement of Runway Lights and New Backup Generator Airfield lighting is being replaced with LED and a new 150 kW diesel generator is being added. 18,000 16,000 14,000 12,000 10,000 a� w 8,000 U 6,000 a� w 4,000 2,000 0 Airfield Lighting Energy Usage 2018 Historical Usage Projected LED Usage ?n Feb Mar Apr May JL Iul Table 3- Dubuque Regional Airport Future Annual Energy Gas Electric Facility usage Usage [therms] [kWh] New Terminal Building 10,582 801,802 Airfield Lighting N/A 79,560 ARFF/Fuel Farm 4,212 118,900 Jet Center/Admin 6,615 87,456 Quonset N/A 18,029 SRE Building 4,893 8,403 Self-Fueler N/A 6,747 Parkin Lot N/A 2,864 Car Wash Building 2,172 N/A Totals 28,474 1,123,761 DBQ Energy Assessment Aug Sep Oci 1140V Uec 17 1 Page E-17 $ § $ _ƒ ƒ /_ �/ >\ $\ =xo c nm >* (a CO j/ (a :3 n3 3 2 C/ . } � m o o $ (D § z0 ƒJg» }£ g /?° §*3=n --() > _ 7 > /%3 3 £ «m � 0- 3. 5� n / �ƒ a �/ � ���k ] > i7$c§ m � /)\//�\y (D EJ)3 \0 C:(D oC%$�3\JG3=63 �]$§/ //%J/}a J7(D070 :30 (D '§\=m�\�R\��°�E =��—$3]/\ D-a\ma \®-5m E_ ° e )—\;f70D(D3 \JI &(D mt\§)/�koEr�=±m=em 0 0(D 3 =®o±E�m=,(D(D0 m ] \�\\ c(D'< \\)�\ ƒ� 0 =f= 0 0 me\C</% } \2 �/? �77 f/}\}JJ $gig\/ §}& §7E =moo °° m22z7©= m� _ 2(D Ems\ 3 E—\ 3 90,=&// IR¥E<=7 ®gym$/ c73�s �/\ \\ �2f/i$\ J:I—=>- \/\\ƒ \` \` — /Gzz( �E=m * \a \ \ 0 0 § o / \ 0 0 0 0 \ § w ,'. f 7 ± \ 0 \ 0 lo 0 t ± 1 @ @ o \ 0 \ / \ 0 / � \ EEM 1 &2 New Terminal Retrocommissioning One of the goals of the airport energy assessment was to evaluate the new terminal building energy usage and cost. The new terminal building was completed in 2016 with a focus on energy efficiency and sustainability. The geothermal HVAC system and LED lighting designs should, in theory, result in a building that is easy to maintain and have lower operating costs. The perception from airport staff is that neither of these benefits have been realized. To assess the buildings energy performance we started by comparing the terminal building to similar terminal buildings of the same size range, Midwest location, and flight schedules. Terminal Building Benchmarking 200 ■ EUI ■ Cost/SF 180 160 140 LL 120 m 100 80 w 60 $4.00 $3.50 $3.00 $2.50 07 $2.00 $1.50 U $1.00 $0.50 odd/ odd/ ��r a� ao Figure 13- Comparison of the New Terminal Building to 5 similar building in the Midwest This data shows that the DBQ new terminal building having similar EUI and cost to its peers. All of the compared buildings had traditional HVAC system types (VAV, boilers, chillers) and primarily linear fluorescent lighting. It is therefore surprising that the DBQ terminal building does not have a lower energy use compared to other terminal buildings. To further this analysis the 15 minute electric demand data was collected with the help of the local utility for 2019. This was organized to look at the 24 hour profile of the building electric demand, as to compare occupied, unoccupied, heating and cooling periods. DBQ Energy Assessment 19 1 Page E-19 200 180 160 140 YI 120 60 40 20 -Jan 2019 -Jul 2019 0I ¢ ¢ ¢ ¢ ¢ ¢ a D_ n- a M o b o 0 0 o b a b o o b b b b b d d b O b b O b N N V to CO O CN CN V 6 cc O Figure 14- Comparison of the building average electric demand typical Summer vs. Winter month It is interesting to see that the unoccupied nighttime energy use is generally higher than the occupied times, when flights are arriving and departing. This could be a result of unscheduled HVAC and lighting energy usage. Comparing the summer and winter month energy usage, we can see that the winter usage is almost double the summer usage. A terminal building of this type could be heating load dominated in this climate, but this magnitude of discrepancy is likely caused by poor heating control strategy. A system design and operation review was performed to identify any opportunities for energy conservation. The building documentation was reviewed to check for geothermal borefield sizing, heating/cooling load balance and equipment sequence of operation. It appears that the borefield sizing is adequate for the calculated loads, and that the building is about 3:2 heating to cooling peak load ratio. The HVAC sequences also specify an unoccupied mode operation, with thermostat setbacks and disabled ventilation. Two site visits were conducted to review the operation and condition of the equipment at the new terminal building. The major pieces of equipment were surveyed for installation and maintenance issues. While everything appeared to be in working order, the HVAC air filters were quite dirty and should be changed before building air balance is verified. DBQ Energy Assessment 20 1 Page E-20 7�r -- Figure 15- dirty filters in the ERV-1 could be contributing to flow station discrepancies Figure 16- Balancing valves on pumps appear to have a different position than 100% open (typical final balance position for VFD control of loop flow) DBQ Energy Assessment 21 1 Page E-21 Through a remote connection to the building automation system (BAS) we were able to review the building HVAC setpoints, schedule, trends and alarms. Figure 17- Discharge air temperature of the heat pump during a cold day, you can see both heating and cooling loads present in the building Figure 18- Current schedule assigned to heat pump areas, operating 2417 DBQ Energy Assessment 22 1 Page E-22 Figure 19-Current schedule assigned to ERU-1 ventilation, operating 2417 Based on the trending data logged on the BAS, we were able to see some indications that the water side and air side systems were running overnight with increased load. We are unsure what is causing this increased load, further investigation is needed. Times[amp Baggage Ciaim HP 1, Space HP 1, Supply Temp Air Temp A- Rental HP 2, Spare HP 2, Supply Temp Air Temp Central Lobby HP 3, Space HP3,Sppply Temp Air Temp HP 4, Space Temp HP4,Sppply HP 5, Space HP5,3apply Air Temp Temp Air Temp Secure Holding HP 6, Space HP 5,3apply Temp Air Temp 1/21/202013:30 715 739 72.3 707 713 02 700 04 59.4 712 735 1/21/202013:45 71S 74.0 72.6 108.7 70.7 71.3 692 697 W.4 69.3 711 733 1/21/20201490 716 738 12.6 1- .6 70.i Gg.9 fi9.3 .4 fi9.2 ill 730 1/211201415 713 735 72.5 108.0 705 707 68.8 69.2 04 692 711 727 1/21/202014.50 70.9 73.4 72.3 104.1 703 70.7 68.6 69.2 0.3 69.1 71.0 72.5 1/21/202014.45 79.5 73.1 72.1 106.2 70.0 70.4 685 W.0 0.2 69.0 71.0 72.5 1/21/20201500 69.5 102.E 715 1063 06 714 68.4 69.1 01 68.9 710 721 1/21/202015:15 59.2 104.3 71.5 105.5 69.0 973 03 0.0 00 68.6 71.0 72.6 1/21/202015:30 68.E 104.E 71.2 104.9 68.7 99.1 68.6 69.9 68.8 6 3 709 73.3 1/2112015:45 68.E 104.5 71.1 1053 68.6 W1 68.8 701 68.7 685 65.6 .- 1/21/202016W 66.5 1034 69.5 104.7 68.0 972 677 07 68.6 68.4 679 1/21/202016:11 68.4 104.0 70.5 1047 68.4 98.5 68.1 WA 685 6 A W.0 :- 1/21/202016:30 .4 104.8 70.6 104.E 68.4 .1 M4 702 6H5 .1 6H.5 1/211201645 68.7 104.6 707 104.4 68.4 982 68.4 702 685 68.5 70.0 1-1.= 1/21/20201700 59.1 104.8 70.7 104.4 68.5 985 68.4 70.1 685 58.5 70.5 1/21/202017.11 19.3 104.9 70.9 -1 fi8.6 96fi M1 103 665 66.6 708 --- 1/21/202017:50 69.5 105.1 70.9 104.2 68.6 982 68.4 W.5 685 685 708 75.- 1/21/202017.45 59.6 104.E 71.0 104.4 68.6 WA 68.3 W7 68.6 6 A 702 74.5 1/21/20201800 59.6 104.7 71.1 104.9 00 98.7 68.2 70.2 69.1 69.1 702 741 1/2112018:15 697 104.8 71.1 104.8 01 W4 68.1 700 691 693 707 739 1/21/202018:30 59.6 104.E 71.0 °5.2 02 985 68.1 0.7 W2 59.4 70.7 73.6 1/21/202018:45 59.4 1045 70.9 103.2 01 98.4 68.1 69.8 W.1 69.4 70.5 73.4 1/211201900 68.7 1028 705 1033 00 974 68.0 69.5 69.4 693 705 731 1/21/202019:11 68.6 103.9 79.4 103.3 68.7 71.7 0.9 69.1 70.0 70.2 705 72A 1/21/202019:30 68.2 104.0 70.0 103.0 68.4 973 67.7 69.1 703 70.7 703 72.3 1/21/20201945 68.1 1042 69.9 1031 68.2 975 67.6 69.2 709 710 703 737 1/2112020W 68.2 1042 697 1030 68.2 982 67.7 69.5 712 71.2 704 74.1 1/21/2020 20:11 57.9 1041 59.5 102.9 68.7 98.0 67.7 69.5 70.9 70.9 70.4 741 V21/20... 57.6 1041 692 1025 68.1 969 67.7 69.6 703 fi9A 704 74.1 1/211202045 57.1 1041 68.9 1019 677 98.0 67.6 69.3 69.8 69.1 704 74.1 1/21/2020 2100 .7 103.7 68.7 101.7 67.4 97.7 67.5 69.0 W.3 58.6 70.4 73.9 1/21/20202i15 I. 1036 68.1 .15 67.2 922 67.4 66.8 M. 662 703 73E 1/211 202190 65.7 1039 68.5 1017 67.1 982 67.4 69.4 685 68.1 703 73.9 1/21/2020 21.45 65.7 101.7 57.7 101.0 .9 96.5 P.2 %.5 682 57.4 65.1 94:9 1/21/2020 22. 0 65.0 W1.2 11.3 101.0 .4 91.8 66.3 992 6 2 67.4 68.7 98.5 1/2112022'11 65.9 1034 577 1WS 66.4 974 6721 ,j 677 574 69.7 99.7 1/21/202022:30 56.0 103.3 57.7 92.1 66.3 973 67.6 95Z 06 57.4 70.0 190.3 1/21/2020 22.45 515 103.2 57.9 99.1 .5 97.1 67.7 69.9 67.6 573 677 190.5 1/211202300 669 7-.3 577 100.0 66.5 967 67.7 69.8 675 674 70.0 1CC.E 1/21/202023:15 661 1025 57.6 1W1 66.4 967 67.6 59.3 64 572 70.5 1-1.1 1/21/2020 2330 66.0 1016 57.5 993 65.3 95.4 67.4 W7 67.3 67.2 70.6 _ 1/21/2020 45 658 .11 624 992 65.0 916 .4 6H9 623 6- 707 71. Figure 20- HP-2 serving the rental car counter runs in heating almost the entire day, while HP- I serving the baggage claim area run in heating all night but does not warm up the space to setpoint DBQ Energy Assessment 23 1 Page E-23 HP 12, Supply HP 13, Air Temp Space _ HP 19, Supply HP 14, Temp Air Temp Space 7R9 69.1 -- - HP 15, Temp Space 72.9 HP 15, Supply Temp Air Temp 72.I HP 16, Space Data Closet HP 16, Supply Temp Air Temp HP 17, Space Data Closet HP 17, Supply Temp Air Temp 70.5 W.8 57.9 70.5 70.8 769 69.1 72.4 71.5 67.4 59.5 72.1 73.2 69.3 70.7 69.0 72.3 71.7 65.0 66.6 65.S 72.8 73.6 68.7 70.6 69.9 72.0 71.9 65.1 66.1 57.9 71.7 72.9 68.5 70.6 69.9 72.1 72.0 65.2 66.7 49.9 72.6 73.5 69.3 70.7 69.9 72.0 72.1 65.2 69.1 50.6 70.7 71.4 68.3 71.2 69.8 71.9 72.0 65.4 68.S 52.9 72.3 73.3 67.9 71.9 68.7 71.6 72.0 64.6 G9.1 64.7 72.3 54-9 69.0 71.8 68.6 715 72.1 66.9 59.6 71.2 71.9 73.1 68.1 71.7 69.7 71.6 72.1 65.7 59.1 70.2 72.5 73.4 67.9 71.3 68.7 71.5 71.9 64.3 67.7 70.5 71.1 72.3 67.8 71.2 68.6 71.4 722 65.8 672 59.4 72.3 73.3 G8.0 714 68.6 719 72 ❑ 66 7 67 0 72.2 54_ 69.0 71.9 68.7 71.8 71.3 65.0 66.2 61.7 71.9 73.0 67.9 72.0 68.7 71.7 72.0 65.1 66.3 52.0 72.5 73.5 57.9 71.8 68.6 71.6 72.5 57.7 67.1 495 71.0 71.9 57.6 71.6 68.6 71.6 71.2 64.0 68.2 50,7 72.3 73.2 67.6 715 68.5 71.3 71.8 64.9 69W 54.4 72.8 73.6 57.9 71.4 68.5 71.3 72.3 66.1 68.9 69.6 71.6 72.5 67.9 719 68.6 714 721 655 G8.4 71.E 725 765 57.6 715 68.6 71.1 71.4 67.8 69.9 _ 71.2 67.6 71.4 68.6 71.1 71.3 65.4 67.3 69.5 71.9 73.2 57.7 71.3 68.7 712 71.4 64.7 66.9 67.6 72.5 73.4 67.4 715 68.7 70.9 71.5 64.5 66.4 63.4 70.4 68.4 67.4 71.4 68.7 71.0 71.6 65.3 66.2 55.7 72.1 73.2 67.4 71.4 68.6 71.0 71.5 64.8 66.7 49.7 72.6 73.4 67.5 71.4 68.6 70.8 71.7 65.4 67.E 50.3 70.6 71.3 89.0 71.3 69.7 70.9 71.6 65.8 69.7 51.5 72.1 73.1 98.4 715 68.8 70.8 71.6 65.1 69.2 59.9 72.5 73.7 71.0 71.3 68.8 70.8 71.6 65.3 68.8 71J) 70.6 71.1 69.3 71.3 68.7 70.8 71.4 55.0 68.5 71.1) 72.0 73.1 68.6 715 68.6 70.7 71.5 64.7 68.1 70.5 72.6 73.5 68.5 715 69.4 70.7 71.4 66.5 67.7 69.5 70.4 69.4 68.0 71.4 68.5 70.7 71.2 64.2 572 69.7 72.0 73.2 68.0 71.3 68.3 70.5 71.4 65.1 67.0 67.4 72.4 73.3 67.9 71.3 69.3 70.6 71.3 65.7 66.5 64.3 71.4 67.9 712 68.3 70.6 71.2 65.3 66.3 60.1 71.8 72.9 67.8 71.0 6B.3 70.5 71.2 65.7 56.2 53.8 72.3 73.5 67.7 70.8 68.3 706 71.3 65.1 66.E 48.8 72.6 71A Figure 21- HP-16 & HP& 17 appear to serve constant equipment loads, as they cycle in cooling mode even during winter temperatures Based on the utility analysis, document review, remote access investigation and site visits we decided to break our recommendations for the New Terminal building into two measures. Since the equipment is relatively new and high efficiency, these measure focus on tuning and optimizing what is already in place. See table 5 for a detailed list of ideas in these measures. DBQ Energy Assessment 24 1 Page E-24 Table 5- EEM 1&2 measure details and breakdown EEM # 1 HVAC Scheduling and Setpoint Optimization for New Terminal Building 1.1 All HVAC 1.2 Air side HVAC 1.3 In -Floor Heating 2.1 ERV-1 2.2 Lighting 2.3 1 EF-2,3,4 & EF-5 2.4 HWP 1 &2, HPWP- 1&2 2.5 ERV-1 2.6 WHP-1-4 HVAC Building Investigate setting back temps Schedule and ventilation provided at night when unoccupied. Filters in DOAS and Heat Pumps HVAC Filters appear dirty. Dirty filters could be causing low airflow and should be chanaed. In -floor system heating control is In -Floor Heating not coordinated with heat pump System air site, leading to simultaneous heating and cooling. EEM #2 Retrocommissioning of New Terminal Building OAT sensor does not appear accurate, heating and cooling DOAS Controls coils staging does match piping Sequence from water source heat pump. Summer DAT setpoint could be Daylighting Sensor All lighting was 'on', reportedly at Verification 15-20% brightness. Baggage CO and NO2 sensors controlling Loading Exhaust baggage loading area exhaust read 0.0 ppm. Geothermal Loop and VFDs controlling to DP, triple duty HW/CW Loop valves on both sets of pumps were 3alancina Valves at about 50% position. DOAS Unit DOAS unit reportedly cannot keep Capacity I up on design days. Water to Water WHP loading trends in BAS show Heat Pump the heat pumps loading up during Balance unoccupied times. Turn off DOAS, put heat pumps into unoccupied mode with mild setback. Change filters in air side HVAC. Coordinate in -floor heating with air side heat pump setpoints. Use a heating stage 1 and stage 2 approach, locking cooling when heating it active. Increase supply air and decrease exhaust air, increasing building static pressure. Need to verify setup of daylighting controls. Need to verify sensor installation and calibration. Open up balancing valves and see if pumps back off in speed with less DP in system. Record Verify unit capacity and set up controls to serve load more Review water to water heat pump load strategy, flow requirements and alarms for optimization. We have structured these recommendations such that EEM# 1 can be done with minimal external contractor involvement, primarily maintenance and control change items. EEM#2 would be a more involved, systematic approach to testing and verifying system in the building are operating properly and efficiently. The opinion of cost for this effort may be useful as a budget placeholder, but would need to be priced by balancing and controls contractors to get a better picture of total cost. DBQ Energy Assessment 25 1 Page E-25 EEM 3 ARFF Building LED Lighting Retrofit Current lighting technology in the ARFF building is linear fluorescent, in both the living quarters and high bay areas. These light fixtures could be converted over to LED lamps as part of a whole building retrofit. Lighting power density is typically reduced by around 40% when done as this type of project. These LED lamps would reuse the existing light fixtures and output similar light levels, making the upgrade aesthetically the same as the current lighting. Figure 22- Linear fluorescent ceiling fixtures in living quarters Figure 23- Linear Fluorescent high bay lighting in the ARFF building DBQ Energy Assessment 26 1 Page E-26 EEM 4- Jet Center/Admin LED Lighting Retrofit Current lighting technology in the Jet Center/Admin building is linear fluorescent, in both the office and high bay areas. These light fixtures could be converted over to LED lamps as part of a whole building retrofit. Lighting power density is typically reduced by around 40% when done as this type of project. These LED lamps would reuse the existing light fixtures and output similar light levels, making the upgrade aesthetically the same as the current lighting. Figure 24- Linear Fluorescent high bay lighting in the Jet Center/Admin building Figure 25- Example of Linear LED lamps that retrofit into existing fixtures DBQ Energy Assessment 27 1 Page E-27 Appendix A- Applicable Electric Rate Structures Maquoketa Valley Electric Cooperative Section 28.14 RATE SCHEDULE 14 Electric Tariff 15' Revised Sheet No. 78 Filed with Iowa Utilities Board Cancels Original Sheet No. 78 Section 28.14 Rate Schedule 14 Rate Designation: 14 Time of Use Large Power Service Class of Service: Single phase or multiphase current at standard voltages in installations with annual sales exceeding 500,000 kWhs or who have been continuously on the rate since January 1, 2014 Service Area: The Cooperative's entire certified service area Availability: Applicable for single or multiphase large power service through one meter to a member using the Cooperative's service as described in this tariff: all subject to the terms of the membership application and service application as approved by the Board. Not available for purchase of energy for resale or for standby, emergency, supplementary service or interruptible service. Monthly Rate: BASIC SERVICE CHARGE $160.00 per month DEMAND CHARGES On Peak kW Charge $18.09 Off Peak kW Chase $5.00 The off peak kW charge is applied to the demand during the off peak hours between 9:01 p.m. and 4:00 p.m. in excess of the on peak kW demand. ENERGY CHARGES On Peak kWh Charge $0.0421WkWh Off Peak kVVb Ct,ay-o — $0.04213lkWh Time Periods: The On Peak demand to be used for billing purposes each month shall be the maximum integrated kW demand recorded by a standard meter during any fifteen (16) minute interval between the hours of 4:01 p.m. and 9:00 p.m. in the billing month, but not less than 55% of the highest monthly bill demand similarly determined during the previous eleven (11) months. The Off Peak demand to be used for billing purposes each month shall be the maximum integrated kW demand recorded by a standard meter during any fifteen (15) minute interval between the hours of 9:01 pm. and 4-00 p.m. in the billing month, in excess of the actual on peak demand. Issued: February 17, 2017 Effective: May 1. 