Master Plan Dubuque Municipal Airport-Prepared for Dubuque Airport Commission August 1978Master
Plan
Dubuque Municipal Airport
;;;8o9 Hansen Lind Meyer, P.C.
HAN Iowa City, Iowa
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)oks R. Dixon Speas Associates
" --9apolis, Minn
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Master
Plan
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Hansen Lind Meyer (Firm)
Master plan, Dubuque
1 Municipal Airport
Dubuque Municipal Airport
Prepared For:
Dubuque Airport Commission
City Of Dubuque Iowa
Members:
James N. Clark
John W. Higley
Gerald L. Kopischke
Stacey K. Murdock
Airport Manager:
Jeff G. Molid
Prepared By:
Hansen Lind Meyer, PC.
Iowa City, Iowa
Consulting With:
R. Dixon Speas Associates
Minneapolis, Minn
August 1978
------71111.11111111.111
3 1825 00238 7192
TABLE OF CONTENTS
1. Introduction
2. Findings and Conclusions
3. Existing Airport Facilities Background Information
4. Forecast of Aviation Demand
5. Demand/Capacity Analysis and Facility Requirements
6. Environmental Evaluation
7. Airport Layout Plans
8. Financial Feasibility
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE, IOWA
1. INTRODUCTION
With the growth of both air carrier, corporate, and general
aviation activity at the Dubuque Municipal Airport, it became
apparent during 1976 to City and Airport officials that expansion
of airport facilities was needed. To provide for these facilities
in an orderly manner, a master plan study was authorized. The
authorization for the study was completed and work started in
January, 1977.
The study has been accomplished for the City under a Planning
Grant Agreement between the City and the Federal Aviation Administration
(FAA) . The Agreement is provided for under the Airport and Airway
Development Act of 1970 (P.L. 91-258) and includes financial aid for
the study from both the FAA and the Iowa Department of Transportation.
1.1 Scope of Study
This study report includes an airport master plan which presents
the extent, type and schedule of development needed at Dubuque
Municipal Airport for the next twenty years. The recommended
development is presented in three implementation programs
covering the short-term (1977-1985) , intermediate -term (1986-1990) ,
and long-term (1991-2000) .
The master plan provides guidelines for future devejopment of
the airport to satisfy aviation demand and be compatible with
the environment, community development, other transportation
modes and other airports. Specific objectives within this broad
framework have been as follows:
To provide an effective graphic presentation of the
ultimate development of all areas within and adjacent
to the airport.
To establish a schedule of priorities and phasing for
the various improvements proposed in the plan.
To present the pertinent backup information and data
which were essential to the development of the master plan.
To describe the various concepts and alternatives which
were considered in the establishment of the proposed plan.
1
The following brief discussion of the contents of this study
report serves to further state the scope:
A brief summary of findings and recommendations
is first presented.
The state of the present airport is described in
"Existing Airport Facilities".
The prediction of the traffic to be expected at the
airport through 2000 is presented in "Forecast of
Aviation Demand".
The airport facilities needed beyond those available
in 1977 are derived by analysis of the activity forecasts
in "Demand/Capacity Analysis and Facility Requirements".
A graphic presentation of the facility requirements
follows in "Airport Layout Plans".
The anticipated impact that the proposed development
will have on the environment (as to noise, air and
water pollution, and zoning) is then presented in
"Environmental Evaluation".
Finally, the economic feasibility of the development program
is analyzed and presented. This includes the staging
of the several airport facilities.
1.2 Coordination of Study
One of the aims of the Planning Grant Program (under which
this study was partially funded) is to inform the local citizens
of their airport's activities and needs, and encourage their
interest in the airport planning. To achieve this, several
meetings and discussions were held in Dubuque.
At the start of the project, a presentation was made to the
Airport Commission and others present as to the scope and
procedures for the study. Several local citizens were contacted
for comments on the airport. A meeting was held with the Air-
port Commission and County Planning & Zoning Commission.
Comments from airport users were solicited.
2
When the forecasts of activity and facility requirements were
complete, the results were presented to the Airport Commission
with FAA and State representatives in attendance. During the
preparation of airport layout plans and financial analysis, the
coordination was concentrated mainly with the State and Airport
representatives.
Regarding continued use of this master plan, it is well to indicate
the responsibilities involved. The contents of the report reflects
the views of Hansen Lind Meyer and of Speas Associates, who are
responsible for the facts and accuracy of the data presented herein.
Since, as indicated above, the FAA and the State have participated
in this airport planning project, it is necessary to understand and
utilize their rules and regulations when using this master plan for
obtaining approval on future development projects.