2017 Issued Sy: James M LA(i2on Title: CEO / Executive Vice President DBQ Energy Assessment 28 1 Page E-28 Maquoketa Valley Electric Cooperative Section 28.14 RATE SCHEDULE 14 Electric Tariff _ Original Sheet No. 79 Filed with Iowa Utilities Board Cancels Sheet No. On Peak kWh energy charge is applied to the kWhs used between 4:01 p.m. and 9:00 p.m. Off Peak kWh energy charge is applied to the kWhs used during off peak hours 9:01 p.m. to 4:00 p.m. Power Factor Adjustment: The on peak demand will be adjusted if the average power factor is lower than 95%. The measured demand will be increased 1 % for each 1 % by which the average power factor is less than 95%. Power Cost Adjustment: This rate is subject to PCA No. 3. Applicable tax: The State of Iowa Sales Tax shall be added to the total bill as determined in the above listed provisions. In the event a-iy governmental taxing body shall impose any tax or charge of any kind based on the amount of electricity sold under this schedule or upon receipts from such sales, the Cooperative will add the amount of such tax or charge to the billing. Payment Provision: Bills are rendered on or about the 8th day of each month and the bill is due on or before the 28t" day of each month. The bill becomes delinquent if not paid by the 28th day of the month and a late payment charge shall apply per this tariff. Restrictions: The Cooperative reserves the right to limit the capacity of any service when, in its judgment, such service will impair the service to other members or such service shall exceed the capacity of the Cooperatives facilities. All other restrictions per tariff Section 22 also apply. Issued: June 17, 2016 Issued By: James M. Lauzon DBQ Energy Assessment Effective: September 1, 2016 Title: CEO 1 Executive Vice President 29 1 Page E-29 Appendix F Architectural/Historic Survey -;(JBUQUE REGIONAL AIRPOI T Airport Master_ �P,l�an_____ DUBUQUE REGIONAL AIRPORT In -Depth Architectural/Historic Survey/Evaluation Report Prepared by City of Dubuque Planning Services Department July 2019 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Cover Photo Credits: Aerial photo, Dubuque Regional Airport, looking north, 2017 (City GIS) DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: ABSTRACT The architectural/historical intensive survey and evaluation for the Dubuque Regional Airport inventoried and evaluated two buildings proposed for deconstruction and the airport as a whole as a potential historic district. The two buildings include the former airport terminal building and maintenance/carwash building. Former Dubuque Regional Airport Terminal The original 1948 terminal building (expansion 1969) would have been locally significant under both Criterion C and Criterion A had it retained historic integrity. However, the original terminal building and its surroundings have been modified, leaving it without architectural/historic integrity. A June 16, 1988 article written by Timothy Chanaud of the Telegraphy Herald entitled, "Officials hope bring airport `modern age'," note several major interior and exterior changes made to the facility. It also states that, "Dubuquers may not recognize it when the work is done". Some of these changes included reconfiguring of the interior by addition office space, widening walkways, relocating ticket counters, adding door access to the tarmac, adding baby changing room, converting storage rooms to a concession bar, relocating doors to bathrooms, new carpet, painting scheme and furniture. The exterior of the building was cladded with metal facing that is red, blue and silver, window and door opening were reconfigured. Because it lacks historic and architectural integrity, and the surrounding area is not identified as a potential historic district, the terminal building is recommended as not eligible for inclusion in the National Register of Historic Places (NRHP). Maintenance Garage/Carwash The building was constructed in 1952. The structure has aluminum soffit and facia, garage doors have been replaced, window opening have been reduced or filled in, windows have been replaced with vinyl windows. The building is not individually eligible, and the surrounding area is not identified as a potential historic district, the maintenance and carwash building is recommended as not eligible for inclusion in the National Register of Historic Places (NRHP). Dubuque Regional Airport as a Potential Historic District Excluding runways and aviation markers, the airport encompasses approximately 41 buildings and structures, only seven of which are of historic age (pre-1969), six that date from the 1970's with the remainder of the buildings built after 1980. A comprehensive list of all structures and building age is located in Table 1 "Building and Structures at the Dubuque Regional Airport' and photos are located on pages 40 - 84 of this document. Of the seven historic -age buildings, the 1948-49 terminal building does not retain historic or architectural integrity. The airfield electric vault and maintenance/carwash DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: building have had expansions and alterations post -historic age that impact their historic and architectural significance. The pre-1930 farmhouse and detached garage have vinyl siding, vinyl replacement windows, aluminum soffit, fascia, window and door casings and lack architectural integrity. The 1953 Quonset Hut and 1965 G.A 8-Unit Hangar retains some historic and architectural integrity, and are the only buildings standing that could be considered contributing to a historic district, if one existed. The runways have been reworked, repaved, and expanded through -out the years. It is concluded that the existing airport does not retain sufficient integrity to be considered for inclusion in the National Register of Historic Places as a historic district. iv DUBUQUE REGIONAL AIRPORT -In -Depth Architectural/Historic Survey/Evaluation Report: TABLE OF CONTENTS Abstract iii List of Figures v List of Tables vi 1. Introduction and Project Area 1 2. Methods and Sources 8 3. Previous Studies 8 4. Historical Overview 9 5. Findings and Recommendations 17 6. Major Sources 79 LIST OF FIGURES 1. Iowa Dot County Outline Map Showing Location of Dubuque County 2 in the State of Iowa 2. Map of Dubuque Regional Airport in relation to Dubuque County and 2 City of Dubuque Corporate Limits 3. 2017 Aerial Photo showing Area of Potential Effect 3 4. 2017 Aerial Reference Map for Inset Maps 4 5. Inset Map #1 - 2017 Aerial Image of New Terminal Building 5 6. Inset Map #2 - 2017 Aerial Image of Northern Half of Building Complex 6 7. Inset Map #3 - 2017 Aerial Image of the Southern Half of Building Complex 7 8. Image of Nutwood Park Airfield 9 9. 1930 Image of Dubuque's First Airport at Nutwood Park 10 10.1935 Image of Unfinished hangar at the City Island Airport 11 11.1948 Image of Dedication of the Dubuque Airport 13 12. Early 1950's Image of Dubuque Terminal Building 13 13.1979 Image of Airport Terminal Building 14 14.1968 Image of Earlier Airport Terminal Building 14 15.1950's Aerial Photo of Airport 19 16.1960's Aerial Photo of Airport 20 17.1970's Aerial Photo of Airport 21 18.1980's Aerial Photo of Airport 22 19.1994 Aerial Photo of Airport 23 20.2000 Aerial Photo of Airport 24 21.2002 Aerial Photo of Airport 25 22.2004 Aerial Photo of Airport 26 23.2005 Aerial Photo of Airport 27 24.2007 Aerial Photo of Airport 28 25.2009 Aerial Photo of Airport 29 26.2010 Aerial Photo of Airport 30 27.2011 Aerial Photo of Airport 31 28.2013 Aerial Photo of Airport 32 29.2017 Aerial Photo of Airport overlaid with 2011 Lidar Contours 33 v DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: 30. Six Views of B1 - Dubuque Regional Airport Terminal 35, 36, 37 31.Two Views of B2 - G.A. 6-Unit T Hangar 38 32.Two Views of B3 - G.A. 8-Unit T Hangar 39 33.Two Views of B4 - G.A. 8-Unit T Hangar 40 34.Two Views of B5 - G.A. 8-Unit T Hangar 41 35. Two Views of B6 - Box Hangar 42 36. Two Views of B7 - Cottingham & Butler Hangar 43 37.Two Views of B8 - Wings of Dubuque Hangar 44 38.Two Views of B9 - G.A. 8-Unit T Hangar 45 39.Two Views of B10 - Flexsteel Hangar 46 40.Two Views of B11 - Methods Hangar 47 41.Two Views of B12 - Crescent Hangar 48 42.Two Views of B13 - Airport Quonset Hangar 49 43.Two Views of B14 - Air Traffic Control Tower 50 44.Two Views of B15 - American Hangar 51 45.Two Views of B16 - University of Dubuque Operations School 52 46.Two Views of B17 - Iowa Hangar 53 47.Two Views of B18 - Maintenance Garage/Carwash 54 48.Two Views of B19 - Electric Field Vault 55 49. Two Views of B20 - Old Terminal/FAA Tech Operations 56 50. Four Views of B21 - Blue Skies/Dubuque Jet Center/FBO Hangar 57,58 51.Two Views of B22 - ARFF/Maintenance Building 59 52.Two Views of B23 - Snow Removal Equipment Storage 60 53. Two Views of B24 - University of Dubuque Babka Flight Center 61 54. Two Views of Airport Beacon 62 55.Two Views of DMARC Communications Building 63 56. Two Views of Fuel Farm Facility 64 57. Two Views of Konrardy Hangar 65 58.Two Views of MGI Hangar 66 59. Two Views of North Farmhouse Detached Garage 67 60. Two Views of North Farmhouse 68 61. Two Views of Maintenance Garage 69 62. Two Views of Pumphouse Shop 70 63. Two Views of Self Fueler Facility 71 64. Two Views of A.Y. McDonald Hangar 72 65.Two Views of Jackson Concrete Pumping, Inc. Building 73 66.Two Views of Water Pump House 74 67. Two Views of Water Reservoir 75 68.Two Views of Windstar Bus Line Facility 76 69.Two Views of Naval Reserve Building 77 70.Two Views of Army Reserve Building 78 LIST OF TABLES 1. List of Building and Structures at the Dubuque Regional Airport 34 vi 1. Introduction and Project Area This In -Depth Architectural/Historic Survey/Evaluation Report is being conducted for the evaluation and deconstruction of the 1948-49 terminal building and 1965 maintenance building for the future construction of a hangar building(s). The 1968 terminal building has been replace with a larger terminal building (built in 2015) located (south) on the opposite side of the airport. The removal of the buildings does not involve federal assistance, however because the buildings are part of the Airport Layout Plan (ALP), which requires some federal oversight from the Federal Aviation Administration (FAA), this study is being conducted for a potential Section 106 Review purposes. Section 106 requires Federal agencies to take into account the effects of their undertakings on historic properties, and to provide the Advisory Council on Historic Preservation (ACHP), the State Historic Preservation Office (SHPO), and others, an opportunity to comment on the undertaking. As stated above, the overseeing Federal Agency is the FAA. The study is being conducted by the City of Dubuque Planning Services Department. This study is being conducted for the Dubuque Regional Airport, a city - owned and operated property located in Dubuque County. 1 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 1. Iowa DOT County Outline Map Showing Location of Dubuque County in the State of Iowa (obtained from lowadot.gov website) Figure 2. Map of Dubuque Regional Airport in relation to Dubuque County and City of Dubuque Corporate Limits (City of Dubuque G/S) 2 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 3. 2017 Aerial Photo showing Area of Potential Effect (Yellow Outline) Source: City of Dubuque GIS DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 4. 2017 Aerial Reference Map for Inset Maps Source: City of Dubuque GIS DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: , 0 ." Aim, �..�. �.r.� � a wry■ � -. .. _ -�i,' -w R Figure 5. Inset Map #1 2017 Aerial Image of B 1 New Terminal Building Source: City of Dubuque GIS 5 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: 02 Goal C 03 S.A. 0 0 ° ( .A. 0 E ZOEH as S.A. 0 017 C O D z 00 Map as S.Q. BID RRMSO& ass A&T Met, 02 C15e?Jow 014 DOQM, ass Ama*( M MD (op- 0Ilg QoTfflQgd 020 OOd FQIT, FAA TR( 029 lMfffl ac 028 KonWimn, k r� I , • ©N `,it i' { o MS AV M ® 0- hM o aangalr VgaP o MI No h Fam Ouse 30 DD a%c hed G vaBa Dubad we aaungarr a910097 r 37. �r � 5 ode a o 0 0 0 34 �a�f FuMw F c fifty aa�garr -� -� H90061rr U00xV aarVgarr ---� 097ffiG COGt1f 109 TOWET 79 Hannan - ,010anx ��WooO TOMB Garr0gQ1C0rr SQMkod Mac�Of� �a�a0 0 n�o0da�gi 1h (OPT MADE T.g Qom- @M oQa, / 626 DD fM}G° RCS o I,01 Not Shown A y Figure 6. Inset Map #2 2017 Aerial Image of Northern Half of Airport Building Complex Source: City of Dubuque GIS 6 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: t' I 6J 0 2Il ohm XbRX O CAP Dubuque owbu o ue M wf aT F0 O aorpool'T 033 Pump Home bop 022 G JQIrIr�11V110�I1�1 lS ' �Qll�l �l5 fl� 023 3 SRE 20027pQ 0 gdk 027 Fueg Form FOICCURY Not Shown 0 a Il Army Reseove 0 UM&DW 0 a 0 NodoO h2ese 11" 0 uNdko 0 36 ATChorp COM eft / 037 WQ WLT pomp oc" R 038 0 WOULT Rex o &T Figure 7. Inset Map #3 2017 Aerial Image of the Southern Half of Airport Building Complex Source: City of Dubuque GIS 7 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: 2. Methods and Sources The objective of this Intensive Architectural/Historic Survey/Evaluation was to evaluate the National Register of Historic Places (NRHP) eligibility of two buildings proposed for deconstruction at the Dubuque Regional Airport located in Dubuque County, Iowa. Historical research was conducted by City of Dubuque Assistant Planner Wally Wernimont using information, maps, photographs and other historical data provided by the Dubuque Regional Airport, Dubuque County Assessor, Dubuque Telegraph Herald archives, and City of Dubuque Geographic Information System (GIS). The overview of Dubuque's airport history was already well documented by Randolf W. Lyon in the Encyclopedia Dubuque and is included as part of the Historical Overview section of this report. The field photography was completed on June 7, 2019 and July 15, 2019 by Dubuque Regional Airport Accountant Cheryl Sheldon. Todd Dalsing, Dubuque Regional Airport Operations and Maintenance Supervisor, assisted with provided several historic documents as well as providing oversight with verifying building/structure names and usage. 3. Previous Studies No previous studies or site inventory forms could be found for the subject property in the City of Dubuque Historic Property Inventory. On May 20, 2019 Assistant Planner Wally Wernimont contacted the State Historic Preservation Office Historic Preservation Program Manager Berry Bennett to verify if they had available records. Mr. Bennett noted that there are no previously inventories or evaluations for NRHP eligibility or than archeology reports. He provided the following archeology reports as they relate to the property. ■ Phase I Archeology Study conducted in 2006 by the Louis Berger Group for proposed Runway 13 Safety Area Improvements. This study (R&C #050231088) found that no historic properties would be affected. ■ Phase I Cultural Resources Investigation for Proposed Improvements at the Dubuque Regional Airport conducted in 2005 by the Louis Berger Group. This study documented 258 acres of land adjacent to the Dubuque Regional Airport where the Dubuque Terminal Building (built 2015) and associated parking lot and driveway. An archeological investigation identified 8 potential sites. All of the sites were found to not be National Register Eligible. Iowa Site Inventory Forms (31-05429 — 31- 05431) were prepared for buildings located on the Bradley Farmstead. The farmstead was found to not be National Register Eligible as well. ■ Intensive Phase I Archaeological Survey for the Proposed Extension of a Water Main and Sanitary Sewer to the Dubuque Regional Airport conducted in 2013 by Wapsi Valley Archeology, Inc. The archeological investigation identified 6 potential sites. Three of the sites were identified H DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: as not National Register Eligible and the remaining three sites had no National Register Eligible Determination and were recommended to be avoided. These sites to be avoided are not located where the proposed buildings will be deconstructed. 4. Historical Overview This section is credited to Randolf W. Lyon of the Encyclopedia Dubuque Carnegie - Stout Library Foundation. Who already had prepared a comprehensive Dubuque Airport History. This information was accessed on June 17, 2019 at http://www.encyclopediadubuque.orp/index.php?title=AIRPORT. Where relevant, additional newspaper references were added as well as images. In 1928 articles of incorporation were filed with the Iowa Secretary of State for the Iowa Airport Company Inc. whose president was William McBoyle. The articles detailed plans of the company headquartered in Dubuque to engage in establishing "flying fields," the buying and selling of airplanes, the transportation of passengers, and in aerial photography and advertising. In May, 1928 work on Dubuque's first municipal airport, located north of the city along Sageville Road, was announced as nearly finished. (`Dubuque Airport is Incorporated," Telegraph Herald and Times Journal, May 20, 1928). Swamp land at the south end of the field had to be filled and high lines to the north had to be removed. Parking space was being provided to "allow autoists to view antics of the machines from their machines." ("Advantages of the Dubuque Airport Demonstrated," Telegraph Herald and Times Journal, May 27, 1928). Dubuque's first airport, established by McBoyle's company, opened May 20, 1928 at Nutwood Park on land the city leased from Interstate Power Company. Among the "firsts" claimed that year was the flight of Lenore Roshek, the first woman in Dubuque to make a! solo flight. (Swenson, Jim. "Taking Flight," _ Telegraph Herald, December 17, 2017). The site proved useful and entertaining with flying demonstrations by daredevils like Lincoln Beachey. The development of the airport was. carried out with the help of William J. Mackenzie, airport specialist with the United Figure 8. Image of Nutwood Park Airfield Source: Encyclopedia Dubuque States Department of Commerce, following an inspection of the site and a review of the vicinity. He made recommendations of a different location when air transportation demands made a change necessary. (34 The aeronautics branch of the Department issued a bulletin and map establishing the airport as accredited. With such status, however, came the requirement that the grounds could be used for nothing except airplanes. W1 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: ■IFS 111111'"400 Figure 9. Dubuque's First Airport, 1930's Image, Nutwood Park Airport north of Dubuque Source: Telegraph Herald June 19, 1998 The field, leased for five years to William McBoyle, was opened with three planes for those wishing to make commercial flights or take short pleasure rides. In time the airport was avoided by pilots who generally found no service and the grounds not mowed. Snow posed special problems. Planes not equipped with landing skis were often signaled not to attempt to land. ("Clear Snow from Dubuque Airport," Telegraph Herald and Times Journal, February 19, 1929). The lease with three years to run was surrendered to the Chamber of Commerce which paid a financial settlement (`Dubuque Airport is in new hands," Telegraph Herald and Times Journal, January 3, 1930). The second lease was awarded to twelve young enthusiasts of Dubuque Airways, Inc. who operated the airport until 1934. In the first year the field was opened, 42 Dubuque residents soloed at the field; 2,333 were given sightseeing tours; and 65 went on cross country trips. (Simplot, John. "Dubuque `Up in Air' Long Time," Telegraph Herald, December 6, 1953). Concerned about the condition of the field, the men hired Dewitt Collins as manager, instructor and pilot. The twelve businessmen purchased Collins' two -passenger, open cockpit Waco 90 before purchasing a four passenger Stinson Detroiter, known as "Miss Dubuque," for charter. A glider club was also planned (`Dubuque Airport is in new hands," Telegraph Herald and Times Journal, January 3, 1930). Nutwood Park proved a poor location for an airport. Surrounded on the east and west by hills, all landings had to be attempted from the north or south regardless of wind. High-tension telephone lines on the north and a swamp and tall smokestack on the south increased the danger. The facility had one runway, a 1,320-foot sod strip. In 1933 the Dubuque City Council purchased 162 wild and woody acres of City Island for $10,000. Unemployed men, recruited by the Civil Works Administration during the Great Depression, leveled trees, ripped out stumps and slashed away underbrush. After extensive grading, two runways, each 2,600 feet long and 100 feet wide, were constructed of macadam and cinder surface. The new airport was reached by a road linking the site to the foot of East 16th Street. (Kruse, Len. "City's first airport opened quietly," Telegraph Herald, June 19, 1988). 10 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: R 7 Figure 10. Unfinished hangar at the City Island Airport in 1935. Source: Telegraph Herald Operations at the City Island airport began in June 1934, when two Dubuque Airways planes were flown to the site from Nutwood Park. With no hangars or gas tanks, planes had to be tied down at night. Nutwood Park's metal hangar was later dismantled and rebuilt at the new site; a new hangar with an office was constructed within one year. Electricity was supplied by a portable gas -powered generator. There were "His" and "Her" outhouses. Business at the City Island airport was not brisk. Lewis Boxleiter, Collins' successor as airport manager, applied for a low -flying permit and inspected high transmission lines when foul weather prevented linemen from driving over snow -drifted roads. Each spring because of floods the planes had to be flown to high ground in Waterloo, Iowa, or Galena, Illinois. In 1938 sixty-four days of business at the City Island airport were lost due to flooding. The airport flooded from March 31 until April 17 in 1939. It was submerged again on April 28. In 1939 Dubuque was visited by T.E. Flaherty, acting regional airport engineer for the Civil Aeronautics Administration. A solution to the flooding of the airport seemed urgent since Dubuque seemed likely be placed on an airmail and passenger route. Petitions for a Chicago (Illinois) -Cheyenne (Wyoming) route through Dubuque, Mason City and Sioux City had been filed with the Interstate Commerce Commission. Flaherty told city officials that other cities were quickly constructing suitable sites for airports realizing that being left off a route could doom a city's development. A $100 million appropriations bill to help cities construct airports was to be introduced in Congress. (Goettler, William. "Engineer Offers Tips for Dubuque Airport," Telegraph Herald, May 28, 1939). Flying around the Dubuque area in an airplane owned by the Telegraph Herald, Flaherty stated that the elimination of obstacles to landing was essential. Long runways were needed. He recommended that the city not be concerned with building an airport ten miles from the city. Travel time, he reminded them, was cut with automobiles and was only a concern within the city limits (Goettler, William. "Engineer Offers Tips for Dubuque Airport," Telegraph Herald, May 28, 1939). In 1939 a site six miles south of Dubuque was chosen and called temporarily Bradley Field. Flying instruction began in earnest in January 1940, with the start of the Civilian Pilots Training Program. After the start of World War II, operations at the airport were temporarily halted and city police were assigned to guard the site. ("Activities Resumed at Dubuque Airport," Telegraph Herald, December 12, 1941). A new hangar was constructed. The navy's objection to the city's inadequate airport led the Chamber of 11 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Commerce to conduct a survey as a first step in establishing a first-class airport for the city. In November 1942 voters authorized the city council to establish an annual levy not exceeding 3/4 of a mill for the purchase of a site in Table Mound Township for the development, maintenance, and operation of an airport. The city was assured of a Works Progress Administration grant for this construction ("End of WPA," Telegraph Herald, January 27, 1942). Following the election, however, all WPA activities were halted by presidential order. An estimated 80-100 people were affected by the closing of projects in the city. Some of these included women employed in clerical work, but the majority were men employed on county highway project. ("Discuss New Airport Here," Telegraph Herald, October 6, 1942). CAA officials associated with the Navy flying program at Loras College had inspected the site and believed a CAA grant for the airport could be arranged. Acting on this, the city council authorized the mayor to appoint a committee from the council and other city officials to contact federal agencies regarding a grant. Land was purchased south of the city in March 1943, for the planned $2.5 million facility. City manager Albin Anton Rhomberg, Fred W. Woodward of the Telegraph Herald, and Msgr. M. J. Martin, president of Loras College obtained a $600,000 appropriation from the Civil Aeronautics Administration for a class-4 airport after working with Senator Guy M. Gillette. (Untitled article, Telegraph Herald, June 15, 1943). In 1944, 440-acres were purchased off U.S. 61 for $130,000. To construct the plateau for the new airport on hilly ground an estimated 4 million cubic yards of earth had to be moved. (Kirchen, Rich. "Airport Fortunes Have Soared, Been Grounded," Telegraph Herald, June 16, 1988). In 1946 the two lowest bids for the airport runways were offered by the same company, S.J. Groves and Son of Minneapolis. One bid was for concrete and the other was for asphalt. When the board of directors of the Dubuque Chamber of Commerce found the difference was $5,356, it agreed to underwrite the difference so that the concrete could be obtained. ("Chamber Underwriting $5,325 Bid Difference," Telegraph Herald, June 23, 1946). Procedures to close the City Island airport began in August 1948. Airport manager Clifton P. Oleson was authorized by the city council to place a large "X" in the center of the landing strips indicating the official closing of the airport. The runways remained intact for two months to allow for emergency landings. Landings and takeoffs were not permitted after October 18, 1948. Gravel was taken from the runways and dirt was then removed for covering the 16th Street dump. ("Island Airport Being Torn Up," Telegraph Herald, October 17, 1948). The Dubuque Municipal Airport south of the city was dedicated on October 24, 1948 with five jet-propelled p-80s participating in the airshow. 12 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Unofficial estimates of the number of private, commercial and military places on the field during the Sunday program at over 300. The crowd was estimated at between 22,000 and 24,000. ("Dubuque Municipal Airport Dedication Rites Attract Thousands; Jet Featured," Telegraph Herald, October 25, 1948). The first terminal building was constructed in 1949. Dubuque residents voted to form an independent airport commission in a 1950 referendum. In a little known aside to the opening of the new field, airport manager Oleson announced that Ben Arquitt, an operator at the new field, was scheduled to open a seaplane base at the Ice Harbor making Dubuque a complete terminal for water and land flying. ("Oleson Talks on Air Future," Telegraph Herald, August 5, 1948). I 1950 h H d 'd d t h Figure 11. Many attend the dedication of the Dubuque Airport in 1948 Source: Telegraph Herald October 25, 1998 n t o councl ecl a not o rename t o Figure 12. Dubuque Terminal Building airport. Consideration had been given to naming it in the early 1950's in honor of former councilman Richard L. Wynes. Source: Encyclopedia Dubuque The opinion of the city's attorney was that the federal government would not honor such a request. ("Council Drops Plan to Rename Airport," Telegraph Herald, September 15, 1950). The needs of the Dubuque Municipal Airport to handle the traffic expected by 1970 was the subject of a report written in 1962 by the Airport Commission when only Ozark Air Lines serviced the city. Among the conclusions were that a control tower and new terminal building should be built in 1966 with gradual improvements of hangar facilities between 1964 and 1973. A study, carried out by Commonwealth Associates, Inc. of Jackson, Michigan, later recommended installing approach lighting in 1972 and an instrument landing system in 1979. The cost of the improvement program would be about $1.23 million with $683,500 provided by the federal government. The study was based on the idea that Dubuque would be serviced by two and possibly four airlines by 1978. ("Airport Future Charted," Telegraph Herald, September 23, 1962). Ozark played a significant role in commercial airline service to Dubuque for years. In 1955 the airline provided Dubuque with its first commercial airline flight. The city's first jet flight was due to Ozark in 1961 and the first DC-9 twin engine jet flight came in 1967 with the main runway extended by 900 feet to accommodate the big planes. It ended in 1981 when Ozark, which had received about $1 million in federal subsidy, lost the aid. Dubuque was left with two commuter airlines linking the city to other airports. (Kirchen, Rich. "Airport Fortunes Have Soared, Been Grounded," Telegraph Herald, June 16, 1988). 13 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 13. 1979 Image of Airport Terminal May 20, 1979 Telegraph Herald Photo In 1968 the Dubuque City Council voted to issue $490,000 in bonds for the construction of a new terminal building. Dedicated in November 1969 the building was four times the size of the original was expected to serve the community needs for 25 years (Kirchen, Rich. "Airport Fortunes Have Soared, Been Grounded," Telegraph Herald, June 16, 1988). , fi Noma Figure 14. 1968 photo of Earlier Terminal Building Source: June 16, 1998 Telegraph Herald Photo Mississippi Valley Airlines began its service to Dubuque in September 1971. This airline was purchased in 1985 by Air Wisconsin which continued Dubuque service until September 1987 under the name United Express. Construction at the airport included a new air traffic control tower in November, 1973. Parking meters were installed in the lots in 1978. Two new hangars were constructed for its new fixed -base operator, Crescent Aviation, in 1983 and 1984. In the latter year a new hangar and offices were constructed for American Central Airlines (Kirchen, Rich. "Airport Fortunes Have Soared, Been Grounded," Telegraph Herald, June 16, 1988). 14 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: In December 1984 the FAA grounded American Central for safety violations. The airline filed for bankruptcy and ceased operations in July 1985 leaving the city with payments on a $750,000 complex (Kirchen, Rich. 'Airport Fortunes Have Soared, Been Grounded," Telegraph Herald, June 16, 1988). On September 6, 1988, the name of the airport was changed from the Dubuque Municipal Airport to the Dubuque Regional Airport. This was done to more accurately describe the service area and serve as an aid in marketing. In that year the terminal, constructed in 1948, was given its first remodel. (Barton, Thomas J. "New Airport Terminal Lands Under Budget," Telegraph Herald, May 12, 2016). In that year Simmons Airlines American Eagle replaced Air Wisconsin as the link to Chicago - O'Hare; Iowa Airways began service to Iowa in October, 1985 and added service to Chicago -Midway; Midwest Aviation began service to Minneapolis in January 1987; and Great Lakes Airlines began service to O'Hare on May 1st. (Kirchen, Rich. "Airport Fortunes Have Soared, Been Grounded," Telegraph Herald, June 16, 1988). Dubuque residents were encouraged in 1991 to express their opinions on the airport and its operation. A survey was included in an issue of the Telegraph Herald in late September that was part of a study of the airport by an Annandale, Virginia consulting firm that specialized in airport operation. The $20,000 study, paid for by the city, would determine whether officials would try to attract more airlines. In addition to the newspaper survey, 700 surveys were sent to area businesses. Passengers waiting for planes were contacted in waiting areas. (Hanson, Lyn. "Opinions on Airport Targeted," Telegraph Herald, September 26, 1991). The Dubuque airport received $945,000 in 1992. This was to fund a master plan and the construction of a facility to house the aircraft rescue and firefighting equipment and personnel, airport maintenance crews and storage of equipment and supplies. The city of Dubuque provided a ten percent match to the Federal Aviation Administration grant. (Bergstrom, Kathy. "Dubuque Airport to Receive $945,000," Telegraph Herald, April 2, 1992). On March 31, 1993 Dubuque Regional Airport Commission members complimented Crescent Aviation for providing fixed base operator services including fuel for airplanes and maintaining private planes for nine years. The council then, however, voted to turn the duties over to the city. The change was expected to save costs. (Arnold, Bill. "Dubuque to Pilot Airport," Telegraph Herald, April 1, 1993). In 1995 the airport commissioned a study which found that 48% of Dubuque travelers flew from out-of-town airports with nearly 25% of these using Chicago's O'Hare International Airport. Stopping that "leakage" meant working with airlines to keep fares as low as possible and attempting to attract a third carrier into Dubuque. The latter effort was assisted by Senator Tom Harkin who attached added landing rights at O'Hare to a transportation appropriations bill. The Department of Transportation awarded the slots to Great Lakes Aviation, the parent company of United Express Airlines which then chose to base an operation in Dubuque. This gave Dubuque service of American Eagle, 15 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Northwest Airl_ink, and United Express by April, 1997. (McDermott, Brad. "New Runway to Expand Service," Telegraph Herald, October 5, 1997). Other changes included the primary runway repair in 1996 at a cost of $2.8 million. In 1997 the sign "Dubuque AirService" signified that the city was in charge of the airport's fixed -based operation. The city assumed control of the fueling and hangaring services in 1993 and in four years saved taxpayers an estimated $280,000. New construction during the 1990s included an aircraft rescue and fire -fighting building, a fire -fighting vehicle, water wells, and underground fuel tanks. Officials anticipated in the near future a $14 million project to rehabilitate and extend the airport's secondary runway. Once construction was completed, this runway would become the airport's primary runway. This was due to it being better suited to the prevailing winds and the topography surrounding the airport making this runway a more direct path (McDermott, Brad. "New Runway to Expand Service," Telegraph Herald, October 5, 1997). The Dubuque Regional Airport received the Federal Aviation Administration (FAA) "Airport Safety Enhancement Award" many times. In 1997 the airport held the nation's record with six consecutive years of perfect safety regulation compliance ---two years ahead of any other city. In 2004 that record had reached fourteen consecutive years. In 2007 the City of Dubuque announced its intention to construct a larger terminal building, but no time line was given for the completion of the project. In October 2013, the building structure of the new Dubuque Regional Airport terminal was completed, but interior work remained. The project was funded in part by the Federal Aviation Administration through the Airport Improvement program trust fund which is created through taxes on passenger tickets and aviation fuel. The Iowa Department of Transportation provided funds collected through aircraft fuel tax and aircraft registration fees. The airport needed to provide $5.2 million of non-federal resources to match the federal grants and development elements not eligible for federal funding. This local portion is generated by passenger facility fees, customer facility charges and general revenue funds. (Grierson, Robert A. "New Airport Passenger Terminal Facility," The Golden View, September 2013). The first large capital improvement project for the airport in decades, the terminal building was only a portion of the changes planned for completion in late 2016. The planned $39 million, 33,000 square -foot terminal tripled the space of the existing facility with a design that allowed for future expansion. Parking amenities, and airplane taxi spaces were also increased. (Jacobsen, Ben. "Airport Project Right on Schedule," Telegraph Herald, September 10, 2013). In 2015 there were 51,172 FAA -sanctioned operations at the Dubuque Regional Airport making it the second -busiest airport in the state. ("2015: A By -The -Numbers Review of the Year in the Tri-States," Telegraph Herald, January 3, 2016). The new airport terminal in May 2016 was six months ahead of schedule and $3 million under budget ahead of the June 9 grand opening. The 35,615-square-foot terminal cost $37 million with about 85% being paid for by the Federal Aviation Administration. The rest came from the City of Dubuque, airport revenues, and grants. The new terminal 16 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: was three times larger than the older facility. (Barton, Thomas J. "New Airport Terminal Lands Under Budget," Telegraph Herald, May 12, 2016). 5. Findings and Recommendations Narrative Description of Terminal Building Built in 1948 with a major expansion in 1969, the former Dubuque Regional Airport terminal sits on the northern edge of the airport. The airport is 1,220 acres in size and located in Dubuque County directly adjacent to the City of Dubuque corporate limits. The building site is located approximately 12 feet above the grade of Airport Road. The building is comprised of the 1948 original terminal building that is approximately 35'W x 901 with connection to the 1969 expansion that is T-shaped with approximate dimensions of 45'W x 1901 and a 16'W x 1061 northern portion of the building, forms the base of the "T" and is symmetrically aligned with the larger portion of the building. Both buildings are one story in height with flat roofs. and metal facades. As stated above, the original terminal building was significantly expanded in 1969 and in 1988 the entire terminal was substantially renovated and the fagade was altered. A June 16, 1988 article written by Timothy Chanaud of the Telegraphy Herald entitled, "Officials hope bring airport `modern age'," note several major interior and exterior changes made to the facility. It also states that, "Dubuquers may not recognize it when the work is done". Some of these changes included reconfiguring of the interior by addition office space, widening walkways, relocating ticket counters, adding door access to the tarmac, adding baby changing room, converting storage rooms to a concession bar, relocating doors to bathrooms, new carpet, painting scheme and furniture. The exterior of the building was cladded with metal facing that is red, blue and silver and the window and door openings were reconfigured. The article notes that portions of the old terminal building were converted to secured waiting area. Former Dubuque Regional Airport Terminal The original 1948 terminal building (expansion 1969) would have been locally significant under both Criterion C and Criterion A had it retained historic integrity. However, the original terminal building and its surroundings have been modified, leaving it without architectural/historic integrity. A June 16, 1988 article written by Timothy Chanaud of the Telegraphy Herald entitled, "Officials hope bring airport `modern age'," note several major interior and exterior changes made to the facility. It also states that, "Dubuquers may not recognize it when the work is done". Some of these changes included reconfiguring of the interior by addition office space, widening walkways, relocating ticket counters, adding door access to the tarmac, adding baby changing room, converting storage rooms to a concession bar, relocating doors to bathrooms, new carpet, painting scheme and furniture. The exterior of the building was cladded with metal facing that is red, blue and silver. Because it lacks historic and architectural integrity, and the surrounding area is not identified as a potential historic district, the terminal building is recommended as not eligible for inclusion in the National Register of Historic Places (NRHP). 