The inclusion in the master plan of a project to be developed
(i.e., runway extension) will facilitate approval of the project layout
and funding. However, with his application for funds, the sponsor,
must still submit engineering plans and provide justification
for the construction. Likewise, the master plan study will
facilitate preparation of a draft environmental impact statement
for those projects where such is required. The sponsor will be
responsible for preparing the draft statement for approval at the time
the project is proposed to be constructed. it follows that it is to the
sponsor's advantage to adhere to the master plan in future airport
development.
3
2. FINDINGS AND CONCLUSIONS
General
The primary finding of this study is that the airport development
can be accommodated on this site for twenty years into the future
and beyond.
While environmental impact resulting from development and operation
of the airport will be minimal, close attention to airport land use
will be required to protect the facility against urban encroachment.
The consultant recommends that a program of land acquisition and
land use zoning be initiated and pursued.
Forecasts
Dubuque has evidenced steady gains in aircraft operations and
passengers in the past and is anticipated to do so in the future.
Air carrier passengers are expected to grow to approximately 89,000
by the year 2000 from a 1976 total of approximately 33,000.
Air carrier operations will increase at a slower rate from 8,660
operations in 1976 to about 16,000 in the year 2000.
Facilities
The capacity of the airfield will be adequate through the planning period.
An additional crosswind utility runway is necessary to provide more
complete utility by small aircraft.
The primary runway and existing crosswind runway should be extended
1,000 feet and 800 feet, respectively.
The passenger terminal, apron, aircraft storage, and auto parking
facilities will all require expansion throughout the planning period.
Environment
On the negative side, the major disbenefits include the following:
Acquisition of acres in fee title including one farmstead.
Negative impacts include removal of farmland from production,
removal of this land from the local tax base and any necessary
relocation of residences involved.
4
Table 2-1
SUMMARY OF AVIATION DEMAND FORECASTS
DUBUQUE
Category or Base Year Forecast
Activity 1976 1980 1985 1990 2000
Air Carrier
Enplaned
Passengers 33,000 42,300 54,000 66,000 89,000
Aircraft
Operations 8,660 9,900 11,000 12,900 16,000
General Aviation
Based Aircraft 59 84 98 109 142
Aircraft
Operations 53,000 75,200 89,000 104,000 140,000
Itinerant Air-
craft Operations 40,460 55,000 64,400 74,800 92,000
Local Aircraft
Operations 21,200 30,100 35,600 41,600 50,000
Instrument
Approaches 1,753 2,630 3,260 4,310 5,820
Peak Period Peak Busy Peak Busy Peak Busy Peak Busy Peak Busy
Activity Day Hr. Day Hr. Day Hr. Day Hr. Day Hr.
Air Carrier 19 6 19 6 22 7 32 11 40 14
Commuter &
Air Taxi 22 6 24 6 27 8 36 13 50 18
Itinerant 243 34 300 60 380 70 500 85 630 90
Total Aircraft
Activity
277 61 510 80 630 85 770 _ 90 970 95
5
Additional noise impact from higher performance aircraft
using runway 18-36.
In mitigation of these adverse impacts the following should be noted:
(1) public laws provide for the protection and compensation of land
owners and residents relocated or displaced by federal action. (2)
The loss of farm productivity and tax revenues will be easily off -set
by additional fees, revenues and economic growth precipitated by the
development. (3) The noise impact attributable to the extension of
runway 18-36 will not be great and the additional intensity of noise
associated with runway 13-31 would be attributed primarily to normal
activity growth and not to any great extent on any development item.
(4) The impact of aircraft noise will be further reduced by local efforts
to implement the off -airport land use plan developed in conjunction
with this Master Plan.
On the positive side, the major benefits that have been identified
regarding the proposed airport development program include the following:
Improved safety and efficiency of aircraft operation at the airport,
benefiting both airport users and residents in the airport vicinity.
Direct and indirect economic growth attributable to the construction
and operation of the improved airport facilities, benefiting to some
degree all the residents in the area influenced by the airport.
In summary, it can be reasonably assumed that the benefit to the enti(e
community will by far outweigh the relatively small adverse impacts
which are anticipated.
Financial
From an operating point of view, it is the consultant's opinion that the
airport has and will continue to experience an operating deficit until
the early 1990's when an operating surplus will occur.
The annual fixed costs associated with the development proposed in this
Master Plan will increase the airport's operating subsidy requirement,
but the total annual subsidy will be on the same order of magnitude as
those experienced in recent years.
6
3. EXISTING AIRPORT FACILITIES BACKGROUND INFORMATION
3.1 Airport History
The City of Dubuque is located on the west bank of the
Mississippi River in the northeast area of Iowa. The region
is known as the Tri-State Region located near the borders of
Iowa, Illinois and Wisconsin.