17 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Maintenance Garage/Carwash The building was constructed in 1952. The structure has aluminum soffit and facia, garage doors have been replaced, window opening have been filled in, windows have been replaced with vinyl windows. The building is not individually eligible and the surrounding area is not identified as a potential historic district, the maintenance and carwash building is recommended as not eligible for inclusion in the National Register of Historic Places (NRHP). Dubuque Regional Airport as a Potential Historic District Excluding runways and aviation markers, the airport encompasses approximately 41 buildings and structures, only seven of which are of historic age (pre-1969), seven that date from the 1970's with the remainder of the buildings built after 1980. A comprehensive list of all structures and building age is located in Table 1 "Building and Structures at the Dubuque Regional Airport" and photos are located on pages 40 - 84 of this document Of the seven historic -age buildings, the 1948-49 terminal building does not retain historic or architectural integrity. The airfield electric vault and maintenance/carwash building have had expansions and alterations post -historic age that impact their historic and architectural significance. The pre-1930 farmhouse and detached garage have vinyl siding, vinyl replacement windows, aluminum soffit, fascia, window and door casings and lack architectural integrity. The 1953 Quonset Hut and 1965 G.A 8-Unit Hangar retains some historic and architectural integrity, and are the only buildings standing that could be considered contributing to a historic district, if one existed. The runways have been reworked, repaved, and expanded through -out the years. It is concluded that the existing airport does not retain sufficient integrity to be considered for inclusion in the National Register of Historic Places as a historic district. IN DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: n Am i Figure 15. 1950's Aerial Photo of Airport Source: City GIS 19 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: 4bl� Ism a a' s I a- ' Figure 16. 1960's Aerial Photo of Airport Source. City GIS imp mwbh Ir :k 20 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 17. 1970's Aerial Photo of Airport Source: City G/S HMV 9 .f• h. i � F■ � i T e1 21 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: , •r r 4 V Lsvi4z LC 46 I .S Y Ilk y Figure 18. 1980's Aerial Photo of Airport Source: City GIS 4" 22 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 19. 1994 Aerial Photo of Airport Source: City GIS � O-- ��lAi1MM� r .■lllllllr■ �Ir � �� i���e 23 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 20. 2000 Aerial Photo of Airport Source: City GIS ALM �11 • i 1! Fl. 24 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 21. 2002 Aerial Photo of Airport Source: City GIS � •I 25 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: .14kd Figure 22. 2004 Aerial Photo of Airport Source. City GIS 5 + 'a y � mm 26 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 23. 2005 Aerial Photo of Airport Source: City GIS E 27 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: r I � F, n y + i i� Figure 24. 2007 Aerial Photo of Airport Source: City GIS r IRWIN- �.ie .. - -•'.lc TaS Y.r Ks�li -Mn--=-.------------------ --- -- 142 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 25. 2009 Aerial Photo of Airport Source: City GIS man 29 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: > x , t l LV& .. r �f Figure 26. 2010 Aerial Photo of Airport Source. City GIS Pi P1 ■i 30 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 27. 2011 Aerial Photo of Airport Source: City GIS 31 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 28. 2013 Aerial Photo of Airport Source: City GIS 32 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: k:f� #'=Y- 41 Figure 29. 2017 Aerial Photo of Airport with 2011 LiDAR Contours (2) Source: City GIS 33 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: • of BuildingsDubuque .Airport Building BuildinglD# Address YearBuilt Airport Terminal 131 10965 Aviation Drive 2015 G.A. 6-UnitT Hangar (2006) 62 11120A Airport Road 2006 G.A. 8-Unit T Hangar (2006) 133 11120B Airport Road 2006 G.A. 8-UnitT Hangar (2010) 64 11120C Airport Road 2010 G.A. 8 Unit T Hangar (2010) 135 11120D Airport Road 2010 Box Hangar 66 11120H Airport Road 2010 Box Hangar 136 11121H Airport Road 2010 Cottingham & Butler Hangar (Hangar#81) 67 11118B Airport Road 1985 Wings of Dubuque Hangar (Hangar #82) 138 11118A Airport Road 1975 G.A. 8-UnitT Hangar (1963) B9 11120F Airport Road 1965 Flexsteel Hangar (Hangar#89) 1310 11052B Airport Road 1980 Air Methods Hangar (Hangar#88) B11 11052A Airport Road 1975 Crescent Hangar (Hangar #87) B12 11050 Airport Road 1973 Airport Quonset Hangar B13 11038 Airport Road 1953 DBQAirTraffic Control Tower B14 11036 Airport Road 1980 American Hangar- UD B15 11018E Airport Road 1982 U D Operations School - Current B16 11016 Airport Road 1977 Iowa Hangar B17 11018A Airport Road 1984 Old Maintenance Garage - Car Wash B18 10908 Airport Road 1952-1965-1985 Airfield Electrical Vault B19 10908 Airport Road 1953-1965-1985 Old Terminal / FAA Tech Ops Office B20 10966 Airport Road 1948-1968-1988 Dubuque Jet Center/Blue Skies over Dubuque/FBO Hangar B21 11000 Airport Road 1984-1984-1984 ARFF/Maintenance B22 10780 Airport Road 1994-1994-1994 Snow Removal Equipment (SRE) Storage Building B23 10753 Airport Road 2005 University of Dubuque Babka Flight Center B24 10656 Airport Road 2019 Airport Beacon B25 DMARC Communications Building (Under Construction 2019) B26 10953 Airport Road 2019 Fuel Farm Facility B27 Konrardy Hangar B28 10876 Airport Road 2017 MGI Hangar B29 10906 Airport Road 2018 North Farmhouse Detached Garage B30 11089 Airport Road North Farmhouse B31 11091 Airport Road Pre-1930 Maintenance Garage B32 Post-1970 Pump House Shop B33 Self-Fueler Facility B34 2006 A.Y. McDonald Hangar (Hangar #83) B35 11094 Airport Road 2001 Jackson Concrete B36 10634 Jet Center Drive 2005 Water Pump House - City of Dubuque Water Dept B37 2016 Water Reservoir - City of Dubuque Water Dept. B38 2016 Windstar Bus Line B39 10608 Jet Center Drive 2005 United States Naval Reserve Center B40 10687 Jet Center Drive 1970 United States Army Reserve Building B41 10679 Airport Road c.1970 34 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 30. Two Views of B1— Airport Terminal Building (Built 2015) Photo taken July 2019 35 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: t _ I F 1 I Figure 30 Continued. Two Views of B1 — Airport Terminal (Built 2015) Photo taken July 2019 36 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 30 Continued. Two Views of B1- Airport Terminal (Built 2015) Photo taken July 2019 37 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 31. Two Views of B2 - G.A. 6-Unit T Hangar (Built 2006) Photo taken June 2019 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 32. Two Views of B3 - G.A. 8-Unit T Hangar (Built 2006) Photo taken June 2019 39 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 33. Two Views of B4 - G.A. 8-Unit T Hangar (Built 2010) Photo taken June 2019 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 34. Two Views of B5 - G.A. 8-Unit T Hangar (Built 2010) Photo taken June 2019 41 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 35. Two Views of B6 - Box Hangar (Built 2010) Photo taken June 2019 42 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 36. Two Views of B7 — Cottingham & Butler Hangar (Built 1985) Photo taken June 2019 43 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: i Figure 37. Two Views of B8 — Wings of Dubuque Hangar (Built 1975) Photo taken June 2019 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: =AL' - - --------- Figure 38. Two Views of B9 - G.A. 8-Unit T Hangar (Built 1963) Photo taken June 2019 45 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 39. Two Views of B10 Flexsteel Hangar (Built 1980) Photo taken June 2019 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: � I 4 Figure 40. Two Views of B11 - Air Methods Hangar (Built 1975) Photo taken June 2019 47 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 41. Two Views of B12 — Crescent Hangar (Built 1973) Photo taken June 2019 .; DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 42. Two Views of B13 — Airport Quonset Hangar (Built 1953) Photo taken June 2019 M DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: W if. i Figure 43. Two Views of B-14 Air Traffic Control Tower (Built 1980) Photo taken June 2019 50 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: I it 111 M 1 Figure 44. Two Views of B15 - American Hangar (Built 1982) Photo taken June 2019 51 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 45. Two Views of B16 — University of Dubuque Operations School (Built 1977) Photo taken June 2019 52 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 46. Two Views of B17 - Iowa Hangar (Built 1974) Photo taken June 2019 53 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: 7 �I �.- ---WNW Figure 47. Two Views of B18 — Maintenance Garage/Carwash (Built 1952 & Remodeled/Expanded 1985) Photo taken June 2019 54 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: i 1 7 _ F l I J- - Figure 48. Two Views of B19 Electric Field Vault (Built 1953 & Remodeled 1965 &1985) Photo taken June 2019 55 1 7 _ F l I J- - Figure 48. Two Views of B19 Electric Field Vault (Built 1953 & Remodeled 1965 &1985) Photo taken June 2019 55 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: F"m Figure 49. Two Views of B20 Old Terminal/FAA Tech Operations Office (Built 194811968) Photo taken June 2019 56 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 50. Two Views of B21 Blue Sky (Built 1984) Photo taken June 2019 57 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: C P Y Figure 50 Continued. Two Views of B21 Dubuque Jet Center & FBO Hangar (Built 1984) Photo taken June 2019 W-1 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 51. Two Views of B22 — ARFF/Maintenance Building (Built 1994) Photo taken June 2019 59 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 52. Two Views of B23 — Snow Removal Equipment Storage Building (Built 2005) Photo taken June 2019 .6 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 53. Two Views of B24 — University of Dubuque Babka Flight Center (Built 2019) Photo taken June 2019 61 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: K .I i �r it Figure 54. Two Views of B25 - Airport Beacon Photo taken June 2019 62 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: . `4 - Al sk i Figure 55. Two Views of B-26 - DMARC Communications Building (Built 2019) Photo taken June 2019 63 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: T j ' vn•• ! f{ ri ■ Illj1■■IR�I��Ilfi•1�� 1��� j 11 F �I L Figure 56. Two Views of B27 - Fuel Farm Facility Photo taken June 2019 .A DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 57. Two Views of B28 - Konrardy Hangar (Built 2017) Photo taken June 2019 65 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 58. Two Views of B29 - MGI Hangar (Built 2018) Photo taken June 2019 M. J .cam r Imam yyy [ x ' DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: =4 _ IFF who Figure 60. Two Views of B31 - North Farmhouse (Built Unknown) Photo taken June 2019 .: DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: .�, N L _. Figure 61. Two Views of B32 - Maintenance Garage (Built Unknown) Photo taken June 2019 .• DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: °N�IM ,INI Figure 62. Two Views of B33 - Pump House Shop (Built Unknown) Photo taken June 2019 70 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: too� 0a SELFSERVE p A�waeiE �k 5ELF5ERq Figure 63. Two Views of B34 - Self Fueler Facility Photo taken June 2019 71 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: a Figure 64. Two Views of B35 - A.Y. McDonald Hangar (Built 2001) Photo taken June 2019 72 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 65. Two Views of B36 - Jackson Concrete Pumping Inc.-10634 Jet Center Drive (Built 2005) Photo taken June 2019 73 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 66. Two Views of B37 - Water Pump House (Built 2016) Photo taken June 2019 74 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 67. Two Views of B38 - Water Reservoir (Built 2016) Photo taken June 2019 75 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 68. Two Views of B39 - Windstar Bus Lines Facility (Built 2005) Photo taken June 2019 76 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 69. Two Views of B40 — United States Naval Reserve Center (Built 1970) Photo taken June 2019 77 DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: Figure 70. Two Views of B41— United States Army Reserve Center (Built c.1970) Photo taken June 2019 f.] DUBUQUE REGIONAL AIRPORT —In -Depth Architectural/Historic Survey/Evaluation Report: 6. Major Sources City of Dubuque ArcGIS, 1950-2017 Aerial Photography, accessed June 2019 Dubuque County Assessor's website, https://beacon.schneidercorp.com/?site=Dubuque CountVIA , accessed June 2019 Dubuque Regional Airport Master Plan Update July 1995 prepared by Rust Environment & Infrastructure Dubuque Regional Airport Master Plan January 2005 prepared by Coffman Associates Dubuque Telegraph Herald Newspaper Articles as cited in document from the following dates: May 28, 1939; December 12, 1941; January 27, 1942; October 6, 1942; June 15, 1943; June 23, 1946; August 5, 1948; October 17, 1948; October 25, 1948; September 15, 1950; December 6, 1953; September 23, 1962; May 20, 1979; June 16, 1988; June 19, 1988; October 25, 1998; September 26, 1991; , April 2, 1992; April 1, 1993; October 5, 1997; September 10, 2013; January 3, 2016; May 12, 2016; December 17, 2017; Field Photography conducted by Airport Staff member Cheryl Sheldon taken June 2019 Grierson, Robert A. "New Airport Passenger Terminal Facility," The Golden View, September 2013 Iowa DOT County Outline Map, lowadot.gov website, accessed June 2019 Randolf W. Lyon, "AIRPORT." Encyclopedia Dubuque. Carnegie -Stout Library Foundation. Accessed on June 17, 2019 at http://www. encyclopediadubugue. org/index. php?title=Al RPORT. Telegraph Herald and Times Journal Articles as cited in document from the following dates: May 27, 1928; February 19, 1929; January 3, 1930 79 Appendix G Airport Layout Plans -;(JBUQUE REGIONAL AIRPOI T Airport Master Plan Ill.ZlifellrIf] kiIIT, Fil VICINITY MAP z1- AIRPORT LAYOUT PLANS Prepared for the DUBUQUE REGIONAL AIRPORT DRAWING INDEX 1. TITLE SHEET 2. AIRPORT DATA SHEET 3. AIRPORT LAYOUT DRAWING 4. PT 77 AIRSPACE DRAWING 1 5. PT 77 AIRSPACE DRAWING 11 6. PT 77 AIRPORT AIRSPACE PROFILE RUNWAY 18-36 7. PT 77 AIRPORT AIRSPACE PROFILE RUNWAY 36 8. PT 77 AIRPORT AIRSPACE PROFILE RUNWAY 13-31 9. INNER PORTION OF THE APPROACH SURFACE DRAWING RUNWAY 18 10. INNER PORTION OF THE APPROACH SURFACE DRAWING RUNWAY 36 11. INNER PORTION OF THE APPROACH SURFACE DRAWING RUNWAY 13 12. INNER PORTION OF THE APPROACH SURFACE DRAWING RUNWAY 31 13. RUNWAY 18-36 DEPARTURE SURFACE DRAWING 14. RUNWAY 13-31 DEPARTURE SURFACE DRAWING 15. TERMINAL AREA DRAWING I, NORTHEAST 16. TERMINAL AREA DRAWING 11, WEST SIDE 17. TERMINAL AREA DRAWING III, TERMINAL EXPANSION AND CARGO AREA 18. LAND USE DRAWING 19. AIRPORT PROPERTY INVENTORY MAP I 20. AIRPORT PROPERTY INVENTORY MAP II � I a NOT TO SCALE IOWA COUNTY MAP FOR APPROVAL BY THE CITY OF DUBUQUE DUBUQUE REGIONAL AIRPORT (DBQ) TJZI ,WEIT DUBUQUE, IOWA PLANNED BY' C. Burks �� VO. REVISIONS DATE BY APP'D. DETAILED BY: D. PrzybyCien .-gan APPROVED BY: T.Kahmann ih1S0�r1<8tp.$ TME �cP�ED cE�LCPMEn. �s E��•c�MEM� September 2021 SHEET 1 of 20 Airport Consultants .conmanassoaares.con AMWEATHER WIT0 COVERAGE Run IRS Kn01X 13 Knda la KiAxc 'J! RrAnt R,m,n DF31 MR11% 9FJEfA. Ran P" xT log. gL3q% 4G)TA AMI$I.�.'. "A. 4iIP. RP,IDV� >y fi r r ar s r Y• °R q-E�IRQHLAIRPOFT NFYRIp OW�NP NAY81E OIYNER s � AFIPORT 6EAf]]H AWPORT AGOS I A1LT FAA FAA ��1111�� ♦� 36 4S LOGUlffRB FAA FAR OIJ]ESLOPE FAA Nalwllw,. Ichniku4. GME FAA rwm VOR FAA O„Nq, DWoar. A PAPN FAA 005ETNT)DAS. M+lAMYV,�Lewr,Nwo- Jn ,. iEPa-� PI AIA MALM MAUER FAA FAA RVR FAA OUTERMAFWM FAA LCCAMOUTERMARKER FAA SAWS YIEAT R SYSTEM FAA VORTAC FAA 3 VRID OfE.5 AMORT E MRL AfRPLpT mn ARPCM Magnetic Declination Of ° 3B' East Annual R.. o/Change 00° 03'W.. (Source: NOAA, NCEI, March 2020) IFR WINO COVERAGE Runways 1R5 Kn 13 Kmb IG KwE m Knx AZ40% R o Rw,n} I 4Aj)Ip 8� E I W 4 � you .� � 3 6 r y ' 3ECi>•RurIg13 To STANPApgi ARRR'PYFL TABLE ve pm W g M APPFK]YAl WTE RRSPACE CASE NJMgER 67ANpAi!❑NCC1FiE0 CEECF�7F]N ^� ® y 4 - NO APPROVED FICDIPCCAUONG TO ❑ESGN STANDARDS .r s �• s 46k i DUBUQUE REGIONAL A''II(RPORT (DBQ) 36 a'�•� AIRPQUgT/�SHEET DUUBBUQUE,IOWA a An. NVA R:uncaFlac..n PLANNED BY: C. Burks NO. REVISIONS DATE BY APP'D. DETAILED$Y: D. Przybyden C ff!ian QOTER+O,IKNK Ja.T+7IR ae,.r.MlAe, APPROVED BY: T.KahmannAssociates 1. TAE RRO En o EL01. N. lE Ery Ro Ery September 2021 SHEET 2 OF 20 Airport Consultants wvay.coffma ocla,es.com IIINIfAY ❑ATA TABLE RIMWAY 743E RMNIYAT T]i1 ou&nNa ltinMATi EXI81nN10 NLTIMATE RLFINAY dENTPICAtIDN +a � to 3G 13 31 t3 3t RLHYVAY DESIGN COpE IPLCI CirApp Saxe. C-A-2f00 GAME APPR4.ICH REFERENCE CGCE {APRLI PrYi7A0P. A'Yo'iA03 SAME g'Ipepp0. PNdppq, 7LWIi00 SANE pEPAFpURE REFERENCE LCIpE LDPRLT PN. OM1' SAN{ g!# LPI SANE RiJANAY SLP7FACE LIATERYAL LPNCRE7E SAME R�Mp1ETE SANE RLF//WY PAYENENr BTREH3TH HIEEL LOApHG IW 1HOU6AfC 1l8. p] Tb ISy Ira IPS rn RD] SANE TS W A +�31❑A a,E f2❑] SANE RLHNNAY PAVEMEHr 83RE15`TILPp1 5aRfdlOT SANE bTRYC!]iT SANE RIAJNAY PAVEMEHr SIAFACE 1REATLIEIR Ri.OaNAY EFFECiNE GRAL/EHT f31E00JED ae7% SAME 0.57f T GiIDDVEf1 p.2rA SAME SANE RIANVAY Y/lA COVERAGE 9681%a 16KW]n3 (A7'i ShNE 9T.OFlL ®18 KHOT8IRVVI SAME 9fi.fili TAn1FAr DATA 7AeL€ TAXIriAV ♦7ESIDHAl10R TOr TAXIWAY WIpTN LSTANGAPpI TA%IriAT 6GA�ANO�N T'�IYfRY Og,FCT FREE AREA DINEWION TA%ILRNF O&IELT FR7� AREA dNEHblp1 TA1gWRT CL 1T] Fl%POOR NOVEAYLE OyIECT iEaN TAXIYfAYd TA%ILAHE 9EPARAIFON 7A%IWRy LIOI[11Hf3 F]tl811110 - A IPG7 51ras PSl TB' 1I1' 1fe' 686 Y.S I44 Mjn g 1pG r 5C p6V 77 1af' 11C 68F 7.S Ip'y Mln C IP❑7 EQ [JSj 7a' fat' 17B fibs T.S I44 MpL ❑ 1W3 ]F3C P61 79' +at' 156 6aS TS 10$ MjIL E ipGr lar (sS) 7Y +]7' 77B 60.5 i.y IG7 Mln F 1pG3 9P W6'V ii ,at' r19 !bF 7S IDS Mjn C 1pG 2 90' AFI T9' 17f' S7! F3.9 7.S IpF Mln H 1P32 7g p91 Ti' ,3f' ttg 66.5 T.S' ,D5 MI8 FM7N6 A ipG] Stl s1B' +06' +6r ?3 +a 17r MNL R1 TpGa Try ,IS` +Sb' 1Sr SZ lar Min A3 ipG3 'A f1B' fY/ 1P1' 93' 1S7 Mln R7 T❑O3 Str s1P 1B6' 16T P3 ia 17r MrtL Rd rpG] 5A f1F 1!P 1b1' 45 ia 1S7 Mln R7 TDG 3 5tr ,1F 1B6' tfir 93 ia 15i MrtC 81 TD03 'A ,IF 1% 18? 95 +J 132 MISL er 7W 3 'A s1B +%' 167 93 +Q ,Sz MI1L 9J TDO3 'A ,18 106' ICI 93' +J ,37 M11C BL TpG ] 5P s+g +!S' 16r 93 +J s57 Mln C 1❑S ] 5tr „B' ,!6' +67 53 +C ,5r Nln ❑ 1DKl ] w +,e 1% usr 93 +J +sr Nln ❑+ TpG] 88 ,fe' ,as +sr 83 ,c +ar M{n Dz NDG 3 SV „B' +%' +6r 93 +C ,5r Mln [n rota en ,IO' ,ee• +s7 ea ,Ir +ar MIn DA TpG 3 Str ,+B' +86' +67 93 +J ,7T Mln E TCx73 'Jtl+6z 9S +P ,57 Mln r s❑c a Str +1S' 1!6• +sr sa ,c +ar wn G 7❑03 � „B' 18G' 167 83 IP ,57 M17L H iT183 SR ,10' 186' 167 >R ,R ,57 MRL HI TD33 57 1+S 186' 167 93 IP ,77 MRL IC Tba3 SO 11P 186' 167 33 1P 157 MIn H3 iD3a SO' ,Ig +%' 1b7 9T IC ,!7 Mln H1 i❑03 'A ,1S 18E' 16T Y] Iry ,S7 Mln J 1DC33 BR f18• 106' 1fiS >6 IP NET MIR J7 70G 3 54 ,+s 13P 167 R3 Iry ,67 MITE � TD33 6tr 118' 1a6' 16a 93 IA 15T MnC J9 iD33 5V ,+S ,86' IS? S] Iry ,Sr MITE JI 1W 3 5V ,18 1B6 1G2' 9J IO 1ST MIR JS TOO 2 'A 11B' 10E' 162' 8] IP 197 MITE $ TOG 3 SO 118' 186' 167 93 ,C ,SS MDL 1r lopa SS PIP 188' 161' 83' 10 1'r? MnC Ja TOG SR f1fi 1B6' 162' 85 10 1`.? NIR FIRPORT PLTF - BIIBIlOUE PBG101MLL AIRPORT IO$O] pY1NER FONT OF PUgUC1ME WlA[R' DL9WIIE 6]9NTR0 uLY1MATE AIRPORT REFERENCE CAGE [A1G] CA C-0i MEAN MNOAIIM TEA3PETHTLriE OF HOTTEST MOHIH 71.P SAME AIRPORT ELEVA110N NWV08C] 1Q7G.4 SAME AIRPgRi WIVN]A]RY{ AIDS ILSd LFlC pey LOfJpMF 8C ]19j. LCC [d11 R➢IAY GPB pA A0. Ixa,y VON {9R 15 all AaiPLRi BEACOR MRLGR 131,35} MA19 y131. PAPF6 IIfi. 9d 1a.911 ES n LOC {3fi} LDGIXAE SC {19] LOC{]Iy RNAV aPG 110. 3l. 1a,3+1. VqR (dfi, 19. Sty ARPORi $EACtN, hWLSR f18,31,38j AIALS ItaA PAPH j1E SR 19311 A]RPpRT REFERENCE PpHi{A11PI C1rJOWXNA7E$ lH°'p &1) dYIf971iN A2910.[70N 9Vi7y1.1T W aVA234.SP W MSCELLANEauB FApJIE9 ASOS. F� xIr1L. WM[Ep MMn CGd{E. GLPPLEMEMFL HTIO COPES A303. HRL, MRL LCJ/IED WEA CONE. 51)PPLEMEM1fTAi YRND CONES DESIGN CAf1IULAA'q"..PAFi ER.A1d5 ER.L1 T4 WINGSPAN OF CESK.W ARCRAFT (FEET} BR92 1pl.ii APPRCIAGI SPEED OF ❑ESGHAFOULAFT ptNpf7s] l21 SAME 1/JpERra1RrIMpE 1HD1H f]F DES16H AaE[JSAFT IFEETI W.TE 7Q8 MACMETC pECLIHATION [PEC7VEE51 81' aS EF,7 SAME OELLCJAIgM PATE L,R7.n ❑ECLXNIIp/! 50� NDAA. NCEI NPLAG O]OE P a STATE SYSTEM DEAN ROLE CS Cfi RUNWAY RBLLAR®❑IS TANLE E45TING uL7\IA TE EpGTPIG YLTRIPTE 7! 36 t! 36 1a al t3 5t TAKE CFF RUN AVAILABLE [RaPoy ES2T N9YT 73Qg' 7E00' bl02 SSOT SAME SAME TAKEGFF 170TANCE AVANABLE {rOORI b37T X94T iW7 7887 687P' lmPr BAME BAME ACCELERhTE-0TLYP INSTANCE AYALAELE (AEPA1 OaIT bRi ifiGQ' is71R Beer bfivl SAME 9F•ME uHOHG ❑ISYANCE AVAILABLE IILA] $32T Gss7 Y9P8' i90Q' 6502' 63Q2' SAME SAME DEVIATIONS FROM FAA pEEIflH STANDARDS TABLE DE9CRF'T10T'i STAND4R!] PROPOSED MTDGAipN FENCE 990' FROM RUNWAY 38 END WRHN RUNWAY 30 BE EXTENDED AND OBJECT FREE AREA TO MEET OBJECT FREE AREA tppq' FROM RUNWAY END FM DESIGN STANDARD LIGHiE6 WIND CANE AND UMIGHRED ROFA TO BE CLEAR OF ABOVE GAOI.FJD RELOCATE LIGHTED WIND CORE AND UNLMd'iTED WIND CORE WIND CONE VgrIHH RUNWAY 13 31 ROFA OBJECTS PROTRUDING F180VE THE OUTS IDE OF Rl11NJAY 1337 ROFA NEAREST Pplf(T OF THE Ft4A GENERAL NOTES: 1. UNLESS NOTED OTHERWISE ALL EXISTING COORDINATES. ELEVATIONS, AND BEARINGS FROM DATA RECEIVED FROM MARTINEZ GEOSPATIAL, INC. 2. OTHER DATA SOURCES CONSULTED INCLUDE FAA AIRPORT MASTER RECORD FORM 5010, AND THE FAA AIRPORT FACILITY DIRECTORY htlp:lAvww.faa.goV/air_t ffiaight_infdaeroaav/digital_producta/d,MI AND hdp://webdalaaheet.(aaSi 3. HORIZONTAL DATUM: NORTH AMERICAN DATUM 1983-NAD83; VERTICAL DATUM. NORTH AMERICAN DATUM 1988- NAVD88. 4. THE EXISTING TAXIWAY EDGE SAFETY MARGIN (TESM) FOR RUNWAYS 1836 AND 13-31 IS 7.5'. THE FUTURE TESM DIMENSION IS 10'. 5. SEE TERMINAL AREA DRAWINGS FOR CLOSE -IN LANDSIDE DIMENSIONAL DETAILS AND BUILDING TABLES. 6. SEE INNER PORTION OF THE APPROACH SURFACE DRAWINGS FOR PART 77 APPROACH AND OBSTACLE CLEARANCE SURFACE PENETRATIONS. 7. ROAD ELEVATIONS AT APPROACH SURFACE INTERSECTIONS ADJUSTED FOR PRIVATE, PUBLIC AND HIGHWAYS 8. EXISTING FENCE HEIGHT IS VAGL. FUTURE FENCING HEIGHT TO BEV AOL. SURVEY N *PJ ENTS RESIGNATION PEINANENT IDENTIFIER LATITUDE LONGITUDE DUDUDI-EAPTARP W02R 42241024798 M:473233734 WQA Cf9357 42.234943922 D90e424006573 DBQB DF9358 42'240043415 LBO'd T5741636 SEE DEPARTURE SURFACE DRAWING FOR DEPARTURE SURFACE PENETRATIONS: EXISTING/FUTURE TYPE 7, 1000'x7512x12152'z6180' 1 SEE IPASD FOR OBSTACLE " ,400.3RE 00 xj Xi.RUNWAYs° CLEARANCE G/FUTU ETY E4,400.3400 EXISTING/FUTURE TYPE 4, E%IFUT CHRPZ 1 APPROACH RPZ EPT77 RUNWAY 31 34:1 PT 7] LPV APPROACH 301520'x10000' EXISTINGIFUTURE TYPE 6, 300'x1520'x10000' c, _ // 25001000'%1750' 01 / PARTIALLY OWNED VISIB1000'ILITY VISIBILITY MINIMUM I/2 MILE MINIMUM 112 9. ALL SAFETY AREAS, PART 77 APPROACHES AND OBSTRUCTION CLEARANCE SURFACES TO BE CLEARED AND GRADED PER PER FAA AC 150/5300-13A AND FAA EB NO 99A. - H'hwaYBf 10. OL= OBSTRUCTION LIGHT O 7 3C FOR APPROVAL BY r G.4Jl 38 �� CITY OF DUBUQUE 1 ' EX RUNWAY 31 p /� \. • �• uture� END EL 10622 _ cP i Non Av a�°n 42°2348.18" N / Ex Locellzac \\ baTE. s /se 90°41'S4.SY W CCCJJJ ' FAA APPROVAL STAMP I Y I � 116 r P t P°ea so er 112 /E AP rt / il: dr 3 Road /Ifi Ili l 27 DENSE TREES 25 �k Qx � 5 •``� iA G ' 3EE SHEETS IS-1] o4, Pb 26 NL Ob �`i \ o ave n FOR LNAL DETAIL- 2 19 iE�SM ITYPF bGC a`°P DIMENSIONAL / z // 0 Expenaea 1 / 9 tN it6 � I I l - - - - - - - - - 2326� ^ �. � �sA/'21 _ des .d _ � �p - 35 -JL_ 2227 A 39rvc° ' 1202 18 e5 ¢dk ail 112 1 - \ °re a u n 1I� DENSE TREES \ 103 13 � 0 I • I I� 9 EX RUNWAY 18 V / 1 DENSE TREES 3d:1 PT 77 NONPRECISION _ � �° �,- APPROACH - x� 4 Ak 1000 x4000'x10000' - VISIBILITY MINIMUM 1 MILE FUT RUNWAY 18 / } _ 90 DZ DZMIGN POINr S cea Relocated Alrpod Senl R d EL 1073.0 l \\ EX RUNWAY IB 5' II� L-ate' 3W' / J�,CY -•1\/ APPROACH RPZ RelocatetlA port 0' Sery ceR PAR ASDFOWNED TwyB50 R5P�4p0 }� l� SEE IPASD FOR OBSTACLE CLEARANCE SURFACE PENETRATIONS: e R EXISTING TYPE 4, 400'x3400'x10000' Relocatetl FUTURE TYPE 5, 800'x3400'x10000' L-Ii.r - yY < Ex PAPI-0 - EL x Future MAILER \\ - EXISTING/FUTURE TYPE 6. 350'x1520'x10000' '1a5I.N I LEGEND EXISTING FUTURE DESCRIPTION Jr _--J AIRPORT PROPERTY LINE _I WA AIRPORT EASEMENT LINE NIA - - - - - - - AVIATION RESERVE + SECTION CORNERS AIRPORT REFERENCE POINT (ARP) WA AIRPORT ROTATING BEACON eaL BUILDING RESTRICTION LINE(35) 0 ME==� STRUCTURES ON AIRPORT I� STRUCTURE OFF AIRPORT N/A ® ABANDON/REMOVE STRUCTURE N/A ABANDON/REMOVE PAVEMENT -- -- -_-I CRITICAL AREA I� RUNWAY PAVEMENT I� C � TAXIWAY PAVEMENT 0 C 7 APRON PAVEMENT RUNWAY MARKING TAXIWAY AND APRON MARKING eeaeer eeaeer HOLD MARKING TTTTT TTTTT TIE -DOWNS x FENCE LINE ROADS AND PARKING PAVEMENT ® oaaxaunpx SURVEY MONUMENT WITH IDENTIFIER OBJECT FREE AREA RUNWAY SAFETY AREA r-0fZ1 r- 1 OBSTACLE FREE ZONE m p PRECISION OBSTACLE FREE ZONE RUNWAY PROTECTION ZONE rorau TAXIWAY OBJECT FREE AREA - ,sn Tsnu TAXIWAY SAFETY AREA • • • • RUNWAY END IDENTIFIER LIGHTS (REIL) r I� PAPI-4 r r WINDSOCK LOCALIZER GUARDRAIL -r _-I TOPOGRAPHIC CONTOURS �v �v TREELINE _ III c... a -- •. --' r��.__J`��� I FUT RUNWAY 36 _ 50.1I40.1 PT 77 PRECISION 'c EIe EX RUNWAY 36 - - - I 1000 16000x50oo. al Veult m e )S /l1 a 9 I pa son I r Truck Sta Brea END EL 1033.4 VISIBILITY MINIMUM I2 MILE 120. \ I I 42°233215 N I -I 1 1 I 90°4243 26" W '24'0].1TN Re 2 aserve wr Fu ure II \ rue for Future re � \ P rkn Lo Ex n I r� I Cergo Expans on -1t ac Y31.1 'W I r�\ Car9°Ex ans on ' ]1P OR (OL EX S I I ' ( •- T--- --- - -- o��, - -_ -_ - PUT RUNWAY 36 • it e, e, I �C] 400 - "" - L 42 23'23126 IN s5 PUT ARP _ I1 500 Futu Frnu a cU�rg 3RamP 19. A d a • \ InKeo FUT RUN-11 02 20 Ce c w° @" w ,awv ]3 TESM _ EK 3TNG1 - - - - - n / 1 APPROACH RPZ ^^� �-, / / k' °moo 2 PARTIALLY OWN 0' ,GL PARTIALLY OWNED I ■ -au - ors.. F sA orz par.a ao-400_ . - oa a z E - t g P dibn of Merl � SEE IPASD FOR OBSTACLE sx as � R d f b Clasetl CLEARANCE SURFACE PENETRATIONS' EL a0.1 lure MALSR - - - �- - - = y E%ISTINGIFUTURE TYPE 5, 800x3600'x10000' iT r EXISTING RUNWAY 18-36 6327' X 150' TRUE BEARING 178.1 _ FUTURE RUNWAY 1836 7500' SEE DEPARTURE SURFACE DRAWING I l •` -- z o .a.Y Ie / EL r z° A avzlm , -- any -600, A I- - r n Ex MALSR SEE DEPARTURE SURFACE DRAWING FOR DEPARTURE SURFACE PENETRATIONS: I �: TPV R'en Fdm sL raFxs R TPZE 1oae.e - I,- /+ .�- ^g d, of - sx RARw R 1Pgaw� R Exst ng Fence Al M FOR DEPARTURE SURFACEPENETRATIONS: EXISTINGIFUTURE TYPE I, 1000'x]512'x12152'x6. %- Su le me °rz . °� °� suppemenlat� ° i xIe's° tin OFA lob Re EXISTING/FUFUTUREE7, 6,357512X121000V 0' XISTING/FUTURE TYPE 6, 350'x1520'x10000' .01 FUT RUNWAY IB + 11i ERPR '°`^^ .�v 19'iEM T°uFuture 23vA�. -FYTTr tl \ o� %I °sue l s _ Tvydsa _ 2600 X1000 X1750' PARTI WNED EX RUNWAY 18 c � - - - I rn °c`rN END EL 10]28 Sa 40p' 110' 121' F `O EL I@t .@- nW° BRL 35' B 42°24'34 fi4"N 1�� L.11 111iTiii 1111 T R�atatl 6uppamenlal X' - 6' ov'aIu/� 'a 1 90°42'43.34"W o�h eJI I 4a0' Fuwre A'rarefl Perking 2 2 19 13 F� Future aD°wn Aree 1T T 116 4 I 03 7g W'na Cone Amen tar 2 2 13La Fi 13] Id1 142 143 T144 14 146 14] 4 191' IS 15 1� 10 - ^a m FUTURE RUNWAY 18- SeM� Road 34:1 IT 7]NONPRECISION // i •..`{ - _ _ _ _____ _ __ _ __ EX RUNWAY 38 APPROACH / i 122 I\ --- --- -- - - -- - - --- - -- -- - -- APPROACH RPZ 1000'x400Yx10000' / ., 2500'X1000'%1]50' EX RUNWAY 36 VISIBILITY MINIMUM I/2 MILE Fuwre Fen PARTIALLY OWNED M1/40:1 PT 77 PRECISION / ' .eYy 13 124 EL B'AGLre Future Auess Roetl APPROACH 1000'x16000'x50000' a' \ VISIBILITY MINIMUM 112 MILE \ / I Ex RUNWAY13 END EL 107B4 N f \ 42°24'33.52-N ' I EL 1 - _ _ _ 90°4T55-8V W O E%IFUT RUNWAY 13 , 36.1 PT APPROACHCISION a R°aa Magnetic Declination DUBUQUE REGIONAL AIRPORT (DBQ) 100Vx4000'x1000V ' / 01' 38' East VISIBILITY MINIMUM 3l4 MILE T _ Annual Rate Of Change '( / I 00^03'weat AIRPORi'T DRAWING Source: NOAA, NCEI, March 2020 EXRUNWAYI3 % APPROACH RPZ 1 700'X1000X1510' � s PARTIALLY OWNED i) DUBUQUE, IOWA / PLANNED BV: C. BUfKS SEE IPASD FOR OBSTACLE �` I SEE DEPARTURE SURFACEDRAWING 0 400 800 NO. REVISIONS DATE BV APP'D. DETAILED BV: D. Przybyden Co�f�:i1n CLEARANCE SURFACE PENETRATIONS: FOR DEPARTURE SURFACE PENETRATIONS: EXISTINGIFUTURETYPE4,400'x3400'x10000' / EXISTING/FUTURETVPE],1000'x7512'x12152'z6180' APPROVED T.i�BllmBnn Associates EXISTING/FUTURE TYPE 6, 300'x1520'x10000'TI, SCALE IN FEET 'EVIN . THe PROPeseo L111LoPMENT �s eN�IRONMENTA;� September 2021 SHEET 3 OF 20 Airport Consultants conni- Piatea.co;; w� A DIYEI I DNA L STANDARDS I FEET] DIY MM 1Ar4 AOT.IM2MD. _ _ Ie.FAwr Fe1rulEArx.... p�ryy C A1IHV A p A ¢ P A R9PPMCH'3b i N^➢I A 300 E.'0 no 40E 1.OE5 1p00 4 HAwa WHBRIWML9 R•Mt s ml •- SPft 10AAP 1E P9.W AOE.A-CEHIY mp^ rslvworu>Ao.al wccsw A J A ws1ARAa SgRirF�l C CH 3LRFACE YMIH RT Eh9 1.Yfi0 •.E00 S.DDE 1.W01 a.050 Id ❑ ;1-11 AIFROAON FII¢#C. LEH¢1R SiPi, :.AOA 5,p0I 1v,gF0 1E wA E avEAIDAL'H SLOP! 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Wee 5—: a u>3Z TART' II* Fie WU)— n NORv Magnetic Declination 01" 38' East Annual Rate of Change 00, 03' West (Source: NOAA, NCEI, March 2020) 0 2000 4000 HORIZONTAL SCALE IN FEET GENERAL NOTES: 1. THE CITY OF DUBUQUE DOES NOT CURRENTLY HAVE AN AIRPORT OVERLAY DISTRICT. OBJECT HEIGHTS ARE RESTRICTED TO THE FEDERAL CFR TITLE 14, AERONAUTICS AND SPACE, PART TT AIRSPACE REGULATIONS AND THE BASE ZONING DISTRICT. DUBUQUE REGIONAL AIRPORT (DBQ) 2. HORIZONTAL DATUM. NORTH AMERICAN DATUM 1983-NAD83; VERTICALDATUM LEGEND ATAFRTH MMARTICAN NEZDATUM1988-NAVD88. 3. PLANIMETRIC DATA FROM MARTINEZ GEOSPATIAL SURVEY DATED AUGUST 31, 2019. AIRPORTAIb RAWING I 4. OBSTRUCTION GROUPINGS CREATED USING GIS AGGREGATE POINTS TOOL WITH A 25V AGGREGATE DISTANCE. 5. PENETRATIONS IDENTIFIED WITHIN OBSTRUCTIONS GROUPINGS REPRESENT THE MOST PENETRATING NATURAL, AND/OR OBSTRUCTION GROUPING DUBUQUE, IOWA MANMADE FEATURE WITHIN OBS # PLANNED BY: C. Burks 6. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. OBSTRUCTION IDENTIFIER NO. REVISIONS DATE BY I APPD. DETAILED BY: D. PR b L:ien Y Y *! C ■...an 1. SEE SHEETS B-BFOR PROFILE VIEW INFORMATION OF THE PT]TAIRSPACE. THE E. HE APPROVED BY: T.KaRmanil ec �Nlsociates 8. SEE INNER PORTION OF THE APPROACH SURFACE DRAWINGS FOR CLOSE -IN APPROACH OBSTRUCTION DETAILS. Airport Consultants 9. ALL ELEVATIONS IN MSL FEET. ADE'cCVPTA"—T1. coRoaRCEwiTH asPaoPR_ PVeuc LAws. THs PHoaosso osysLOPMSHT is srvviHorvMSHTnI September 2021 SHEET 4 OF 20 m u C F OIMENM ONA L STANDARDS I FEET Dim ITEM IIc 4. m 4 8 _. F— A — _ ■ C l v`. — ..CM:Tn De nOl-iliRr 9iIF A " T i"m tLH SURNDE WY.fH Ri En ENn :5c 1 e.o +o-] lNC I.p]o I... R PWPtA GE HnPIIryliAl BUPFAeE iLOC :0.iA G.mk 1 ,0.0AQ 50 n.•.i M1 �1MIdIFY'—Vag 1�1 6 P c D NSiwi'I yaF[•:: c IrPPDACP SURFAC! wloiw Ai RA 1�ao �,eEa x,pvo e,sav 14.oao NVPwcH sueFncf EExem szoo :.000 s.oeo m.om ,owa ' _ E evPnaPLH SL.aFx PFI Y0.'1 iu'I _ A u UTYAUNLYAYB a -Wiry! 4 LAHGEH NAN UTILITY C-Vw01L,TY urNLUUMS M TF11TNAN IL NIIE D MESISIO NLHNU AS A AST[Y,LE RV` {lip 1:' ,FOR-'AE+1NAI M IF1�W111 � mREip1 FOR INNEH ,e.CU:: "I A -� ' RUNWAY CENTERLINES ISOWTRIC VIEW OF SECTION AA SOURCE FM L1Der TkI0 RJ. fig— h D 3 I � — - a14 a 1 4 m NORx an, Magnetic Declination �Leu e I4 01" 38' East Annual Rate of Change 00, 03' West (Source: NOAA, NCEI, March 2020) 1 i = 0 2000 4000 L a HORIZONTAL SCALE IN FEET GENERAL NOTES: DUBUQUE REGIONAL AIRPORT (DBQ) 1. THE CITY OF DUBUQUE DOES NOT CURRENTLY HAVE AN AIRPORT OVERLAY DISTRICT. OBJECT HEIGHTS ARE RESTRICTED TO THE FEDERAL CFR TITLE 14, AERONAUTICS AND SPACE. PART 77 AIRSPACE REGULATIONS AND THE BASE ZONING DISTRICT. AIRPORT Al I] AWING II 2. A RIZONTALDATUM. NORTH AMERICAN DATUM 1963-NABS3: VV�� VERTICAL DATUM: NORTH AMERICAN DATUM 1%8 - NAVD86. 3. PLANIMETRIC DATA FROM MARTINEZ GEOSPATIAL SURVEY DATED AUGUST 31,2019. DUBUQUE, IOWA 4. OBSTRUCTION GROUPINGS CREATED USING GIS AGGREGATE POINTS TOOL WITH A 250'AGGREGATE DISTANCE. PLANNED BY: C. BRILLS ■w= *! 5. OBSTRUCTIONS WITHIN GROUPINGS REPRESENT MOST PENETRATING NATURAL AND/OR MANMADE AND/OR TERRAIN FEATURE. NO. REVISIONS DATE BY IAPP'D.1 DETAILED BY: D. PFZYbYCIen Y ■ .s.an 6. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. APPROVED BY: T.KallmanN Associates T. SEE INNER PORTION OF THE APPROACH SURFACE DRAWINGS FOR CLOSE -IN APPROACH OBSTRUCTION DETAILS. 8. ALL ELEVATIONS IN MSL FEET. .ns arvoaossoIN RsysLoaMsuT is srvviRorvMsu.n1 September 2021 SHEET 5 OF 20 Ifcpoffmanass-Al-- 1500 14W 13W 1200 11w low -------_---- ---_---_---- --�---------- m\�3AA---------- —ml_-------- ----mm'mmmm— —'1L imam 1f000 10000 s°°° 1— 7903 000 1006 RUNWAY 18 APPROACH PROFILE 17W 16W 500 14W 13W 12M EX EN 1w low 0 1000 2000 I HORIZONTAL SCALE IN FEET 0 100 200 VERTICAL SCALE IN FEET ISM 1400 13M 12W 3 1000 1000 0+00 r No_ Desrnptwn Top Eioval). rri fA EKisung PT 77 .1,l"m ch Penetration Fu wto PT 77 A:l Approx+ PeneMr ,Ipn Propp Led CA sppsllpn SEE INNER PO RTION OF THE APPROACH IJRFACE DRAW ING FOR CLOSE - IN OBSTRUC TIO N5 Date Sure ,' August 33TI M!fl EVB Z; ALP Update RLNWAV 3E PT 77 APPROACH OBSTRUCTION TABLE E-i sling Pr 77 FUD.tm PT 77 T °p so.11au>. so.V40'1 No. Oescnpbon EIe� -On Approach Approach Propogep OKpo t'Lm I m51I Pene[ralinn Pe neIrapnn S� E 1N HER PORTION OF THE APPROACH SURFACE DRAWL NG FOR CLOSE -IN O$STRUCTIONS O.reo Sury . Au Sr 3p, ZVj9, TAUWfing ('rent Alp Upd.w _ 5' RUNWAY LINE OF SIGHT(LOS) REQUIREMENT MET AIRPORT EL=1076.4 v W W w N v W w - �w t a 3w �` b� 3w �w m 3 da° I,w LL� �� w u'rc w� w 1200 0 500 1000 HORIZONTAL SCALE IN FEET 11ao 0 50 100 VERTICAL SCALE IN FEET 1050 1000 10+00 20+00 30+00 40+00 50+00 60+00 70+00 80+00 RUNWAY 18-36 PROFILE -------------------------- CO.I.STE GROUND 1R.PILE OF Lo HIGHEST TERRAIN ACROSS WIDTH OF APPROACH SURFACE 7 RWff IS EL i®- ---m--- � 1600 1500 14M 13W 12M 1100 1000 0 low 2.0 3000 4101 5000 5000 7000 6000 0000 19030 1?000 12005 13000 11000 15000 16000 17M 18000 10000 20000 21000 22000 23000 24000 25000 RUNWAY 36 APPROACH PROFILE 0 l000 2000 HORIZONTAL SCALE IN FEET 0 100 200 NO. REVISIONS DATE BY VERTICAL SCALE IN FEET DUBUQUE REGIONAL AIRPORT (DBQ) PT 77 AIRPORT Al�E PROFILE RUN 36 DUBUQUE, IOWA 23W 2300 2200 22M 21W 2,00 2000 2000 1800 1800 17M 1700 1600 1600 1500 1500 1400 1400 1300 1300 1200 1200 1100 1100 1000 900 25000 0 26000 27000 AM. am" 23000 29000 -ANh AWE 30000 —90 32000 .000 .000 35000 36000 37000 38010 —00 40000 41000 42000 43000 44000 45000 46000 47000 43000 49000 RUNWAY 36 APPROACH PROFILE f000 INE B00 50000 Om 0 1000 2000 HORIZONTAL SCALE IN FEET 0 100 200 VERTICAL SCALE IN FEET DUBUQUE REGIONAL AIRPORT (DBQ) PT 77 AIRPORT A�R�ACE PROFILE RLI J 36 DUBUQUE, IOWA A PETAIEDBY: C.BUYSY NO. REVISIONS DATE BY APP'D. DETAILED BY: D. PR b cien ri ff..,an annAssociates EC'�`ELl'TpXNT-1.EllT.I H.E.IETII El IT.nE PRDPDEED D—L.P.—NIT- IT-1 is Ervv�RorvMEu,a�SHEET 7 OF 20 Airport Consultants coffmanaas dates com LL2 --------------------------- --------------------------- --------------------------- --------------------------- RVHWAY 36 Pi 77APPROACH OBSCRVCTIOkTABLE Ex15Sing Pi ]7 Fuiuf! PT 77 70p 50:1�60:1 SR 1�R0:1 No. Dlicx.piipq EIl ViBpn Imgl APP�ach A pprmCh P1ppp5lE pSppSfIM P¢ne7�[Ipn Penetret4pn SEEIN INNER PORTION OF THE APPROAf1i St1RFACE DRAWING FOR C[OSE•Ik 08STRVCAOkS Oo[e sure . Av sr 31, H7I ir' m Evens: ALA 11 oAe mmmmmmmmmmmm, 400 f300 14 1400 1200 RWY 13 13 1300 ]6.6' Ammm 0 1000 2000 � f f00 12 1100 DUN HORIZONTAL SCALE IN FEET EXISTI r 1000 0 100 200 � � EN if 1f00 MAI VERTICAL SCALE IN FEET 900 1000 11111 1111i 11000 10" 9000 8000 - 7000 6000 5000 4000 300✓' 10..0 RUNWAY 13 APPROACH PROFILE 10. 0 800 8e 0 1000 2000 3000 4000 510, 6000 JC0 RUNWAY 31 APPROACH PROFILE 900 8000 9000 10000 11000 1200 1200 5' RUNWAY LIN OF SIGHT(LOS) REQUIREMENT MET AIRPORT EL = 1076.4 Rwy 13 End EL 1076.4 0ci c m w tY o a° L 16 — a w 13 w E Rwy 31 End EL 1062.2 0 500 1000 o° �� a d 1100 rY w w — N w tti 1100 HORIZONTAL SCALE IN FEET ro� ` 0 50 100 VERTICAL SCALE IN FEET 1000 1000 RUNWAY 13-31 PROFILE DUBUQUE REGIONAL AIRPORT (DBQ) PT 77 AIRPORT CE PROFILE R 13-31 DUBUQUE, IOWA A PLANNED BY: C. BUYSY NO. REVISIONS DATE BY APP'D. DETAILED BY: D. PR b cien ri APPROVED BY: T.Kahmann Associates .nE PROPeEEo oEV PME.T 1s ENVIRIn.E.IL September 2021 SHEET 8 O 20 Airport ConsultaD coffmanaas i • j T• RUNWAY 13 PT 77 APPROACH OBSTR OCTION TABLE EX Isturgl W [ure Top Pi 77 3t.F Na. Dcsuipiian tlevdiilxl ApPraeCh PrpppSeA Difppt[ion Inkl1 penetration 36 TREE 1I78.0 82 TRIM OR PEMWE Oarep Sury Au Sr 31, 20I9' T r,n FYMr: A!P m! WAY 3i PT 77 APPROACk O&SiRi1LTiO N TA&E EXis[ing P[ 77 No- Desvlpvpn T� Bevdifal �� �h Prop¢sed 0i5vvsn on f�l Penevanan SEE IN HER PORNON OF 111E APPROACH SURFACE �RAwING FOR 0.05E• IN 065TIkuCi70r1S Oa[eo Svry : Av sr 37, 21719, �' FMni' ALP Llpdore END EL 1072.8' r.r ■■■■■■■■■■■■■■■■■■■■■■■■III MIN" 3400 3200 3000 2800 2600 2400 2200 2000 16M 1600 1400 1200 IWO 000 6W 400 200 0 Ru 281 n"r Avereach Obsuvalon Table ID Imturc Grauntl EIlvan on {rC msl-I 'Above Ground Lewl: Sr. Top Deva[lon !r. msl. Per flon VAues(ft )- _ Dlsposltlon Fm}%gna uld4Naee Exlsflns OCS 45 ulpmale DCS NS 1 Alrpprt Roan 1065-5 10-0 1075.5 x7 N/A N/A N/A To Remain - On Alrp.n Roan Terrain 1oniii 0.0 1075.s -5.1 2.7 NIA N A Re -Grade _L 3 Airport Raad 1075-3 15-0 1C90.3 69 JAB N/A WA To Remain -On Alrpor[Road 4 Tree Onk11— Url 11— 1M.B 24 I0.2 N/A WA _ Ft n Fxis[in antl Uriimai! OCS ref erenr! WY [Orr! and [a FAA AC 1 5300�13A Ch 1; EB 07. 