The 1975 corrected special census indicated Dubuque's population
to be 61,728. Municipal services provided to the inhabitants
of Dubuque include airport, ambulance, law enforcement, fire
protection, park system, health services, library, transit system,
school system and library.
The dominant factor of the Dubuque economy is manufacturing which
presently comprises forty percent of the local economy. An
additional forty percent of the economy is made up by wholesale/
retail trades, and in services which comprise approximately
twenty percent each. These businesses necessitate an airport
capable of accommodating sophisticated business aircraft as well
as providing air carrier services connecting to the larger trade
and distribution centers of Chicago and Minneapolis.
Refer to Figure 3-1 for the local region and surrounding
communities.
The City of Dubuque initially passed the bond issue establishing
funding for the municipal airport in 1944. Actual building
construction and runway paving began in 1946, and the airport
was officially dedicated, beginning operation in October, 1946.
The Dubuque Municipal Airport presently occupies 1017 acres
of land located in the southeast quadrant of Dubuque County,
approximately 6.5 miles south of the City of Dubuque on U.S.
Highway 61.
3.2 Existing Airport Facilities
3.2.1 Airside
The present runway system consists of a 6,500' x
150' primary northwest/southeast runway (13/31)
and a crosswind runway 4,900' x 150' north/south
(18/36) . AM runways are paved with 3" asphalt
over 7" of concrete. Runway 13/31 is equipped
7
WEST UNION
OELWEIN
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ELIKADER
1 (G.A.)
MANCHESTERX
(G.A.)
J
MARION' 0
(G.A.)
13 WORTHINGTON
DELAWARE
\
MONTICELLO
REGIONAL LOCATION MAP
FIGURE 3-1
TIPTON
G.A.
(A.C.) - AIR CARRIER
(G.A.) - GENERAL AVIATI
with high intensity runway lights, with runway 31
being marked for precision instrument approach and
equipped with medium intensity approach lighting
system (MALS) and runway alignment indicator lights
(RAIL) . Runway 13 is also equipped with a MALS and VASI.
Runway 18/36 is equipped with medium intensity runway
lights. There is no approach identified on runway 18.
This is purposely done, since the approach to runway 18
is over the city and the airport sponsor wishes to avoid
complaints of low flying aircraft over the city.
Existing taxiways are constructed of 7" concrete over 7"
granular base. The existing taxiway system consists
of a full parallel taxiway adjacent to the primary 13/31
runway, and runway end exits for runway 18/36. Both
taxiways are inadequate in that sufficient exit opportunity
within the deceleration range of most aircraft using the
airport is not provided.
Transient aircraft parking consists of one large apron
area (approximately 130,000 sq.ft.) shared by air carriers
and general aviation aircraft adjacent to the new and old
terminal buildings.
Figure 3-2 depicts the airport as it is today.
3.2.2 Landside
Based aircraft are presently stored in thirty-two (32)
T hangar units and five conventional hangars. Two
T hangar buildings are 1948 vintage and have visible
structural problems. They house 16 storage units
which have outlived their usefulness and should be replaced.
Two T hangar buildings and the hangar/office building
presently occupied by Beyer Aviation maintenance facilities
were constructed in 1948. The airport service was
further expanded in 1952 with the addition of the original
passenger terminal, airport maintenance and rescue building,
and the transformer and pump house buildings. More
hangar space was accommodated in 1958 with the construction
of a large steel quonset-type hangar and again in 1967 with
the addition of two more T hangar buildings.
8
• FARM BUILDINGS
•
** •
;'1\4
iff
t RE
T
FARM BUILDINGS
H
1
EXISTING AIRPORT
(FIGURE 3-2)
The present passenger terminal building was constructed
in 1969. More recent construction constitutes primarily
hangar space for corporate aircraft as well as space to
house airport maintenance facilities. The vintage of these
buildings ranges from 1972 to 1975. Figure 3-3 and Table 3-1
indicate the existing airport buildings.
Existing asphalt paved parking consists of 188 spaces
The spaces are currently unassigned and are utilized by
rental car companies and airport employees as well as by
general aviation passengers and air carrier passengers.
There currently is no user fee, which results in longer
term auto storage at the airport. Present peak hour loads
do cause a parking problem at the airport and overflow
parking often occurs in gravel and turf area south of the
old terminal building.
The Dubuque Control Tower opened and began operation
on an eight -hour -day basis in 1973. The tower presently
operates 16 hours per day from 7: 00 am to 11: 00 pm.