24.2U20 _ _ 'He a[ilK pene[ra[I.p. sl nif I es Object is Cle air Of surface iI eraf EVC.1[. ALPU doW GENERAL NOTES 1. HORIZONTAL DATUM: NORTH AMERICAN DATUM 1983-NAD83; VERTICAL DATUM: NORTH AMERICAN DATUM 1988 - NAVD88. 3. PLANIMETRIC DATA FROM MARTINEZ GEOSPATIAL SURVEY DATED AUGUST 31, 2019. 4. OBSTRUCTION GROUPINGS CREATED USING GIB AGGREGATE POINTS TOOL WITH A 25V AGGREGATE DISTANCE. 5. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. 6. ALL ELEVATIONS IN MSL FEET. LEGEND — OBSTRUCTION GROUPING ft OBSTRUCTION IDENTIFIER O SIGNIFICANT OBJECT ® FILL ® CUT Magnetic Declination O1°38'East Annual Rate of Change 00* 03' West (Source: NOAA, NCEI, March 2020) 0 200 400 HORIZONTAL SCALE IN FEET 0 20 40 VERTICAL SCALE IN FEET DUBUQUE REGIONAL AIRPORT (DBQ) RUNWAY 18 ;WORTON OF THE APPROACCEIDRAWING DUBUQUE, IOWA -Soo 1 Of, ■■■■■■■■■■■■■■■■■■■■■■■■■■�■■�■■��■■■ END EL 1033.4' 0 .0 ,00 Wo 300 1000 1200 1100 1800 1a00 20w 2200 2400 2600 2800 3000 3200 3400 3600 3800 3000 18 1f40 1120 I 1100 loco 1060 ,040 1020 R-w 36InrrerAppvach 065tmLflpn Table ID Feature Gmnd Elevation {F[.msl.l Above Ground Level IL Top 9!w[Id1 ft_A Penetration Values ft. Tlispo9Von E%i5ti11g R dh Ukimat! A r ach E%iatllta 0c5R5 VIYlmate 005a5 1 Al rpurt Rna6 1081-2 10.0 1041-1 7.1 NIA 5-77 NIA To Remdel-On Airport Road 2 Tree 1047-7 %7-7 p5 MIA N/A NIA Rem Pre 3 Oane 100.4 0-0 1049A a 41A N A MIA Remove 4 Tr!! 20523 0.0 1f52.9 36 NIA -3.97 NIA Remove 5 Aruu Road 10351 ISO 19T0.1 -1.6 16-7 -70.17 9.52 RemmmA in Ultimate Condnion 6 Tree 992-8 763 1069-1 -2-6 14.7 -2R.65 -1-OD Remove 7 Tree 98a-4 US15 1060-0 -11.8 5,S -29J36 -10.17 Remove 6 Tree 1oDL4 57.8 1062.2 -13.6 3.6 -33b2 MA Remove 9 U10 Pate 1057A 29.7 1097.1 -I17.9 6.3 -4137 NIA Lowed Relanle Ic UL]Iiw Pole 1044.0 53.3 1037.3 -5.1 121 -37.62 -1732 LUwerlRelo MW 11 LJUIJTV Pde 3033-1 598 1092.9 -9-5 7-8 -d1$1 NIA LowEFIRelp CWe 12 l4erlm Road 1103-7 0-0 11D3-7 -O.2 1T,6 -32b4 -1294 i0 Be Closed 33 wrlln Road 111131 1510 1098.1 •5.6 11.7 -39.71 -19.02 To Be Closed 14 Terran 10322 DA 1092.2 -12.3 4.9 -45M -2611 Re -Glade 15 Ultility Pole 1072-7 305 1103-2 -1-4 15-9 -34,R5 -1514 lower Aelawte A U1DII Pde I. , 44.4 1202.9 •2.9 IIA -36.47 -1758 lowH Aelarate 17 UAII Pnl! 10533 1 457 llD4.fi •5.6 1L7 41.71 •22.01 LowHIHl1o_[alE 78 R!! 1o93A 100 1701.D -]17.2 m- 7.1 -46.74 •27A6 RHnOYe Edstlrt an UtkmaTe 0CS rele renre a's cn rres nd [a FAA Al 15W5300.13A, Ch 1; E899A, 07-24,M20 'ke atlre enMT.SI.v nRl a sobs "earnf Rrrtace F Iy1n FSre+11: ALP Updale GENERAL NOTES: 1. HORIZONTALDATUM:NORTH AMERICAN DATUM ISM -NAD83; VERTICAL DATUM: NORTH AMERICAN DATUM 1968- NAVD88. 3. PLANIMETRIC DATA FROM MARTINEZ GEOSPATIAL SURVEY DATED AUGUST 31, 2019. 4. OBSTRUCTION GROUPINGS CREATED USING CIS AGGREGATE POINTS TOOL WITH A 25V AGGREGATE DISTANCE. 5. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. 6. ALL ELEVATIONS IN MSL FEET. LEGEND - OBSTRUCTION GROUPING a � OBSTRUCTION IDENTIFIER O SIGNIFICANT OBJECT - OBSTRUCTING TERRAIN ® FILL ® CUT *7�� 1 Magnetic Declination O1'38'East Annual Rate of Change 00" 03' West (Source: NOAA, NCEI, March 2020) 0 200 400 HORIZONTAL SCALE IN FEET 0 20 40 VERTICAL SCALE IN FEET DUBUQUE REGIONAL AIRPORT (DBQ) RUNWAY 36 IN !TDRAWING IONOF THE APPROAC DUBUQUE, IOWA 1200 flao 1 t60 ifffr; COMPOSITE GROUND PROFIT OF HIGHEST TERRAIN ACRO: WIDTH OF APPROACH SURFI 1120 am EXISTING PARTP MILE w� �., l ',� \ 1 —� x 34�1 NONPRECI610N APPROACH r r , . I b 1060x4000xm000.-.,� 3 � 7�' , � � �•�:1 1. ,• C �� AS F ♦ ) r n BRL 3 ` BRL 35' ExlsnNc •- 20:1005 � 400'x3400'x10000' Soo OC — EXISTING 30:1 OCs — SOO WXxl 520'x10000' �• OCS OF XRUNWAY 13 ; . I r NO EL 10]6.4 A OCS _ a EXISTING- XISTING APP II • ROACH fTl I RUNWAY PROTECTION ZONE r/1 1000'x1510'x1 700' --— a ----------so I i � SOO ocs `CoG ` �O BRL 3`. END EL 1076.4 I��■i_ ■■1■■I■�■■■■■■■■■■■■i`��■1�■■■■ram 3400 3200 3000 2W0 2600 2400 2200 2000 1800 1600 1100 1200 IWO Boo 600 400 200 0 1200 1180 ile0 1140 1120 1100 1080 1060 Rumen li lnnerA each Ohsirunfen iaLle IR Fenmre Glnund Gf vmlen IfIr "I'l Above Ground 12YlI h. Top EkY3dmn h. mil. pemvmlGn M:1 A 4t11 Volue5 h. IQi Ocs Okpmdtian 1 Airpnrt5enri-Road 1,076..12 IS -OD 1.09L12 14.62 MIA Te Remain On Airport Road 2 Al nServ4ce Road 1.0.75.73 1oaor LOR673 8.89 7.78 To Remy n On Air rtRoatl 3 AI Sirvloe Road 1076.18 LSAO L09L18 8,42 N/A TCRer In ❑n Alr RRosd a Tree 1.9Gg•65 63.78 1,33343 73.T$ 9-38 Remove 5 Tree 1.09e.94 1511D LIM9A 132 N A Rema+re 6 hee 1 PHD.94 14A2 L1i5.66 ll.SB -36:59 Remove 7 Tree 1,08G90 65.10 1,14600 DA3 -45.7[I RemaNP 6 Tree 1,093.98 1 63.60 L157.58 2.63 MLA Remove EXIs[I and URlmale OCS referencea's correspord to FAAAC ISO 44 13A, C 1; E8fl9k, 07-24-Z= 'Ne atlre enetradonsidale �esoh ea isclear of SrarlRx 7 e/!n [gent: At u GENERALNOTES 1. HORIZONTAL DATUM: NORTH AMERICAN DATUM 1983-NAD83; VERTICAL DATUM: NORTH AMERICAN DATUM 1988 - NAVD88. 3. PLANIMETRIC DATA FROM MARTINEZ GEOSPATIAL SURVEY DATED AUGUST 31, 2019. 4. OBSTRUCTION GROUPINGS CREATED USING GIS AGGREGATE POINTS TOOL WITH A 259 AGGREGATE DISTANCE. 5. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. 6. ALL ELEVATIONS IN MSL FEET. LEGEND — OBSTRUCTION GROUPING � OBSTRUCTION IDENTIFIER 0 SIGNIFICANT OBJECT �O Magnetic Declination 01'38'East Annual Rate of Change 00, 03' West (Source: NOAA, NCEI, March 2020) 0 200 400 HORIZONTAL SCALE IN FEET 0 20 40 VERTICAL SCALE IN FEET 1200 1180 r18o 1140 1120 1100 low I" BRL 35' 1 - SOO "Pill EXISTING APPROACH RUNWAY PROTECTION ZONE 1000'xi ]50'x2500' Iwara 311nnerA nad e�,trnLda raa� ID Fleerrc Gmond Gf V7len Ih.1?tll. Abate Gmmd h 12vei . Top Fkraoan hmsi.. Pe"eUTFlall VaRles it,) ebpoaltlon 34:1 A uh 341 CKS 1 Airport Se rums Road 1,06.04 IS -OD 1DGC04 1-74 N1A To Remain -On Air rtRaad 2 AjW RSe rvio Road LOM-84 10DO Lo6884 6-66 6-67 To Remain - On Ai raon Road 3 Tree 1,063-S1 21-72 3,105.23 8-27 127 R-- 4. and Uttlmale OCS refe reuse a's currcspord to FAA AC IW/53OD13A. C Ing 1. E9 bA, 07-24, iO7O 'Ne ative erptrenonsi nines abea[ is cJ e v of wir T Plfp Fuertr: ALF U due GENERALNOTES 1. HORIZONTAL DATUM: NORTH AMERICAN DATUM 1983-NAD83; VERTICAL DATUM: NORTH AMERICAN DATUM 1988 - NAVD88. 3. PLANIMETRIC DATA FROM MARTINEZ GEOSPATIAL SURVEY DATED AUGUST 31, 2019. 4. OBSTRUCTION GROUPINGS CREATED USING GIS AGGREGATE POINTS TOOL WITH A 259 AGGREGATE DISTANCE. 5. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. 6. ALL ELEVATIONS IN MSL FEET. F d �_— SOO \ EXISTING/ULTIMATE OCS 300'x o520' 10000' / LEGEND SOO — BRL 35' �/ BRL 35' 35' �� Oc OBSTRUCTION GROUPING SOO �- � # OBSTRUCTION IDENTIFIER `# \` O SIGNIFICANT OBJECT MEN ■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■■ MEN MEN MEN MEN MEN ■■■■■■■■■■■■■�°i■■■_■sue'"' .: _7�■;i11��� MIM■■■■■■■E■■■■■11■■■■■ ■■■■■ ',/'E�, 1200 1180 arr; 'COMPOSITE GROUND PROFILE OF HIGHEST TERRAIN ACROSS WIDTH OF APPROACH SURFACE 1140 1120 1100 1080 ■■■N i■■■■■I■■■■■■■■■■■■■■■■■■■■■■■■■ ,060 0 200 400 6W Boo fBoo 1200 ,400 1600 1Boo 2000 22. 2400 2600 2800 3000 3200 3400 3500 �O Magnetic Declination 01'38'East Annual Rate of Change 00, 03' West (Source: NOAA, NCEI, March 2020) 0 200 400 HORIZONTAL SCALE IN FEET 0 20 40 VERTICAL SCALE IN FEET CON OFF WID' Ll 3HESTTERRNN GROUND PROFILE ACROSS OF A fm 13000 11000 11000 10000 9000 8000 7000 6000 5000 4000 3000 2000 1000 0 �_ m BW OhslrAnlm Tam. Gaw.6fMnpon NORM. Pf4YPE Top [I.r9tbe PeeAlraHen Yalu.lk.} IID F.ER9N pf mr V Lwe I!V I! mi.l &Isuy wena.A oj�hle Df 0. alr 9 W CY11fYlSenS Ee LInE ' iifaawt0 aai iabh RT F.xw. }ry. m11l.m lrwl[Ww� �GI.Y,I ErWray YHNNR� WMarieipn ee AIe9R 5 5.0 I08.'. Taw ellga rw¢ L Ni ert EAar W%3 0.0 1W38 •DJ kA To Ea4Aecm0 L 4 ort 4wR N6 2 1 A IOr[.2 MIA •111 To 9. 4aHcawe D . oe 4 Ne12 19.0 10:5 2 11 A •1i5 1.0 RaI«awe ma 11.0 9 0 -iTN¢ r9 A9nvIn� P Mi w f s 17.0 919.E 1I A -225.] io A.rai� H W..2 V.0 9H2 aA -011 TeIM m 1 Xaaw. Rrt ms S.0 991.E -ID.. 2M.E re A.m.in 1h ]OfT 13.0 ]019.] NIA •riff Ta A.•nln Am Dr =a L9.0 lOf4-3 13R9 •U1 2 ro B.m.In L Mlhr Ad 20TE9 S.0 10109 Ala •129.2 r.A.m M p4 Nr.T 1 A I WA -1'in9 re A.maln R u ctR 4 10890 15.0 :OW O NpA -N%3 rp 9mE n 0 IAm 288 0 10A15 NIA re A9mEIe H 'n_ Rea ]0309 YIa 104)9 N A rill) Te Arn•.i• 4 Snuem 10922 A.0 1 .2 WA •22.3 f.U. A Arl.q Aea seals nt.D la)D s a8x9 re A.m.In sE aa�d 99L5 3i.0 4W5 Nln 894r re RErry�n U mik-EO BAL1 18.0 f81 N A •4119 T0. •Ha a [ruler rNeRa HiRA}Rww. dlRrNwNd N+N en =7C� Magnetic Declination f 1. 01 ° 38' East Annual Rate of Change L 00" 03' West (Source: NOAA, NCEI, March 2020) i Legend � _ Obstruction Groupings / OBS # Obstruction lden80er ID O Significam Object 1400 1400 0 1000 2000 HORIZONTAL SCALE IN FEET 13W 1300 0 100 200 VERTICAL SCALE IN FEET 12W 12W E RWY 18 10]3.0 (ISTING RWY 18 JD EL 1072.8 1100 00 EXISTING RWY: END EL 103S low 1" 1400 1300 12W I 1100 1000 900 0 /000 2600 3000 4000 5000 6000 7000 8000 wo 10" it" 12" 13000 14000 GENERAL NOTES: 1. HORIZONTAL DATUM: NORTH AMERICAN DATUM 1983-NAD83; VERTICAL DATUM: NORTH AMERICAN DATUM 1988 - NAVD88, 2. OBSTRUCTION GROUPINGS CREATED USING GIS AGGREGATE POINTS TOOL WITH A 250' AGGREGATE DISTANCE. 3. OBSTRUCTIONS WITHIN GROUPINGS REPRESENT MOST PENETRATING NATURAL ANDIOR MANMADE AND/OR TERRAIN FEATURE. 4. SAMPLED POINTS IDENTIFIED FROM SURVEY PROVIDED BY MARTINEZ GEOSPATIAL, DATED AUGUST 31, 2019. 5. 50'CONTOURS ACROSS DEPARTURE SLOPE CORRESPOND TO ULTIMATE CONDITION, 6. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. 1. ALL ELEVATIONS IN MSL FEET. Rnma EDW Obburtl.n l.me 6raane El.w9on A �dwwe TwLrmtwn �� ORV9^w ��[K � Wpn 2 4RMInA m 1 I50 SOT86 -fi: SFG Tp NCEw.tl ] irH %IN M3 1L®.1 -YI1 ..8 A men : Fntl b Fare 6reW EAa..R4n RMwfrwwd Tee Ekgslsi �.�rtratisn Vullklm.I� Diawrkiw A NM Roa ri G a a WRIA •va A.0 Te A.r E .E ".a E115.6 -Z94 T.A.m 0 9 a G 111R.f -E29 T.P.- D IOAL9 mG 10®.f •]E63 re A.maln a8.6 108.0 - 2 T.A.m y5❑ y4Si.0 -a9.9 DUBUQUE REGIONAL AIRPORT (DBQ) RUN Y I 16 DEPARTURE`�E DRAWING DUBUQUE, IOWA EXISTING 401 DEPA,I51Tx12152'Rfi160' EXISTING IENEV SURF / l 40:1 DEPARTURE SURFACE 1000'x]512'x 12152'x6160' - i EX RUN WAY I3 A, EX RUN WAY ENO EL 10r6.4 O � END EL 1062.2.2 � M - _ Magnetic Declination - r'01°38'East A Annual Rate of Change \ [ _r' •I+ 3 00" 03' West - • \ �'"•1 o (Source: NOAA, NCEI, March 2020) O UJ O N O _ L •7 _ _ [O 'r C N Legend - •' \ '• F��'�� ` 1� Obstruct on Grouping �rti� 1 y / CBStt r • r � Obstruction ltlenti8er ID O Si9nRicant Obiect - -- - i I • . EV 1400 14. 1410 f300 1300 1300 W14 0. NMI mmmmm 1200 1200 1200 EXISTING RWY 13 END EL 10]8.4' EXISTING RWY 31 END G 1062.T floc WIDTH OF D�PARTURES OF HIGHEST TERRAIN ACROSS mmm WIN W� 0 100� 0 Im 1100 ==-WIDTH OF DEPARTURE SURFACE HORIZONTAL SCALE IN FEET 1- Q ,QQ 200 10. 1000 VERTICAL SCALE IN FEET 13000 12000 11000 low 9" 8000 7000 6600 5000 4000 3000 2000 1000 0 0 f000 2000 3000 4000 5000 6000 7000 6000 9000 10000 11000 12000 13000 fW llEnd SI IA G6 T.W.Ru 3 d SI Ix 06 TW1 11 GENERAL NOTES: DUBUQUE REGIONAL AIRPORT (DBQ) 1. HORIZONTAL DATUM: NORTH AMERICAN DATUM 19M-NAD83; RU N WA � VERTICAL DATUM: NORTH AMERICAN DATUM 1988 - NAVD88, 2. 0 STRUCTIONGROUPINGSCREATEDUSINGGIBAGGREGATEPOINTSTOOLWITHA111'AGGREGATEDISTANCE. DEPARTURE CE DRAWING 3. OBSTRUCTIONS WITHIN GROUPINGS REPRESENT MOST PENETRATING NATURAL AND/OR MANMADE AND/OR TERRAIN FEATURE. 4. SAMPLED POINTS IDENTIFIED FROM SURVEY PROVIDED BY MARTINEZ GEOSPATIAL, DATED AUGUST 31, 2019. DUBUQUE, IOWA 5. 5o' CONTOURS ACROSS DEPARTURE SLOPE CORRESPOND TO ULTIMATE CONDITION. PLANNED BY: C. BUrks 6. FULL LIST OF OBSTRUCTIONS CAN BE FOUND IN SUPPLEMENT TO MASTER PLAN NARRATIVE. NO. REVISIONS DATE BY APP'D. DETAILED BY: D. PfZYbYClefl ■ f{�8i� APPROVED T.KallmanN Associates ]. ALL ELEVATIONS IN MSL FEET. TME P-1- p LENT 1a Er,��Bp�NEM�L September 2021 SHEET 14 of `z0 Airport Consultants canroa�riss cietes.cam ID F••wr•El•wtien {R-rod-1 Ahnw Ground Iw.rllkl rm w Top EI•ratldn Ih.md,l P•Iwmem vNw fkl ��� A AI Rd Unknown 1GR 17+V.8 •42 nR•m1Mr-OHM Road e AI fF Rd rx�knawn iD.o i069,• -n.7 eRemdn. on PJ xeM C I rtRd lhdlnawn SQA IW33 -10.9 Remeln•On AI Read D XI 151 11Pknown 17.0 iQlHS •9A6 t1 Rrm9kl E HI w 151 Unknown I7R 1111.1 16.1 eRalnWr F highway 151 unknown P.8 11A.9 .5qe aRrlMl+[ G 9l.J hRd IAlknpwn 15.0 1021v .,99,] nRelneln 'H Iwo pen•trHlonwlYed IllesklRuredmof sorfaoe � Eert.Ia Grwlq �i0° Aa•r•6rdr,d trwtpW e...a fR.neLl WIw IRI lbw[ 1 wT.l1 lam L6m..n I>ao >we•� nRead t 31 ER3fi L138.6T L7.sr Renlerc F a16 13676 L82 AanH.a a 14R 155d9 i6� Rrhn[e 5 �10 1169Q SU Aeiwe k >Zm 11119r ilJl ce_ wig ENm.•y 31 F+.d CXnwctlon TahM ID F••ryn G.aa]e Elrunwn n.11w A6ovGround Gwl I1rd TaR EI•rrtf•n [ir, nIA.1 hn•trdm Valle fir.l PIeP�d•n I Rued I,v59.09 10.W 1,Ofi9.[9 2S2 is Remaln -On Af rtReed 2 NII4 pole 1,329.3i 2R 92 1, 158.25 0.2fi Lowe �Reiente 3 UII II Pole I,133.84 H.W 1.1¢89 Db7 Ldxe �peluxe e 911d OE Cage: 2D21-ACE-3674GE• 1,y32A6 47.60 1.1T9.1v L7.9D Add OhwUalan 5 Trce l,1a3.18 37. L� 1,121186 1Q 18 Renlnve 6 NIII Pale I,16a.9S 39.CD 1,163.95 1Q.59 Lowe �Reldraxe 7 Un¢ Pale 1,155.09 30.% 1, 1aB05 3.93 LowerlPela<ate S NIII Pole 1,1G3.73 29.d0 1,193.13 9.81 Lowe �Reldrate 4 IJH6 Pole 1,160.79 3228 1.19301 &Ia LoweyFleipeate 10 Tree 1,157.81i B9.o8 1,22A% 18.34 Remove 11 Tao 1,150.77 8220 1�3297 i6.62 Renlnre 'An OE•AAA n+e w(q pled dP a17iV7021. ID Feamrc 6rau.dr ElewHen i1Fmd; IEn Ahryx Grdund Ie.al lk.Y un1 ed Tpp E1elpXen Ift.mdd Penevetlen valor SlF1 04spodltlen A AI rtRd fhtknown IS.Q I071.1 6 oftemaln B HI 61 Vnknprm 17.6 30Bd3 -S.G pRemak. C HI 61 lkdlnown I7R i09U.0 -10.5 ip Remaln 9 XI 61 ulknown S7.G 1101.1 •15.5 oRamafn E hkXln Unknown 15.Q 11W.6 •30.7 iO Reln9ln F IArrlln 11rdlnown 15.6 i1A0.1 •16.5 pftemafn G Ain:ew Rd UNnpwp 15 f1 115&0 -P.4 pRerripXl M AlrvHrw Rd VNnDwn 15.0 115&Q -lEi oRrmPk. I Ffrna 9Id Unknown ]S.Q 1124.7 •T4.8 iry Ppny{n 'NrgadY• p•n•Srrtien iHlw drr[ITlaf Ee➢Hwa dyer M s.nfa[r l7t I Auto Parking Auto Parking Auto Parking Lu 27 z J 2I U Q 25 26 TorA ul rorMul * MN orn 6' --T- Twy B 50' ' 3fr r_-_•__•_ _ —__ _� - -- -- -- - -- Airport Road ITT11TCTTITf� _�7�T7�I�I�I�I�I / � ° � LLI Future Auto Parking - ------�--- FutureTutoParking Auto Parking JjMtLH LL[ W_u� Lu m ° x - - 6 7 x 112 113 114 29 115 Future Fence \ P 141, UniversitY g of Dubu ue A ron 10B, 13 28 � � x �� I P 7, x/—� R- — x x x- Culvert / t\Q) --Relocated - �°° -- _ _--' "' a37' Service Road -------------- v R _ y! 171 -fin To, ------ *or ul — -__ — T.EIRL ' TI BRL \ ^' I Future\ t9 Apron Expanisir - - i � c ff MIAin Torn IT� 1) T�M�. or w LEGEND EXISTING FUTURE DESCRIPTION NIA I - — AVIATION RESERVE NIA AIRPORT ROTATING BEACON exL BUILDING RESTRICTION LINE (3V) p t=� STRUCTURES ON AIRPORT NIA ® ABANDONIREMOVE STRUCTURE NIA ABANDONIREMOVE PAVEMENT E===:= C TAXIWAY PAVEMENT C APRON PAVEMENT TAXIWAYAND APRON MARKING T 7T77T TIE -DOWNS FENCE LINE ROADS AND PARKING PAVEMENT ® ocsaw.an SURVEY MONUMENT WITH IDENTIFIER TAXIWAY OBJECT FREE AREA — TAXIWAY SAFETY AREA -- TOPOGRAPHIC CONTOURS TREELINE ULTIMATE AIRPORT FACILITIES ND. DESCRIPTION ELEV. AGL 102 T-Hanjar Expansion 20.0 103 Corwatlonal Hangar 32.0 IN Conventional Hangar 32.0 109 Conv nflonal Hangar 30LO 110 Conventional Hangar 32-0 111 Conventional Hangar 32-0 112 Conventional Hangar 32.0 113 Conventional Hangar 32.0 114 Conventional Hangar 32-1) 115 FI ia ht School Ex ns ion 27.0 116 Convurloo,a angar 32..0 117 Conventional Hangar 320 122 pote l al ATCT Lacatloo 60.0 ti Magnetic Declination Ol ° 38' East Annual Rate of Change Do* 03' West (Source: NOAA, NCEI, March 2020) 0 100 200 SCALE IN FEET I W Z J S U F Q Future Ac_ss Road / .� rswui Tsuul ' Tex1U1 �,, TSMvI yvl .sotul __ s rnNl TorMUI - rorMUl TorMUI mkMU) rorMUl 3 \ � --- Future Deicing, Facility nl Future Aircraft Parking 94o' Ground Service Equipment Facility Future EX191 NG AIR PORT FACILITIES NO. DESCRIPTION ELEV. MSL 30 SRE Building IM2.9 31 U.S.A Reserve fadifty 1100.1 32 U.S. Amw Reserve facility 11M.1 33 Residence 1301-8 34 U.S. Army Reserve Facility IID9.2 35 Tenant Fadlity 1107.9 36 Tenant FacilitV1099.7 37 ritv of Dubuque Water Punin Station 1114.9 1 LEGEND EXISTING I FUTURE DESCRIPTION —___J AIRPORTPROPERTY LINE NIA AIRPORT EASEMENT LINE NIA AVIATION RESERVE BUILDING RESTRICTION LINE (35') 0 E-1 STRUCTURES ON AIRPORT TAXIWAY PAVEMENT A APRON PAVEMENT TAXIWAY AND APRON MARKING TIE -DOWNS FENCE LINE ROADS AND PARKING PAVEMENT — TAXIWAY OBJECT FREE AREA — TAXIWAYSAFETYAREA TOPOGRAPHIC CONTOURS TREELINE \\? \� 0 200 400 SCALE IN FEET ULTIMATE AIRPORT FACILITIES NO_ DESCRIPTION ELEV. RGl} 101 Box Hangar 30.0 106 Box Hanitar 30.1) 107 1D-Unit T-}ia aar 17.0 108 10-unit T-H a Mitar 17.0 122 Potential ATCT Location 50-0 123 Ground Senace Equipment Facl lity 30_0 124 Sort Facility 30.0 125 Box Ha ar 30.0 126 Box Hangar MKI) 127 Box Ha ar 30.0 128 1 Box Hangar 30.0 129 Box Ha ar 30.0 130 Box Ha ar 30.0 131 Box Ha ar 30.0 132 Box Hangar 30.0 133 Box Ha ar 30.0 134 Box Ha ar 3M 135 Box Hangar 30.0 136 18ax Ha mar 30_0 137 Fual Farm 12.0 141 Corrvantronal Honor 32.0 142 Conventional Hanitar 32.1) 144 Coiwaniional Han ar 32:D 145 Corrventional Hangar 32-13 145 Conventignal Hangar 32.0 IV Cgmernional Hangar 32-D 148 Box Ha ar 30,1 149 1 Box Harkitar 30.o ISO Box Ha ar 3oo 151 Boz Han ar 30.0 152 Boz Ha ar 30.0 15a Box Ha ar 30.0 154 Box Hangar 30_0 ^wN rx Magnetic Declination 01'38'East Annual Rate of Change 00° 03' West (Source: NOAA, NCEI, March 2020) oc�t�e �, EXISTI NG AIR PDAT FACILITIES u P� ND. DESCRIPTION AGL} i � x _ ---- #__'--------- 38 PosiergerTerriminal 1082-5 1 roT NO 4, rf- x~�— ' // Magnetic Declination TIC 35 `— . Annu00Rate Changeof 03'W St ,30 5 — (Source: NOAA, NCEI, March 2020) Future11 Employee I _ Future Future o /� O Auto Parkin —� Paved Gravel �� l /g 34 Auto Parking 'Auto Parking ��s L 0 100 200 J SCALE IN FEET I Terminal J �, pa as \ � Q Auto Parkin O 9 O I 0� Terminal a 500 38 p S O 2Ia' Auto Parking # I ° Q Terminal I O Q C \/ O Au(o Parking n—CQ�QQ r�� o CtQ �, o +J O D sell' ) \ O Future Future ��� /// # -- Paved Grevel � Auto Perking Auto Parking x / v / r / X � � \ u ure 105 Existing Rental Car Lot \ a . .. 1... . . . . .. — — _ — I ® ® O — — — 7i 1 \ _ i / • 1 �r Set' _ 1 I Existing Culvert 1 1 1 1 1 i 1.120 • - �� Future Truck Staging Arco 1 / 1 1 2aV 1 Reserved for Future 1 yov so • x -- —1( Auto Parking Expansion • $o 121 Future Security Fence 1 a S9 1 1 O 1 1 1 i' 1 0 CargoeseryE for Future 1 rs 1 Cargo Expansion 0 1 / EX ASOS 1 40�' Cargo Ramp i 4 A OR L � 305 x E9Rr,45� x x �� �, — g • nm' Ih Existing Fence to be Removed V Facility --- rnlu rorMul -1— ro u1 mMu1 iornryl rornlu) ror rorNu ° n(u1 rornryt - ornNl rsnlul nl rsMul Wvsi Ydrn InMi -- Torn Inhv TOen _ - 3 rsn ul 1n'v£f" cm s. nrvs. - °F(Arrs. W., � wvsi rsn 10'TES (TYPFU1URE) Tvry H 50' DUBUQUE REGIONAL AIRPORT (DBQ) TERMINWAD'-VAWING III TERMINAL EXPND CARGO AREA DUBUQUE, IOWA PLANNED BY: Ci, BUSY NO. REVISIONS DATE BY APP'D. DETAILED BY: D. P b Cien APPRoveoav: T.Kahmann Associates TMe ra°Poeeo oEUE�orraeNT 1a EW�aoNMEar� September 2021 SHEET 17 of `z0 Airport Consultants c°nmeNriss °�etes.°om ULTIMATE MHPOAT FACILITIES Na. DESCRIPTION ELEV. (RGL IDS Car Wash 17.0 119 Passenger Temtinal EX nsion 14.D }z[1 ElecsrscaV Vault 33-D 123 Caw Facili 32-0 127 Potential RTCT I.oca[iOn fi0.0 LEGEND EXISTING FUTURE DESCRIPTION AVIATION RESERVE SECTION CORNERS � BUILDING RESTRICTION LINE (35') aaaOR�!