The existing fuel system is a combination of two 2,000
gallon underground tanks for storage of 80 and 100 octane
avgas. Jet fuel is currently stored in two 8,000 gallon fuel
trucks. Although the capability exists for fixed cabinet
pumping the majority of all fuel is distributed by trucks.
3.3 Aviation Activity - History to Present
3.3.1 introduction
Throughout the country, airports have become of
increasing importance to the transportation needs
of each community. This is particularly true of
the upper midwest in general and the Dubuque
community in particular. The speed, comfort and
convenience of air transportation has made it a
necessary and desirable component of the total
transportation system for both business and personal
travel and for the shipment of freight and mail.
9
c )
C
0 50 100 200
400
EXISTING AIRPORT BUILDINGS
FIGURE 3-3
NORTH
1
1. Old T Hangars
Type of Construction
Date of Construction
*Condition
2. T Hangars
Type of Construction
Date of Construction
Condition
3. Crescent Electric Hangar
Type of Construction
Date of Construction
Condition
4. Four -Bay Garage
Type of Construction
Date of Construction
Condition
5. Old Farmhouse
Type of Construction
Date of Construction
Condition
6. Rex -Steel Hangar
Type of Construction
Date of Construction
Condition
TABLE 3-1
Wood frame and concrete block
1948
Poor
Steel frame and metal siding
1967
Good
Steel frame and metal siding
1975
Excellent
Wood pole and metal siding
1976
Excellent
Wood frame
Unknown
Fair
Steel frame and metal siding
1973
Excellent
7. Dubuque Packing Company Hangar
Type of Construction Wood pole and metal siding
Date of Construction 1972
Condition Fair
8. Interstate Power Hangar
Type of Construction
Date of Construction
Condition
9. Quonset Type Hangar
Type of Construction
Date of Construction
Condition
Steel frame and metal siding
1969
Excellent
Steel corrugated metal arch
1958
Good to excellent
10
10. Control Tower
Type of Construction
Date of Construction
Condition
Excellent
11. Beyer's Maintenance Building
Type of Construction Wood frame and concrete block
Date of Construction 1948
Condition Poor
12. Airport Maintenance and Rescue Building
Type of Construction Concrete block and steel beams
Date of Construction 1952
Condition Fair to good
13. Pump House for Water
Type of Construction Wood frame
Date of Construction Unknown
Condition Poor
14. New Terminal Building
Type of Construction
Date of Construction
Condition
Structural steel, limestone panels,
concrete block, glass
1969
Good
15. Old Terminal Building
Type of Construction Steel frame and masonry
Date of Construction 1951
Condition Fair
*Condition
Excellent - No repair necessary
Good - Minor repair necessary
Fair - Moderate repair necessary
Poor - Extensive repair or removal
11
The historic aviation activity which follows is
organized in three major categories: 1) mass air
transportation (air carrier and commuter airlines) ,
2) personal air transportation (general aviation) ,
and 3) air cargo and mail. This historical data
is presented in greater detail in Section Four as
it relates to the forecasts of aviation activity at
Dubuque Municipal Airport.
3.3.2 Air Carrier and Commuter Activity
Total air carrier operations at Dubuque have increased
from approximately 5,700 in 1971 to about 8,700
in the year 1976. Certificated air carrier operators
declined during the period from 5,466 in 1971 to
4,660 in 1976. Commuter air carrier accounted for
the increase in total air carrier operations. They
increased from 251 operations in 1971 to 4,000 in the
year 1976.
It is useful to note the increase in passengers per
departures for both the certificated and commuter air
carrier. While certificated air carrier aircraft
operations declined from 1971-1976, the number of
passengers per aircraft departure increased from
about 8.7 passengers per departure in 1971 to
approximately 11.3 passengers per departure in 1976.
Total enplaned passengers increased from approximately
18,500 in the year 1966 to approximately 33, 500 in
1976. Thus, in ten years enplaned passengers increased
by approximately 15,000 with much of the increase
occuring since approximately 1970 and 1971. Certificated
air carrier enplanements increased steadily from 18,554
passengers in 1966 to 28,128 in 1974 and then declined
to 26,334 passengers in 1976.
Commuter air carrier service was begun in 1966.
Commuter enplaned passengers increased rapidly
to 7,164 in the year 1976. The increase in commuter
activity accounts for much of the increase in total
enplaned passengers from the year 1971.
12
3.3.3 General Aviation Activity
Total based aircraft increased from 34 in 1966 to
75 in the year 1975 and then decreased to 59 in the
year 1976. A reduction in inventory by an FBO
is the reason for the decline in 1976.
During the period from 1966 to 1976 both single
and multi -engine aircraft increased substantially.
Multi -engine aircraft increased in numbers at a faster
rate than did single engine aircraft. In 1974 a turbojet
general aviation aircraft was located at Dubuque.
3.3.4 Air Cargo Activity
Total air freight has fluctuated gristly at Dubuque
during the previous ten years. This is typical
of airports around the country and also reflects the
elastic manner in which changes in economic conditions
are related to air cargo. It is interesting to note
that air mail activity increased slowly and did not
fluctuate as did air freight. Air freight increased
from a total of approximately 431,000 pounds in 1966,
to a total of about 855, 000 pounds in the year 1976,
after having totalled 1,125,429 pounds in 1974. Air
mail increased from almost 114,000 pounds in 1966 to
over 180,000 pounds in the year 1976.
3.4 Airspace and Navigational Aids
At present there are no publicly owned airports within 15
nautical miles of Dubuque Municipal Airport. Four private
landing strips are located in the area. These include Kleis
(southwest) , Hoff (southeast) , Harris (east) and Rigdon
(northeast) . The closest of these is Kleis located nine nautical
miles to the southwest. None of these airports constitute an
airspace conflict with Dubuque Municipal Airport.
Several towers are located in the area and are illustrated on
Figure 3-4. The tallest of these structures is 456 feet above
the airport elevation and is located approximately six nautical
miles to the east of the airport.
13
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ert ya'
' E NORI
SCALE 1 = 50,000'
AIR SPACE DEPICTION
(FIGURE 3-4)
Various controlled airspace areas are located in the Dubuque
area. First, the airport is protected by a control zone for 16
hours of the day. During this period, aircraft operating within
the control zone are under tower control. This area extends from
the surfaces to an altitude of 18,500 feet mean sea level and is
five nautical miles wide with extended approach areas. When
the control zone is inoperative, normal VFR operating rules
prevail. Several airways used for enroute navigational also
utilize the Dubuque VOR. They include Victor - 129W, V-129,
V-158 & V-100 158. The controlled airspace areas and Dubuque's
position relative to other airports in thf area are illustrated in
Figure 3-4.
Presently, there are a variety of navigational aids serving
Dubuque. As mentioned, the control tower provides service for
16 hours of the day at present. The major approach facility
at Dubuque is the instrument landing system (ILS) serving
runway 13-31. This facility provides glide slope as well as
centerline guidance for aircraft conducting an instrument approach
to runway 31. The centerline guidance instrumentation for the
ILS can also be used for a back course approach to runway 13.
VOR approaches (approaches to a runway with centerline
guidance) are provided for all runways except runway 18.
In addition to the VOR approaches, there is a non -directional
(NDB) approach to runway 31 available for aircraft properly
equipped.
Approach minima for Dubuque are good. The lowest height
to which an aircraft can descend while utilizing the ILS is 200
feet and the visibility must be at least one-half mile. instrument
approach procedures are summarized in Table 3-2.
Presently, runway 13-31 has High Intensity Runway Lights (HIRLS)
with a five -stage intensity control. A Medium Intensity Approach
Light System with Runway Alignment Indicator Lights (MALSR)
serves runway 31. Runway 13 is also served by a MALS.
The crosswind runway is equipped with Medium Intensity
Runway Lights (MIRLS) .