• STRUCTURES ON AIRPORT a BUILDING RESTRICTION LINE (35') WA ABANDONIREMOVE PAVEMENT ----.I NIA CRITICAL AREA � w TAXIWAY PAVEMENT � w APRON PAVEMENT TAXIWAY AND APRON MARKING FENCE LINE ROADS AND PARKING PAVEMENT — TAXIWAY OBJECT FREE AREA TAXIWAY SAFETY AREA — TOPOGRAPHIC CONTOURS TREELINE a a LEGEND —1WS3—I Airfield Operations General Aviation Related Development Commercial Aviation i� Passenger Terminal Area EL k_N.- - — - - —'� � � Mixed Use Aviation/Non-Aviation o ` Aviation Reserve •- - �� � __, � —__ �i J.00, jr f Open Space Non -Aviation Development Existing Airport Property Line :. ✓ 65 11 ____..____.._ Ultimate Airport Property Line -- ,��� 65 Existing 65 DNL Contour It i�� — 65 — Ultimate 65 DNL Contour it ✓ / i ?�P"� � �i �a . 6 I II / / 65 // / — -- — �— -- 65 = duXi I 1 7 I► ► ► ' ' I illl ' ' --- —, — — FUTURE RUNWAY I8-36 750-1— TRUE aSaR,rvG 17e.1° � 65 I a rTTTTTTJ TT� I I I I I I I I m LJ --:LJ I r— —-----L-- — — — Magnetic Declination % ♦ 1 Ol ° 38' East Jecklin Lane Annual Rate of Change ./ 00°03' West rce / \ � (Sou: NOAA, NCEI, March 2020) i \ 0 500 1000 - \ \/\ SCALE IN FEET i b DUBUQUE REGIONAL AIRPORT (DBQ) LANQ OOINING v DUBUQUE, IOWA GENERAL NOTES: PLANNED Br. C. Burks r \` C f a1■ 1. THE CITY OF DUBUQUE DOES NOT CURRENTLY HAVE AN AIRPORT OVERLAY DISTRICT. OBJECT HEIGHTS ARE RESTRICTED TO NO. REVISIONS DATE BY APPD. DETAILED By D. PRYbYCleil �` il■ THE FEDERAL CFR TITLE 14, AERONAUTICS AND SPACE, PART TT AIRSPACE REGULATIONS AND THE BASE ZONING DISTRICT. 2. SEE SHEET 3 FOR AIRPORT FEATURE LEGEND. APPROVED BY: T.Kahmann Associatcs r�E �o�sEo o�E�oPMEMr �s E�vI INMEMr� September 2021 SHEET 1 Q OF 20 Airport Consultants v coffmanassociates.com urpwle peq�rrrLill F Varorl Rrna{p R�moTla A 69.00 Acquire m Fea B d7.90 Acquire m Fee C 33.80 Acquure m Fee 35-2-B � B \ / 35-2-A 4. Highwa 6l FOR APPROVAL BY 26-3-A(D)::: _ �) CITY OF 2 2 �; olE ,�� 35-1+ 35-1-H 35-1-G I /�' EXRUNWAY 6'N �-------- / / 35-1-E 26-1-D 35-1-C 26 1 B �.. . : ry - / 35-1-J 9h li�' 26-3-A �� ; 26-1-C v 26-1-A �/ ��? -3 B AiIJ db 3 22-4-B(D) IF AY 16 22-4-A(D) ofPU 34-4-A 34-4-B �i--�—� I ! I I / --------------I � � � '[� 27-3-A' 34-3-B I r-r-r�rTTT� 27-1-A r- 22-3-A // ti O I I I I LJ ��J I I 22-3-B I"ErF _= EX RUNWAY I3—L--_---- k 27-1-B 22-3-C Magnetic Declination 01' 38' East Annual Rate of Change 00, 03, West (Source: NOAA, NCEI, March 2020) \ A \ o soo 1000 SCALE IN FEET \ \ DUBUQUE REGIONAL AIRPORT (DBQ) E��I AIRPORT PRO NVENTORY MAP I DUBUQUE, IOWA PETAIEDBV: D.BUYsY � ■� .pan NO. REVISIONS DATE BY APP'D. DETAILEDBY: D. Prz b Clen /~ APPRoveD Bv: T.Kahmann Associate:. TRb PRORo oE�E P.e.. 1s b 'Ro�ME�I�� September 2021 sNEEr '� g oT 20 Airport Consultants c°Hmanassociates.com III,— �. «7♦ �� �. �I�` �_X��j�w1� �eue,le� ��I�I Fee 6lmple Table Date of Parcel HymbeF Damp"" Akeibe G-- PKmlhlor T of COn ype vcyanm Aecwders lnlorm7tt-0n PM GLwrt Na PvPPse 22-3-A LOT 2 OF SE V4 OF Sw 1/4, SEC, 22 AS Behr S11D119615 Condemnation BOOK OF LARDS NO.% PAGE 57050 RUNWAY 13 ASA I PEAT MI. ROADWAY 22-M LOT IOF SE V4 OF Sw 1J4, SEC-22 as WEI Commumty Schools R12V1963 OWN 0aim Deed BOOK OF LAN DS MO.57. PAGE W ""AT A RSA I PERIM. ROADWAY 22.31C LOT LOF SW VA OF SW Vol, SEL 22 0.59 H—.m W417013 Q01 Okm DA44 RECORDERS Fill N 2013•BLg16363 ALP3.1T00211•43 RUNWAY 13 RSA 22�A W 112 OF SE V4, SEC. 22 79.4 Behr A11411966 CoMernaal— BOOK OF LAMOS IFO.% PAGE 57050 RUNWAY 13 RSA 22-" E 112 OF SE 116E SEC. 22 794 Behr 4/14/1966 C—Lemrwllon BOOK OF LANDS MO.59, PAGE 570 SM RLERWAY ARSA Y6Ilh LOT 2OF NW 1/4 OF NW V4, Sf"6 3L89 Bra . 2/1/1944 W4"nly D-00 800X OF PLATS N0. 2, PACE 167 CONSTRUCTION OF AIRPORT 2G1-6 MY IOFNW 119 OF NW 111, SEL 21 7.% Bradley 2/1/1994 warranty Deed BOOK OF PLATS NO.2, PAGE 167 CONSTRUCTION OF AI MAT 26-1-C SW V4 Of Nw V4 SEC 26 3R.11 Bradley 1126119" Warranty bead NO PLAT OF RECORD CONSTRUCTION Of AIRPORT 26.1L0 LOT LOF SE i/4 of NW 114, Sir 251 EXUPTR.O.W.J 20 BI J/261T94A Warranty Deed BOOT( OF PLATS NO 14 PAGE 77 CONSTRUCTION OF AIRPORT 26-3-A TAT 2 OF Sw VA, SEC. 261EXCEPT A.D.w.l 45.53 Bradley 1J261190 Warranty Or ad BOOK OF LANDS NO- 2. PAGE 167 CONSTRUCTION OF Al RPORT 25.3•B TAT IOFSW V4, SEC. 26 188.A6 BridlfY 1/2611944 Wirranry LYetl BOOK OF LANDS NO. 2. PAGE 162 CONSTRUCTION OF AIRPORT 17.1 A 1IP OF MW VA. SEC-27 83-W Behr 3/2/1914 Wmrenty DOed 800K OF(ANUS NO- 34, PASJ 170& 171 CON5TRUCnON OF RUNWAY IA 27-1-4 IA F I OF NW Il9 OF NW V4, SEC 27 3,25 Hartman V14/20118 Warranty Deed RECORDERS PRE F 2DL3-4O02D23 AP -!F XuINWAY 13 AS. FOR APPROVAL BY CITY OF ..... 77.7,A NE V4 SEC 27 IQRS BrAdICy 2/1/1844 W4,olniy Df44 ROOK OF LANDS NOL 33, PA13E 519 CONSTRUCTION OF RUNWAY 93 27.3•A LOT I, ME Ff4 OF 5W V4, SJI 6p97 QC—r 711/19RS w4rrinry Deetl NUMBER: 10395.98 ALP&WO028.21 RUNWAYS IV39 EXTENSION 27-34 TAT I, SE 219 OF SW Va, SEC. 27 5.669 VC— 71111S9B Warranty beed NUMBER: 1036&99 AIP-JL4002B.21 RUNWAYS iW36 EXTENSPOIN c- 774A NW V4 OF SE 1/4, SEC, 27 41.1E Nyne 3/4/1944 W4rdi Deed ROOK OF LANDS MOL 34. PAOE 173 RUNWAYS IV35 EXTENSION 27.4•B WT 20F SW V4 of M 1/4, SEC-27 31.38 Kync V411944 W,,"niy Dyed BOOK OF JAMC5 NO.2, PAGE 198 RUNWAYS W35 EXTENSION 27-at TAT lOFSW V4 OF SE 114E SEC. 27 8 S2 Kyrie 314119A4 warranty beed BOOK OF LAN05 N0.2, PAGE 168 RUNWAYS 1W36 iX1EM5FON 27.4.D E 3/2 OF 5E I/11 SEC. 27 79.39 Bratllty 2/1/1944 Warramy Deed BOOK OF USMD5 33, PAGE$19 D4.LA LOT I, ME V4 OF MW V4 SEL 34 5.795 Green 7/141I9918 Wirynty Deed NUMBER: J1n6a98 ALPS.W( 128.21 RUNWAYS IV35 EXTENSION 541-8 TAT I, SE 1/4 OF NYY V4, SEC. 34 5607 Green 711411938 Warranty beed NUMBER: 110609E ALP �19-002&21 RUNWAYS 3W36 EXTENSION 34.21A HE V4 SEL 34 157,38 ThonWs 312/1944 WarI Deed BOOK OF LANDS MOIL A PAGE S36 RUNWAYS W35 EXTENSION 34 3•A LOT], ME 174 OF 5W V4, SEC 34 5,887 OeCkot 7/13/I99B VM"nly Deed NUMBER: 114g698 AIP R.19,0078.21 RUMVJAY W35 EXTENSION 34-3-8 TAT I, SE 114 Of Sw Va, SEC. 34 2.003 Decker 7/13/1959 Warranty Deed NUMBER: IM96-99 WP}11L(Nl RUNWAYS I$136 EXTENSION M4 A WTI. MW 3/40F SE V4, SEL 34 40.158 Docker 7/15/1998 Warol" Died NUMBER: 37495.98 WP34%N1028.21 RUNWAYS IV35 EXTENSION 34" JOT 1, SW 114 OF SE 116E SEC. 34 9.64 Decker 71WISBR Warranty Deed NUMBER: 11496-98 Ail,A 0 00281 RUNWAYS IV36 EXTENSION 3-1-A TAT I OF NW V4 OF Nw 114, SEC 35 5.0 • V4/IN" Condemnation BOOK Of PLATS MO. WAGE m 357.8 TAT I OF LOT 2 OF MW 114 OF MW III SEL 3S 2-75 &idlpT&KJnLXingCr 1V1$J1983 C.F4.-ryllon NUNeBFR: 930&83 AIP3.19002BOT 35 1-C LOT 2 OF ME V4 OF NW V4, SEC. 35 0.9E Bradley 1124119v4 4NFCIalm Geed BOOK OF LANDS NO -NE PAGE Al. 142E 157 351-0 LOT I OF LOT I OF NE V4 OF Nw V4, SEC. 35 9.02 Bradley V411914 Condemaauon BOOK OF PLATS MO. L9 PAGE 65 35UE WT 2 OF LOTI OF WT 2 OF WT I OFME I/4 Of NW V4 SEL 35 11.5 Brad F.unooYNv 1V1$J1983 COTMk-rrlion HVMBER:9309 IBW AIP3.19W2BOP 341-F NOT I OF LOT I OF TAT 2 OF LOT I OF RE V4 OF NW V4, SEC. 35 4.67 Bradley& K1nlatniter EVISIaAAx Condemnation NUABER:930&1983 AIPSE9-0026tl2 r'1-G TAT 2 OF LOT 2 OF LOT I OF NE TIC OF NW V4, SEC. 95 6,693 Bradley 4/7/1971 Warranty beed ROOK 651,PAGE SBA ACCU.AE0 FOR 1973 A1S. PROJECT 35-1-H LOT IOF SE V4 OF NW 1/4, SEC. 35 5.21 Br9dlyy F. KinL4inger 7 V1$J1883 CorMC CWGOn Nv6wR:9308•I98f AIP 3,190028.02 35.E-1 WT3OP LOT l OF LOT 2 OF JOT I OF ME 1140F NW 114, SEr-i5 Rradply g114/20D9 Waranty DRBd Ali- }79.p028.83 INCwDED WITH IM ACOUISITIOM DII 1•S,ff114 LOT 2OFSEV4 Of NW 1/4,SW1/4OF MW 1/4, JOT 2 OF WT 2 OF MW 1/4 DF NW 114, ILL 11 WT30F LOT I OF LOT 2 OF LOT I OF ME V4 OF NW VAJ SIC- 35 W444 &adleY. at. al. 02412DOS Wa-nty Deed NUMBER: 2OZ17M AL,3-g(N2R�5 TERAeNALRELOCAMON 35.2 A JOT 2OF MW 114 of NE VA, SEL 85 U41 KI4Ll BY311M W;N—ly Eked BOOK 67, PAGE 235 ACCUIRE) FOR IM AL5. PROJECT 35b8 LOT 2 OF 5UBJDT I OAF 5W V4OF HE 3/4. SEL 35 2.18 Kiel A03/1971 wRrnnty Dcetl BOOK 67, PAU 235 Ar.CK11RED FOR 197d AL5. PROJECT 3S 2-C LOT IOF SuBLOT2 OF LOT 1 OF SE 114 OF SE 110E SEC. 35 0.26S Kletl g13119ri Warranty beed 60Ox 67, PAGE 235 ACQUIRED FOR 1973 AL.S. PROJECT 35.20 JOT I OF JOT 2 OF JOT I OF SE V4 OF NE 114, SEC-36 (I'm KIW V411971 Warnmy D,•.d BOOK 67, PAGE 235 ACOOIRED FOR 1973 AJ.5. PROJECT FasemenLT4ble Parcel Humber WsKrlpllen A—W Grantoe llrte nl Type of EasemeW B4<prden BFwmNton FAR Grille N. Purpose PAvuIslBvn I PART OF SE 114 OF NW 114. SEC 3S 1.16 3 PART OF SW V4 OF HE 1/,L SEC 35 2.16 ACQUIRED FOR 1967 PROIE0 4 PA IT OF NW V4 OF NE 1/4, SEC 35 18.34 7 AA RI OF NW V4 OF NW 114E SEC- 27 629 R PART OF Sw VA OF Sw 1/4, SEL 21 35.49 9 PART OF SE I/4 OF S67/41 SEC. 21 1.53 10 PART OF NW 114 OF SW 114, SEC, 22 Sd2 12 PART OF E V2 OF NW V4 AN D IN N E iIY SEL 27 637 13 PA RT OF NW V4 OF SW 114, SEC 22 1.68 ACOUTAEO FOR L467 PROOECT 14 PART OF Sw X14 OF SW 315 SEC 27 1-21 ACQUIRED FOR 1967 PROJECT I5 PART OF 5W V4 OF SW 1/4,5EC 72 M94 ACQUIRED FOR 7967 PROJECT 17 PAJFT OF Nw V4OFNW 1/4 AND PART OF SW V4OFM 114E SEL 35 2LI3 AcCtUiRED FOR 1967 PROJECT 23A 10-F 2 OF SW V4 OF NE 1/4, SEC- 3S 5-99 236 LOT IOF LOT OF WTI OF LOT I OF LOT 7 OF ME 114 OF N E V4, SIC. 35 al? 23C TAT 2 OF NOT 2 OF TAT I OF SE V4 OF NE ilk SEC- 35 JIM 23D LOT IOF W F I OF SE V4 W ME 114, SEC, 35 40.E µN 23E LOT I OF LOT I OF SW I/4 OF NE 114, SIC. 35 12.136 2a PART Of NE V40FSE V4 OF Sf 1Ja OF SE V4.SEC. 34 L3 Elecker NO. 11491 A1P}19,0028.21 RUNWAYS I" EXTENSION 25 PART OF SW IJ40F SE V4, SEC. N 402 RIP3Lgi-(N &21 RUNWAYS IW36FXTENSION Magnetic Declination 26 PA RT OF NE V4 OF NW 114E SEC. 34 (UR Green r11RI1!NlB Dra—AK NO. 11061-99 A1PS MOMSI RUNWAYS ISJ36 EXTENSION 01' 38' East 27 20.27 ACQIJJRED ISM Annual Rate of Change 00" 03' West Pmpo rcy Di:po--I TaW (Source: NOAA, NCEI, March 2020) PULYPRIKmeNr oHpip"M ApYHpr Gr.-- LULcof Disposal type of Convcyanm Pu der4kiforMttw 0 500 1000 26}0410) TAT 2 OF SW V4, SEC. 26 MIS 151 AI 9.5 Iowa Stale Hlghwar Commisvon 31V1964 WBCIalm T7eed BOOK OF LANDS NO.57, PAGE 40-0 SCALE IN FEET 22�AJDj W 3/2 OF SE 1A SEC. 271US 151 R. O W-) t0.83 $t up or IA 612WID70 DAN001 D4ad BOOK OF LAND'S MR 64, PAGE 542.544 22-4-8(D) E 112 OF SE 114, SEC 22015151 R.0.W.1 JI Stale of Iowa G12911971) (bdLClNmOeed BOOK OF LANDS NO.64, PAGE S42-544 DUBUQUE REGIONAL AIRPORT(DBQ) EXloll �.�' AIRPORT PROIVNVENTORY MAP II DUBUQUE, IOWA PLANNED BY: C. Burke NO. REVISIONS DATE BY APFIDJ DETAILED BY: D. PrzybyCieO APPROVED BY T.Kahmanfl Associates ,He PaoPoaEo oey—Tee�or•NeM .a envlRonNe—L September 2021 SHEET `LO OF 20 Airport Consultants .coffmenassoGates.com Appendix H Obstacle Action Plan UBUQUE REGIONAL AIRPORT Airport Master_ PI -an Appendix H OBSTACLE ACTION PLAN As part of being a federally obligated airport, the approach and departure surfaces at Dubuque Regional Airport are required to be maintained as identified by Advisory Circular (AC) 150/5300-13A, Airport design and FAA Order 8260.313, The United States Standard for Terminal Instrument Procedures (TERPS). The City of Dubuque, the airport sponsor, is ultimately responsible for ensuring clear runway and departure surfaces. This responsibility is derived from the following FAA Grant Assurances: • Grant Assurance 19 (Operations and Maintenance) states that the airport shall be operated in a safe and serviceable condition and in accordance with appropriate minimum standards required by applicable agencies. • Grant Assurance 20 (Hazard Removal) states that an airport sponsor must also take appropriate action to ensure that terminal airspace will be adequately cleared and protected by removing, lowering, lighting or otherwise mitigating exiting airport hazards and by preventing the establishment of future hazards. • Grant Assurance 21 (Compatible Land Use) says that an airport sponsor must take appropriate action, to the extent practicable, including the adoption of zoning laws, to restrict the use of land adjacent to the airport to uses compatible with normal airport operations. • Grant Assurance 29 (Airport Layout Plan [ALP]) says the sponsor must keep the ALP up to date (obstacles are generally shown on the ALP plan and profile sheets). In all cases, the FAA expects airport sponsors to actively seek feasible and prudent opportunities to eliminate, reduce, or mitigate risks associated with penetrations to the 20:1 surface any time there is an ALP update or master plan update. The airport sponsor is responsible for completing and updating an Obstacle Action Plan (OAP). OAPs can vary significantly in size and complexity and could just be a follow- up plan to the obstruction disposition table that is shown on the ALP. Regardless of complexity, it must demonstrate the phases necessary to accomplish the mitigation of obstacle penetration to the approach and/or departure surfaces in an expedited manner to the maximum extent possible. The OAP must also address the sponsor's action plan to maintain clear surfaces. As part of the ALP presented in Appendix G, the obstruction analysis is based upon an August 2019 survey and identified multiple 20:1 obstructions in the approaches to Runways 13, 31, and 36. The airport's OAP addressing the identified obstacles is presented in the following table. H-1 ID Description Location (On/Off Latitude/ Affected Surface Obstacle Vertical Proposed Action Target Completion Comments Airport) Longitude Elevation Penetration Date Date 1 Bldg Peak Elev Off Airport 42' 24' 43.935" N Runway 13 End 1174.53 4.63 Add Obstruction Light ASAP TBD 90° 43' 3.904" W OCS #7 (EB99-A) 42° 24' 43.921" N Runway 13 End Add Obstruction Light OE -AAA 2 Silo Off Airport 90° 43' 3.747" W OCS #7 (EB99-A) 1179.72 10.83 (OE -AAA Eval in process: 2021-ACE-3674-OE) ASAP TBD Case filed 4/28/2021 3 Utility Pole Off Airport 42" 24' 44.040" N Runway 13 End 1183.95 10.59 Lower/Relocate ASAP TBD 90' 43' 3.842" W OCS #7 (EB99-A) 4 Utility Pole Off Airport 42" 24' 44.026" N Runway 13 End 1183.53 8.94 Lower/Relocate ASAP TBD 90° 43' 4.094" W OCS #7 (EB99-A) 5 Utility Pole Off Airport 42" 24 43'796" N Runway 13 End 1193.13 8.81 Lower/Relocate ASAP TBD 90' 43' 3.916" W OCS #7 (EB99-A) 6 Utility Pole Off Airport 42' 24' 43.830" N Runway 13 End 1180.83 7.9 Lower/Relocate ASAP TBD 90° 43' 3.717" W OCS #7 (EB99-A) 7 Utility Pole Off Airport 42" 24' S0.404" N Runway 13 End 1193.07 6.74 Lower/Relocate ASAP TBD 90° 43' 36.695" W OCS #7 (EB99-A) 8 Utility Pole Off Airport 42° 24' 48.399" N Runway 13 End 1186.05 3.73 Lower/Relocate ASAP TBD 90° 43' 22.963" W OCS #7 (EB99-A) 9 Utility Pole Off Airport 42' 24' S0.686" N Runway 13 End 1172.324 1.37 Lower/Relocate ASAP TBD 90° 43' 36.897" W OCS #7 (EB99-A) 10 Utility Pole Off Airport 42" 24' 34.015" N Runway 13 End 1162.844 0.47 Lower/Relocate ASAP TBD 90° 42' S7.061" W OCS #7 (EB99-A) 11 Utility Pole Off Airport 42` 24' 34.015" N Runway 13 End 1158.254 0.26 Lower/Relocate ASAP TBD 90° 42' S7.061" W OCS #7 (EB99-A) 12 Road (10' adjustment On Airport 42° 24' 33.936" N Runway 13 End 1086.746 7.87 No Action Required -Airport Controlled Road N/A N/A added) 90' 42' 57.166" W OCS #7 (EB99-A) 13 Road (10' adjustment On Airport 42° 24' 33.936" N Runway 13 End 1086.746 7.87 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 57.166" W OCS #7 (EB99-A) 14 Road (10' adjustment On Airport 42° 24' 33.975" N Runway 13 End 1086.745 7.86 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S7.114" W OCS #7 (EB99-A) 15 Road (10' adjustment On Airport 42° 24' 33.975" N Runway 13 End 1086.745 7.86 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 57.114" W OCS #7 (EB99-A) 16 Road (10' adjustment On Airport 42° 24' 33.963" N Runway 13 End 1086.67 7.79 No Action Required -Airport Controlled Road N/A N/A added) 90° 42'57.229" W OCS #7 (EB99-A) 17 Road (10' adjustment On Airport 42° 24' 33.963" N Runway 13 End 1086.67 7.79 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 57.229" W OCS #7 (EB99-A) 18 Road (10' adjustment On Airport 42° 24' 33.963" N Runway 13 End 1086.79 7.78 No Action Required -Airport Controlled Road N/A N/A added) 90° 42'57.229" W OCS #7 (EB99-A) 19 Road (10' adjustment On Airport 42° 24' 33.963" N Runway 13 End 1086.79 7.78 No Action Required -Airport Controlled Road N/A N/A added) 90' 42' 57.229" W OCS #7 (EB99-A) 20 Road (10' adjustment On Airport 42° 24' 49.627" N Runway 13 End 1086.79 7.78 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 32.594" W OCS #7 (EB99-A) 21 Road (10' adjustment On Airport 42' 24' 34.055" N Runway 13 End 1086.79 7.78 No Action Required Airport Controlled Road N/A N/A added) 90° 42' S7.153" W OCS #7 (EB99-A) 22 Road (10' adjustment On Airport 42° 24' 34.055" N Runway 13 End 1086.82 7.75 No Action Required -Airport Controlled Road N/A N/A added) 90' 42' 57.153" W OCS #7 (EB99-A) H-2 23 Road (10' adjustment On Airport 42' 24' 34.055" N Runway 13 End 1086.82 7.75 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S7.153" W OCS #7 (EB99-A) 24 Road (10' adjustment On Airport 42' 24' 34.055" N Runway 13 End 1086.82 7.75 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 57.153" W OCS #7 (EB99-A) 25 Road (10' adjustment On Airport 42° 24' 33.986" N Runway 13 End 1086.82 7.75 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S7.138" W OCS #7 (EB99-A) 26 Road (10' adjustment On Airport 42' 24' 33.986" N Runway 13 End 1086.67 7.74 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 57.138" W OCS #7 (EB99-A) 27 Road (10' adjustment On Airport 42° 24' S0.610" N Runway 13 End 1086.67 7.74 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 36.046" W OCS #7 (EB99-A) 28 Road (10' adjustment On Airport 42' 24' S3.186" N Runway 13 End 1086.73 4.06 No Action Required Airport Controlled Road N/A N/A added) 90° 43' 32.540" W OCS #7 (EB99-A) 29 Road (10' adjustment On Airport 42° 24' S3.130" N Runway 13 End 1086.73 4.06 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 32.392" W OCS #7 (EB99-A) 30 Road (10' adjustment On Airport 42° 24' S0.457" N Runway 13 End 1086.836 2.97 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 36.466" W OCS #7 (EB99-A) 31 Road (10' adjustment On Airport 42' 24' S3.366" N Runway 13 End 1086.836 2.97 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 35.798" W OCS #7 (EB99-A) 32 Road (10' adjustment On Airport 42' 24' 49.268" N Runway 13 End 1086.727 2.86 No Action Required -Airport Controlled Road N/A N/A added) 90' 43' 23.002" W OCS #7 (EB99-A) 33 Road (10' adjustment On Airport 42° 24' S0.632" N Runway 13 End 1086.727 2.86 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 32.418" W OCS #7 (EB99-A) 34 Road (10' adjustment On Airport 42° 24' 34.717" N Runway 13 End 1086.97 2.62 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S8.976" W OCS #7 (EB99-A) 35 Road (10' adjustment On Airport 42' 24' 34.717" N Runway 13 End 1086.97 2.62 No Action Required -Airport Controlled Road N/A N/A added) 90' 42' 58.976" W OCS #7 (EB99-A) 36 Road (10' adjustment On Airport 42° 24' 48.179" N Runway 13 End 1086.769 2.26 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 30.291" W OCS #7 (EB99-A) 37 Road (10' adjustment On Airport 42' 24' S0.676" N Runway 13 End 1086.769 2.26 No Action Required Airport Controlled Road N/A N/A added) 90' 43' 33.897" W OCS #7 (EB99-A) 38 Road (10' adjustment On Airport 42° 24' 35.006" N Runway 13 End 1086.936 1.21 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S9.492" W OCS #7 (EB99-A) 39 Road (10' adjustment On Airport 42' 24' 35.006" N Runway 13 End 1086.936 1.21 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 