14
Table 3-2
INSTRUMENT APPROACH PROCEDURES
TYPE OF APPROACH
RUNWAY 31 - ILS
ILS-Full
- MM out
- RAIL or ALSOUT
LOC-Control Zone
Effective or
approved weath-
er service
-MM out
-RAIL out
- ALS out
LOC-With Cedar
Rapids 4
Altimeter
- MM out
- RAIL out
- ALS out
CIRCLING- Control
Zone Effective
or Approved
Weather
Service
RUNWAY 31 - NDB
STRAIGHT IN- Control
Zone Effective
or Approved
Weather
Service
RAIL or ALS
out
STRAIGHT IN- with
Cedar Rapids
Altimeter
RAIL or ALS
out
A
200-
250-
458-
1/2
1/2
3/4
458- 1/2
458- 1/2
458- 3/4
458- 1
718- 1/2
718- 1/2
718- 3/4
718- 1
464- 1
498- 3/4
498- 1
738- 3/4
738- 1
DESCENT/VISIBILITY MINIMUMS
AIRCRAFT CATEGORY
B
C
250- 3/4
= 458- 3/4
458- 1
458- 1
718- 1 718- 1 1/4
718- 1 718- 1 1/4
718-1 1/4 718- 1 1/2
718- 1/4 718- 1 1/2
464-1 1/2 564- 2
498- 1
738- 1 738- 1 1/2
738-1 1/4 738- 1 1/2
15
CIRCLING- Control
Zone Effec-
tive or
Approved
Weather
Service
CIRCLING- With
Cedar Rapids
Altimeter
Table 3-2
(Continued)
A B C D
484- 1
4
724- 1
484-1 1/2 564- 2
724-1 1/2 804- 2
RUNWAY 31 - VOR
STRAIGHT IN- Control
Zone Effective
or Approach
Weather Service
- With 4.0 DME 438-1/2 = = 438-1
- RAIL out 438-3/4 = = 438-1
-ALS out 438-1
STRAIGHT IN- Control
Zone Effective
or Approved
Weather Service
-without 4.0
DME 498-1/2 = = 498-1
- RAIL out 498-3/4 = = 498-1
- ALS out 498-1
STRAIGHT IN- With
Cedar Rapids
Altimeter with
4.0 DME 678-1/2 = 678-1 678-1 1/2
-RAIL out 678-3/4 = 678-1 1/4 678-1 1/2
- ALS out 678-1 = 678-1/4 678-1 1/2
STRAIGHT IN- With
Cedar Rapids
Altimeter -
Without 4.0
DME 738-1/2 = 738-1 738-1 1/2
- RAIL out 738-3/4 = 738-1 1/4 738-1 1/2
- ALS out 738-1 = 738-1 1/4 738-1 1/2
CIRCLING- Control
Zone Effective
or Approved
Weather
Service 484-1 = 484-1 1/2 564-2
16
CIRCLING- With
Cedar Rapids
Altimeter
Table 3-2
(Continued)
A S C D
724-1 = 724-1 1/2 804-2
RUNWAY 13 - LOC-DME
STRAIGHT IN- Control
Zone Effective
or Approved
Weather
Service 384-3/4 = = 384-1
-HIRL out 384-1
STRAIGHT IN- With
Ced4r Rapids
Altimeter 644-3/4 = 644-1 1/4 644-1 1/2
- HIRL out 644-1 = 644-1 1/4 644-1 1/2
CIRCLING- Control
Zone Effective
or Approved
Weather
Service 464-1 = 464-1 1/2 564-2
CIRCLING- With
Cedar Rapids
Altimeter 724-1 = 724-1 1/2 824-2
RUNWAY 13 - VOR
STRAIGHT IN- Con-
trol Zone
Effective or
Approved
Weather Service
-with 4.0 DME 424-3/4
- HIRL out 424-1
STRAIGHT IN- Con-
trol Zone
Effective or
Approved
Weather Service
- Without 4.0
DME 504-3/4
- HIRL out 504-1
424-1
504-1 1/4
504-1 1/4
17
Table 3-2
(Continued)
A B C D
STRAIGHT IN- With
Cedar Rapids
Altimeter -
With 4.0 DME 684-3/4 684-1 684-1 1/4 684-1 3/4
- HIRL out 684-1 = 684-1 1/4 684-1 3/4
STRAIGHT IN- With
Cedar Rapids
Altimeter -
Without 4.0
DME 764-3/4 764-1 1/4 764-1 1/2 764-1 3/4
- HIRL out 764-1 764-1 1/4 764-1 1/2 764-1 3/4
CIRCLING- Control
Zone Effective
or Approved
Weather Service
-With 4.0 DME 464-1 = 464-1 1/2 564-2
CIRCLING- Control
Zone Effective
or Approved
Weather Service
-Without 4.0
DME 504-1 = 504-1 1/2 564-2
CIRCLING- With
Cedar Rapids
Altimeter -
With 4.0 DME 724-1 724-1 1/4 724-1 1/2 824-2
CIRCLING- With
Cedar Rapids
Altimeter -
Without 4.0
DME 764-1 764-1 1/4 764-1 1/2 824-2
RUNWAY 36 - VOR
STRAIGHT IN- Con-
trol Zone
Effective or
Approved
Weather
Service- With
3.0 DME
421-1
18
Table 3-2
(Continued)
A B C D
STRAIGHT IN- Con-
trol Zone
Effective or
Approved
Weather
Service- With
Out 3.0 DME 501-1 = = 501-1 1/4
STRAIGHT IN- With
Cedar Rapids
Altimeter -
With 3.0 IVE 681-1 681-1 1/4 681-1 1/2 681-1 3/4
STRAIGHT IN- With
Cedar Rapids
Altimeter -
Without 3.0
DME 761-1 761-1 1/4 761-1 1/2 761-1 3/4
CIRCLING- Control
Zone Effective
or Approved
Weather Service 464-1 = 464-1 1/2 564-2
CIRCLING- With
Cedar Rapids
Altimeter 724-1 724-1 1/4 724-1 1/2 824-2
SOURCE: Jeppesen Approach Charts (Not to be used for navigation
purposes.