59.492" W OCS #7 (EB99-A) 40 Road (10' adjustment On Airport 42° 24' 35.049" N Runway 13 End 1087.173 0.8 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S9.435" W OCS #7 (EB99-A) 41 Road (10' adjustment On Airport 42° 24' 35.049" N Runway 13 End 1087.173 0.8 No Action Required Airport Controlled Road N/A N/A added) 90° 42' S9.435" W OCS #7 (EB99-A) 42 Road (10' adjustment On Airport 42° 24' 35.106" N Runway 13 End 1087.153 0.78 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S9.719" W OCS #7 (EB99-A) 43 Road (10' adjustment On Airport 42° 24' 35.106" N Runway 13 End 1087.153 0.78 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 59.719" W OCS #7 (EB99-A) 44 Road (10' adjustment On Airport 42° 24' S0.788" N Runway 13 End 1087.093 0.72 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 31.980" W OCS #7 (EB99-A) 45 Road (10' adjustment On Airport 42' 24' 35.093" N Runway 13 End 1087.093 0.72 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 59.857" W OCS #7 (EB99-A) 46 Road (10' adjustment On Airport 42° 24' 35.093" N Runway 13 End 1069.09 2.82 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S9.857" W OCS #7 (EB99-A) 47 Road (10' adjustment On Airport 42° 24' S3.351" N Runway 13 End 1069.09 2.82 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 32.475" W OCS #7 (EB99-A) H-3 48 Road (10' adjustment On Airport 42° 24' S0.598" N Runway 13 End 1069.064 2.5 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 34.082" W OCS #7 (EB99-A) 49 Road (10' adjustment On Airport 42' 24' S3.139" N Runway 13 End 1069.064 2.5 No Action Required Airport Controlled Road N/A N/A added) 90' 43' 38.235" W OCS #7 (EB99-A) 50 Road (10' adjustment On Airport 42° 24' S0.565" N Runway 13 End 1068.88 2.41 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 33.929" W OCS #7 (EB99-A) 51 Road (10' adjustment On Airport 42' 24' 47.939" N Runway 13 End 1068.88 2.41 No Action Required Airport Controlled Road N/A N/A added) 90° 43' 22.010" W OCS #7 (EB99-A) 52 Road (10' adjustment On Airport 42° 24' 35.432" N Runway 13 End 1068.839 1.68 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.315" W OCS #7 (EB99-A) 53 Road (10' adjustment On Airport 42° 24' 35.432" N Runway 13 End 1068.839 1.68 No Action Required Airport Controlled Road N/A N/A added) 90° 43' 0.315" W OCS #7 (EB99-A) 54 Road (10' adjustment On Airport 42° 24' 35.568" N Runway 13 End 1068.823 1.66 No Action Required -Airport Controlled Road N/A N/A added) 90' 43' 0.619" W OCS #7 (EB99-A) 55 Road (10' adjustment On Airport 42° 24' 35.568" N Runway 13 End 1068.823 1.66 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.619" W OCS #7 (EB99-A) 56 Road (10' adjustment On Airport 42' 24' 35.525" N Runway 13 End 1068.94 1.23 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.676" W OCS #7 (EB99-A) 57 Road (10' adjustment On Airport 42' 24' 35.525" N Runway 13 End 1068.94 1.23 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.676" W OCS #7 (EB99-A) 58 Treetop On Airport 42" 24' 35.482" N Runway 13 End 1133.67 27.97 Trim/Remove ASAP TBD 90° 43' 0.734" W OCS #7 (EB99-A) 59 Treetop On Airport 42" 24' 35.482" N Runway 13 End 1133.43 27.96 Trim/Remove ASAP TBD 90° 43' 0.734" W OCS #7 (EB99-A) 60 Treetop On Airport 42` 24' 53.269" N Runway 13 End 1133.61 27.8 Trim/Remove ASAP TBD 90° 43' 32.208" W OCS #7 (EB99-A) 61 Treetop On Airport 42" 24' S0.601" N Runway 13 End 1130.91 24.79 Trim/Remove ASAP TBD 90° 43' 36.490" W OCS #7 (EB99-A) 62 Treetop On Airport 42' 23' 3.391" N Runway 13 End 1126.59 21.12 Trim/Remove ASAP TBD 90° 41' 4.484" W OCS #7 (EB99-A) 63 Treetop On Airport 42" 22' S9.724" N Runway 13 End 1122.93 17.66 Trim/Remove ASAP TBD 90° 41' 3.603" W OCS #7 (EB99-A) 64 Treetop Off Airport 42° 22' S8.699" N Runway 13 End 1177.98 17.21 Trim/Remove ASAP TBD 90' 41' 4.351" W OCS #7 (EB99-A) 65 Treetop Off Airport 42" 22' S9.563" N Runway 13 End 1155.66 16.69 Trim/Remove ASAP TBD 90° 41' 4.079" W OCS #7 (EB99-A) 66 Treetop Off Airport 42' 22' S9.758" N Runway 13 End 1172.88 11.34 Trim/Remove ASAP TBD 90° 41' 3.800" W OCS #7 (EB99-A) 67 Treetop Off Airport 42" 22' S9.025" N Runway 13 End 1161.72 7.78 Trim/Remove ASAP TBD 90' 41' 4.471" W OCS #7 (EB99-A) 68 Treetop Off Airport 42' 22' S9.632" N Runway 13 End 1168.02 7.75 Trim/Remove ASAP TBD 90° 41' 3.995" W OCS #7 (EB99-A) 69 Treetop Off Airport 42' 22' S9.739" N Runway 13 End 1167.9 7.67 Trim/Remove ASAP TBD 90' 41' 4.612" W OCS #7 (EB99-A) 70 Treetop Off Airport 42' 22' S8.599" N Runway 13 End 1166.88 6.94 Trim/Remove ASAP TBD 90° 41' 4.641" W OCS #7 (EB99-A) 71 Treetop Off Airport 42" 22' S9.741" N Runway 13 End 1166.7 6.14 Trim/Remove ASAP TBD 90' 41' 4.114" W OCS #7 (EB99-A) 72 Treetop Off Airport 42' 23' 17.447" N Runway 13 End 1170.9 6.02 Trim/Remove ASAP TBD 90° 41' 15.470' W OCS #7 (EB99-A) H-4 73 Treetop Off Airport 42' 23' 17.923" N Runway 13 End 1146 5.43 Trim/Remove ASAP TBD 90° 41' 11.460" W OCS #7 (EB99-A) 74 Treetop Off Airport 42` 23' 18.998" N Runway 13 End 1160.52 5.02 Trim/Remove ASAP TBD 90° 41' 12.026" W OCS #7 (EB99-A) 75 Treetop Off Airport 42" 22' 58.497" N Runway 13 End 1152.06 3.77 Trim/Remove ASAP TBD 90° 41' 4.387" W OCS #7 (EB99-A) 76 Treetop Off Airport 42` 22' 58.989" N Runway 13 End 1161.06 3.52 Trim/Remove ASAP TBD 90° 41' 4.659" W OCS #7 (EB99-A) 77 Treetop Off Airport 42" 23' 16.719" N Runway 13 End 1157.52 2.32 Trim/Remove ASAP TBD 90° 41' 12.152" W OCS #7 (EB99-A) 78 Treetop Off Airport 42' 23' 6.231" N Runway 13 End 1162.14 1.7 Trim/Remove ASAP TBD 90° 41' 18.970" W OCS #7 (EB99-A) 79 Treetop Off Airport 42" 22' 59.743" N Runway 13 End 1159.14 1.49 Trim/Remove ASAP TBD 90° 41' 2.767" W OCS #7 (EB99-A) 80 Treetop Off Airport 42' 23' 20.037" N Runway 13 End 1169.04 1.34 Trim/Remove ASAP TBD 90° 41' 10.832" W OCS #7 (EB99-A) 81 Treetop Off Airport 42" 23' 18.007" N Runway 13 End 1158.72 1.33 Trim/Remove ASAP TBD 90° 41' 11.672" W OCS #7 (EB99-A) 82 Treetop Off Airport 42' 22' 57.709" N Runway 13 End 1138.2 1.32 Trim/Remove ASAP TBD 90° 41' 4.368" W OCS #7 (EB99-A) 83 Treetop Off Airport 42" 22' 57.522" N Runway 13 End 1160.58 0.64 Trim/Remove ASAP TBD 90° 41' 4.440" W OCS #7 (EB99-A) 84 Treetop Off Airport 42" 23' 19.165" N Runway 13 End 1161.36 0.51 Trim/Remove ASAP TBD 90° 41' 11.687" W OCS #7 (EB99-A) 85 Treetop Off Airport 42' 23' 4.117" N Runway 13 End 1226.955 18.34 Trim/Remove ASAP TBD 90' 41' 20.306" W OCS #7 (EB99-A) 86 Treetop Off Airport 42" 22' 59.508" N Runway 13 End 1232.97 16.62 Trim/Remove ASAP TBD 90° 41' 2.978" W OCS #7 (EB99-A) 87 Treetop Off Airport 42' 22' 59.553" N Runway 13 End 1232.37 15.18 Trim/Remove ASAP TBD 90° 41' 4.264" W OCS #7 (EB99-A) 88 Treetop Off Airport 42" 22' 58.425" N Runway 13 End 1230.99 14.98 Trim/Remove ASAP TBD 90° 41' 4.483" W OCS #7 (EB99-A) 89 Treetop Off Airport 42° 22' 57.421" N Runway 13 End 1230.93 14.9 Trim/Remove ASAP TBD 90° 41' 4.390" W OCS #7 (EB99-A) 90 Treetop Off Airport 42" 23' 17.596" N Runway 13 End 1230.45 14 Trim/Remove ASAP TBD 90° 41' 14.506" W OCS #7 (EB99-A) 91 Treetop Off Airport 42" 22' 58.390" N Runway 13 End 1229.25 13.25 Trim/Remove ASAP TBD 90° 41' 4.307" W OCS #7 (EB99-A) 92 Treetop Off Airport 42" 22' 59.625" N Runway 13 End 1227.27 12.29 Trim/Remove ASAP TBD 90° 41' 4.487" W OCS #7 (EB99-A) 93 Treetop Off Airport 42' 23' 8.303" N Runway 13 End 1228.77 11.78 Trim/Remove ASAP TBD 90° 41' 17.681" W OCS #7 (EB99-A) 94 Treetop Off Airport 42' 22' 57.201" N Runway 13 End 1227.09 11.45 Trim/Remove ASAP TBD 90' 41' 2.584" W OCS #7 (EB99-A) 95 Treetop Off Airport 42' 22' 59.613" N Runway 13 End 1180.86 10.18 Trim/Remove ASAP TBD 90° 41' 3.186" W OCS #7 (EB99-A) 96 Treetop Off Airport 42° 23' 47.367" N Runway 13 End 1226.67 9.16 Trim/Remove ASAP TBD 90° 41' 52.470" W OCS #7 (EB99-A) 97 Treetop Off Airport 42" 23' 47.367" N Runway 13 End 1225.35 9.08 Trim/Remove ASAP TBD 90° 41' 52.470" W OCS #7 (EB99-A) H-5 98 Treetop Off Airport 42' 23' 47.270" N Runway 13 End 1225.95 8.52 Trim/Remove ASAP TBD 90° 41' 52.382" W OCS #7 (EB99-A) 99 Treetop Off Airport 42` 23' 47.270" N Runway 13 End 1178.88 8.48 Trim/Remove ASAP TBD 90° 41' 52.382" W OCS #7 (EB99-A) 100 Treetop Off Airport 42" 23' 47.374" N Runway 13 End 1226.25 7.31 Trim/Remove ASAP TBD 90° 41' 52.307" W OCS #7 (EB99-A) 101 Treetop Off Airport 42` 23' 47.374" N Runway 13 End 1226.19 7.01 Trim/Remove ASAP TBD 90° 41' 52.307" W OCS #7 (EB99-A) 102 Treetop Off Airport 42" 23' 46.943" N Runway 13 End 1177.8 6.97 Trim/Remove ASAP TBD 90° 41' 52.368" W OCS #7 (EB99-A) 103 Treetop Off Airport 42' 23' 46.943" N Runway 13 End 1223.73 6.16 Trim/Remove ASAP TBD 90' 41' 52.368" W OCS #7 (EB99-A) 104 Treetop Off Airport 42° 23' 47.000" N Runway 13 End 1221.51 5.73 Trim/Remove ASAP TBD 90° 41' 52.291" W OCS #7 (EB99-A) 105 Treetop Off Airport 42' 23' 47.000" N Runway 13 End 1222.95 5.44 Trim/Remove ASAP TBD 90° 41' 52.291" W OCS #7 (EB99-A) 106 Treetop Off Airport 42" 23' 18.212" N Runway 13 End 1224.51 5.08 Trim/Remove ASAP TBD 90° 41' 12.886" W OCS #7 (EB99-A) 107 Treetop Off Airport 42' 23' 46.856" N Runway 13 End 1222.23 4.43 Trim/Remove ASAP TBD 90° 41' 52.070" W OCS #7 (EB99-A) 108 Treetop Off Airport 42" 23' 46.856" N Runway 13 End 1219.65 4.29 Trim/Remove ASAP TBD 90° 41' 52.070" W OCS #7 (EB99-A) 109 Treetop Off Airport 42" 22' 59.707" N Runway 13 End 1225.11 2.89 Trim/Remove ASAP TBD 90° 41' 2.535" W OCS #7 (EB99-A) 110 Treetop Off Airport 42` 22' 58.224" N Runway 13 End 1219.95 2.85 Trim/Remove ASAP TBD 90° 41' 4.386" W OCS #7 (EB99-A) 111 Treetop Off Airport 42" 23' 22.151" N Runway 13 End 1218.87 1.07 Trim/Remove ASAP TBD 90° 41' 14.037" W OCS #7 (EB99-A) 112 Treetop Off Airport 42` 23' 22.157" N Runway 13 End 1218.81 0.81 Trim/Remove ASAP TBD 90° 41' 17.333" W OCS #7 (EB99-A) 113 Treetop Off Airport 42" 22' 58.193" N Runway 13 End 1217.97 0.21 Trim/Remove ASAP TBD 90° 41' 4.603" W OCS #7 (EB99-A) 114 Road (10' adjustment On Airport 42° 23' 30.441" N Runway 13 OCS #4 1086.73 7.79 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 41.910" W 115 Road (10' adjustment On Airport 42° 23' 30.372" N Runway 13 OCS #4 1086.73 7.79 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 41.909" W 116 Road (10' adjustment On Airport 42° 23' 30.188" N Runway 13 OCS #4 1086.836 5.49 No Action Required Airport Controlled Road N/A N/A added) 90° 42' 42 318" W 117 Road (10' adjustment On Airport 42° 23' 30.188" N Runway 13 OCS #4 1086.836 5.49 No Action Required - Airport Controlled Road N/A N/A added) 90° 42' 42.196" W 118 Road (10' adjustment On Airport 42° 23' 30.291" N Runway 13 OCS #4 1086.727 5.38 No Action Required Airport Controlled Road N/A N/A added) 90° 42' 41 909„ W 119 Road (10' adjustment On Airport 42° 23' 30.188" N Runway 13 OCS #4 1086.727 5.38 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 42.073" W 120 Road (10' adjustment On Airport 42° 23' 29.806" N Runway 13 OCS #4 1086.97 4.66 No Action Required Airport Controlled Road N/A N/A added) 90° 42' 42.669" W 121 Road (10' adjustment On Airport 42° 23' 29.622" N Runway 13 OCS #4 1086.97 4.66 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 43.021" W 122 Road (10' adjustment On Airport 42° 23' 29.211" N Runway 13 OCS #4 Runway 1086.769 4.14 No Action Required -Airport Controlled Road N/A N/A added) 42' 43 024„ W 123 Road (10' adjustment On Airport 42' 23' 29.180" N Runway 13 OCS #4 1086.769 4.14 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 43.024" W 124 Road (10' adjustment On Airport 42' 23' 29.180" N Runway 13 OCS #4 1086.936 1.88 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 43.118" W 125 Road (10' adjustment On Airport 42° 23' 29.180" N Runway 13 OCS #4 1086.936 1.88 No Action Required - Airport Controlled Road N/A N/A added) 90° 42' 42.930" W 126 Road (10' adjustment On Airport 42' 23' 42.079" N Runway 13 OCS #4 1087.173 0.82 No Action Required Airport Controlled Road N/A N/A added) 90° 41' 36.651" W 127 Road (10' adjustment On Airport 42° 23' 42.036" N Runway 13 OCS #4 1087.173 0.82 No Action Required -Airport Controlled Road N/A N/A added) 90° 41' 36.789" W 128 Road (10' adjustment On Airport 42' 23' 42.228" N Runway 13 OCS #4 1087.153 0.8 No Action Required Airport Controlled Road N/A N/A added) 90° 41' 36.831" W 129 Road (10' adjustment On Airport 42° 23' 42.036" N Runway 13 OCS #4 1087.153 0.8 No Action Required -Airport Controlled Road N/A N/A added) 90° 41' 37.045" W 130 Road (10' adjustment On Airport 42° 23' 46.943" N Runway 13 OCS #4 1087.093 0.74 No Action Required -Airport Controlled Road N/A N/A added) 90' 41' 52.368" W 131 Road (10' adjustment On Airport 42' 23' 46.943" N Runway 13 OCS #4 1087.093 0.74 No Action Required -Airport Controlled Road N/A N/A added) 90° 41' S2.368" W 132 Treetop On Airport 42' 23' 47.000" N90° Runway 13 OCS #4 1133.67 8.69 Trim/Remove ASAP TBD 41' S2.291" W 133 Treetop On Airport 42° 23' 47.000" N90° Runway 13 OCS #4 1133.43 8.92 Trim/Remove ASAP TBD 41' S2.291" W 134 Treetop On Airport 42° 23' 46.856" N90° Runway 13 OCS #4 1133.61 8.42 Trim/Remove ASAP TBD 41' S2.070" W 135 Treetop On Airport 42° 23' 46.856" N Runway 13 OCS #4 1130.91 5.1 Trim/Remove ASAP TBD 90° 41' S2.070" W 136 Treetop On Airport 42" 23' 41.412" N Runway 13 OCS #4 1126.59 2.07 Trim/Remove ASAP TBD 90° 41' 36.958" W 137 Road (10' adjustment On Airport 42° 23' 46.179" N Runway 31 OCS #5 1068.839 6.51 No Action Required Airport Controlled Road N/A N/A added) 90' 41' S1.513" W 138 Road (10' adjustment On Airport 42° 23' 46.179" N Runway 31 OCS #5 1068.839 6.51 No Action Required -Airport Controlled Road N/A N/A added) 90' 41' S1.513" W 139 Road (10' adjustment On Airport 42° 23' 46.228" N Runway 31 OCS #5 1068.823 6.49 No Action Required -Airport Controlled Road N/A N/A added) 90' 41' S1.448" W 140 Road (10' adjustment On Airport 42° 23' 46.228" N Runway 31 OCS #5 1068.823 6.49 No Action Required -Airport Controlled Road N/A N/A added) 90' 41' S1.448" W 141 Road (10' adjustment On Airport 42° 23' 46.272" N Runway 31 OCS #5 1068.94 5.96 No Action Required Airport Controlled Road N/A N/A added) 90' 41' S1.389" W 142 Road (10' adjustment On Airport 42' 23' 46.272" N Runway 31 OCS #5 1068.94 5.96 No Action Required -Airport Controlled Road N/A N/A added) 90° 41' S1.389" W 143 Road (10' adjustment On Airport 42° 24' 43.935" N Runway 31 OCS #5 1068.197 2.93 No Action Required Airport Controlled Road N/A N/A added) 90' 43' 3.904" W 144 Road (10' adjustment On Airport 42° 24' 43.921" N Runway 31 OCS #5 1068.197 2.93 No Action Required -Airport Controlled Road N/A N/A added) 90' 43' 3.747" W 145 Road (10' adjustment On Airport 42' 24' 44.040" N Runway 31 OCS #5 1068.18 2.91 No Action Required Airport Controlled Road N/A N/A added) 90° 43' 3.842" W 146 Road (10' adjustment On Airport 42° 24' 44.026" N Runway 31 OCS #5 1068.18 2.91 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 4.094" W 147 Road (10' adjustment On Airport 42° 24' 43.796" N Runway 31 OCS #5 1068.023 2.75 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 3.916" W H-7 148 Road (10' adjustment On Airport 42' 24' 34.717" N Runway 31 OCS #5 1068.023 2.75 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S8.976" W 149 Treetop Off Airport 42` 24' 34.717" N Runway 31 OCS #5 1105.233 8.12 Trim/Remove ASAP TBD 90' 42' 58.976" W 150 Treetop Off Airport 42° 24' 35.006" N90° Runway 31 OCS #5 1103.853 6.87 Trim/Remove ASAP TBD 42' S9.492" W 151 Treetop Off Airport 42' 24' 35.006" N90' Runway 31 OCS #5 1102.833 6.32 Trim/Remove ASAP TBD 42' 59 492„ W 152 Treetop Off Airport 42" 24' 35.049" N Runway 31 OCS #5 1102.713 6.13 Trim/Remove ASAP TBD 90' 42' 59.435" W 153 Treetop Off Airport 42' 24' 35.049" N Runway 31 OCS #5 1098.153 0.12 Trim/Remove ASAP TBD 90' 42' 59.435" W 154 Road (10' adjustment On Airport 42° 24' 35.106" N Runway 36 End 1040.51 2.79 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S9.719" W OCS #7 (EB99-A) 155 Road (10' adjustment On Airport 42° 24' 35.106" N Runway 36 End 1040.483 2.58 No Action Required -Airport Controlled Road N/A N/A added) 90' 42' 59.719" W OCS #7 (EB99-A) 156 Road (10' adjustment On Airport 42' 24' 35.093" N Runway 36 End 1040.698 2.34 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' S9.857" W OCS #7 (EB99-A) 157 Road (10' adjustment On Airport 42' 24' 35.093" N Runway 36 End 1040.684 2.32 No Action Required -Airport Controlled Road N/A N/A added) 90' 42' 59.857" W OCS #7 (EB99-A) 158 Road (10' adjustment On Airport 42° 24' 35.432" N Runway 36 End 1040.332 2.23 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.315" W OCS #7 (EB99-A) 159 Road (10' adjustment On Airport 42° 24' 35.432" N Runway 36 End 1040.518 2.16 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.315" W OCS #7 (EB99-A) 160 Road (10' adjustment On Airport 42' 24' 35.568" N Runway 36 End 1041.088 1.76 No Action Required -Airport Controlled Road N/A N/A added) 90' 43' 0.619" W OCS #7 (EB99-A) 161 Road (10' adjustment On Airport 42° 24' 35.568" N Runway 36 End 1041.154 1.36 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.619" W OCS #7 (EB99-A) 162 Road (10' adjustment On Airport 42' 24' 35.525" N Runway 36 End 1041.358 0.53 No Action Required Airport Controlled Road N/A N/A added) 90° 43' 0.676" W OCS #7 (EB99-A) 163 Road (10' adjustment On Airport 42' 24' 35.525" N Runway 36 End 1041.326 0.42 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.676" W OCS #7 (EB99-A) 164 Road (10' adjustment On Airport 42° 24' 35.482" N Runway 36 End 1040.989 0.08 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.734" W OCS #7 (EB99-A) 165 Road (10' adjustment On Airport 42° 24' 35.482" N Runway 36 End 1040.935 0.02 No Action Required -Airport Controlled Road N/A N/A added) 90° 43' 0.734" W OCS #7 (EB99-A) 166 Road (10' adjustment On Airport 42° 23' 29.806" N Runway 36 OCS #5 1041.088 6.76805 No Action Required Airport Controlled Road N/A N/A added) 90° 42' 42 669„ W 167 Road (10' adjustment On Airport 42° 23' 29.622" N Runway 36 OCS #5 1041.154 6.284 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 43.021" W 168 Road (10' adjustment On Airport 42° 23' 29.211" N Runway 36 OCS #5 1041.358 5.26803 No Action Required Airport Controlled Road N/A N/A added) 90° 42' 43 024„ W 169 Road (10' adjustment On Airport 42' 23' 29.180" N Runway 36 OCS #5 1041.326 5.13606 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 43.024" W 170 Road (10' adjustment On Airport 42' 23' 29.180" N Runway 36 OCS #5 1040.989 4.79906 No Action Required Airport Controlled Road N/A N/A added) 90' 42' 43.118" W 171 Road (10' adjustment On Airport 42° 23' 29.180" N Runway 36 OCS #5 1040.935 4.74506 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 42.930" W 1 (10' adjustment On Airport 42° 23' 28.192" N Runway 36 OCS #5 1040.327 1.197 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 43.017" W M. 173 Road (10' adjustment On Airport 42' 23' 28.192" N Runway 36 OCS #5 1040.136 1.006 No Action Required -Airport Controlled Road N/A N/A added) 90° 42' 43.113" W 174 Road (10' adjustment On Airport 42' 23' 28.192" N Runway 36 OCS #5 1040.041 0.910995 No Action Required Airport Controlled Road N/A N/A added) 90° 42' 42 917" W M CAddEkk U f � a'Rmwa to :! W�o 0 1 �-- Airport Consultants www.coffmanassociates.com KANSAS CITY (816) 524-3500 12920 Metcalf Avenue Suite 200 Overland Park, KS 66213 PHOENIX (602) 993-6999 4835 E. Cactus Road Suite 235 Scottsdale, AZ 85254