*= same as previous number
19
3.5 Airport Access
The existing access to Dubuque Airport is adequate now and
through the planning period. The airport is located approximately
six miles south of the City off U.S. Highway 61. The highway
is four lanes from the City to within 1.5 miles north of the airport
where Highway 61 merges to two lanes. U.S. Highway 151
intersects with Highway 61 approximately 1.5 miles north of
the airport. Highway 151 is a two-lane major east -west high-
way through central Iowa which serves to provide reasonable
access to the airport by smaller communities east of Dubuque.
The existing airport entry road is a two-lane asphalt roadway.
The present intersection of the airport entry road with Highway
61 poses visibility problems and potential hazard for cars
entering Highway 61 northbound. Topography obscures
visibility of the entry road for northbound traffic on Highway
61.-oposed relocation of the entry road is discussed in
Chapter 7, and is indicated on Sheet 2 of the airport layout
plan.
3.6 Utility Service
3.6.1 Water Service
The existing water at the airport is supplied by
a well. The existing pump has a capacity of 30 gpm
with a pressure tank of 300 gallons. The existing
system is inadequate for an airport of this size. There
is not sufficient storage or pressure provided by the
existing system for hosing down the apron area for fuel
spills. The existing system provides only enough water
to satisfy domestic use.
3 6.2 Sanitary Sewer
The existing sanitary sewer is a septic tank with a
leaching field. It is located in a ravine just north of
the new terminal building opposite the airport access
road. The existing sewer serves the new and old
terminal building along with the FBO maintenance hangar
and the airport maintenance/fire crash rescue building.
The new vintage corporate hangars are not tied in with
the central system and utilize individual septic/leaching
fields for each hangar. The individual systems for
each building are adequate since they serve only one
toilet and sink as a rule. The central system is in-
adequate for the airport in that it is undersized and
20
has been malfunctioning for some time. There have
been several attempts by the airport to repair the
leaching field to no avail. Sewage is presently dis-
charged into an open ditch. Design of a new treat-
ment system is addressed in Chapter 5.
3.6.3 Electricity
Electrical service is presently being delivered to the
airport site by Interstate Power Company of Dubuque.
Each airport tenant is metered separately and is
responsible directly to the power company for their
consumption. Discussions with Interstate Power Com-
pany indicate the primary 13,800 volt line will serve
the airport's needs through the long range planning
period.
3 7 Land '!<Jse and Zoning
The land use and zoning in the vicinity of the airport is
regulated by Dubuque County. Primarily, land use around
the airport is agricultural. Some encroachment of residential
development is occurring to the north of the airport. The County
Zoning Plan does incorporate some height limitation zoning re-
strictions in the vicinity of the airport. These restrictions are
out of date and incorporate outdated FAR Part 77 information.
It is suggested that height restrictions be updated to present
standards. More detailed discussion of off -airport land use
may be found in Chapter 6 of this report and in the supplementary
off -airport land use and zoning report being prepared concurrently
with this master plan.
3.8 Airport Management
The City of Dubuque owns approximately 1,017 acres of land
upon which the airport is situated. The City leases 15 acres
of land to the Department of the Navy on a 50-year lease for
the purpose of a Naval Reserve Center. The Navy's lease
period began in 1968. On a short term basis the City also
leases approximately 629 acres of land to area farmers for ag-
ricultural and pasture use.
The airport is managed by an airport manager in conjunction
with a five -member airport commission appointed by the Mayor
and City Council. Each Commission member may serve a
21
maximum of two six -year terms. The Commission is formed so
that one member's term expires each year. The Commission
cannot appropriate monies but must request such action from
the City Council.
Services to general aviation and other visiting aircraft are pro-
vided by the Fixed Base Operation (FBO) . Such services in-
clude fueling, flight training, charter, aircraft maintenance
and repair and aircraft sales.
It is apparent that the airport is operated efficiently and kept
in reasonably good repair. A discussion of the financial
aspects of operation and development is found in Chapter 8.
3.9. Public Attitudes Toward the Airport
Discuvions with Airport Management and other city agencies
have disclosed no specific problems regarding the airport or
its operation in terms of the general public. There have been
occasional scattered complaints of aircraft noise. The airport
has minimized use of approach on runway 18 to alleviate noise
complaints from City residents. The airport management employs
eight full-time city employees in the operation and maintenance
of the airport. An additional 62 persons are employed by others
at the airport.
In genera!, the Dubuque Municipal Airport is viewed by the
community as an economic asset, and provides a very needed
service to the City.
22
4. FORECAST OF AVIATION DEMAND
4.1 Introduction
Aviation demand* forecasts are descriptions of estimated
future aviation activity associated with the air transportation
of persons and property. Forecasts of aviation demand are
utilized as the basis for estimating future airport planning
needs.
Forecasts of aviation demand are prepared herein beginning in
the year 1976 through the year 2000. Aviation forecasts are
grouped according to two broad elements of air transportation:
1) mass transportation commonly referred to as carrier activity,
and 2) personalized transportation referred to as general aviation
service. This section of the Master Plan Report addresses
air carrier service as well as general aviation activity. Air
carrier activity includes the certificated as well as commuter
air carrier service. General aviation activity includes business
and corporate flying, air taxi and charter, flight instruction,
personal flying and agricultural spraying.
4.2 Summary of Forecast Data
It is often helpful to provide a summary of data prior to
presenting forecast detail. Pertinent data can then be found
without searching through the report.
Table 4-1 presents the reader with the summary of aviation
forecasts at Dubuque.
*Aviation demand refers to the propensity of the population to utilize and/or
purchase aircraft.
23
Table 4-1
SUMMARY OF AVIATION DEMAND FORECASTS
DUBUQUE
Category or Base Year
Activity 1976
Air Carrier
Enplaned
Passengers 33,000
Aircraft
Operations 8,660
General Aviation
Based Aircraft 59
Aircraft
Operations 53,000
Itinerant Air-
craft Operations 40,460
Local Aircraft
Operations 21,200
Instrument
Approaches 1,753
Forecast
1980 1985 1990 2000
42,300 54,000
66,000 88,700
5,900 11,000 12,900 16,000
84 98 109 142
75,200 89,000 104,000 140,000
55,000 64,400 74,800 92,000
30,100 35,600 41,600 50,000
2,630 3,260 4,310 5,820
Peak Period Peak Busy Peak Busy Peak Busy Peak Busy Peak Busy
Activity Day Hr. Day Hr. Day Hr. Day Hr. Day Hr.
Air Carrier 19 6 19 6 22 7 32 11 40 14
Commuter &
Air Taxi 22 6 24 6 27 8 36 13 50 18
Itinerant 243 34 300 60 380 70 500 85 630 90
Total Aircraft
Activity 277 61 510 80 630 85 770 90 970 95
24
4.3 Forecasts of Enplaned Passengers
Several approaches were integrated into the process used to
generate a forecast of enplaned passengers for Dubuque.
They include trend analysis, comparisons with other forecasts
such as State and FAA projections, use of socio-economic
factors and finally, judgement about the airline industry and
the community of Dubuque.
Total enplaned passengers increased from approximately 18,500
in the year 1966 to approximately 33,500 in 1976. Thus, in ten
years enplaned passengers increased by approximately 15,000
with much of the increase occurring since approximately 1970
and 1971. Certificated air carrier enplanments increased
steadily from 18,554 passengers in 1966 to 28,128 in 1974
and then declined to 26,334 passengers in 1976.
Commuter air carrier service was begun in 1966. Commuter
enplaned passengers increased rapidly to 7,164 in the year
1976. The increase in commuter activity accounts for much of
the increase in total enplaned passengers from the year 1971.
Table 4-2 summarizes a history of enplaned and total passengers
at Dubuque.
The healthy growth in air carrier enplaned passengers is
expected to continue at Dubuque through the planning period.
The consensus forecast envisions a growth in enplaned passengers
from approximately 33,500 in 1976 to 88,700 in the year 2000.
The strong current growth in enplaned passengers experienced
since 1971 will continue through the year 1980 as the economy
recovers and the computer air carrier market develops. After
1980 it is expected that enplaned passengers will increase at
a slower percentage rate. However, the total number of en-
planed passengers will increase substaintailly.
Several factors could affect the outcome of this forecast.
They include an economic surge or slower period, a change
in the service pattern, such as that brought about by deregu-
lation within the certificated air carrier industry or route
restrictions with either increased or decreased service.
Provided that the mitigating factors described above do not
occur, it could be expected that Dubuque will experience con-
sistent growth in air carrier -enplaned passengers throughout
the next twenty years. In any event, the most probable
25
Table 4-2
HISTORY ENPLANED AND TOTAL PASSENGERS
DUBUQUE
Air Carrier and Supplemental Commuter and Air Taxi Total
Enplaned Total Enplaned Total Enplaned Total
Year Passengers Passengers Passengers Passengers Passengers Passengers
1966 18,554 36,248 18,554 36,248
1967 20,426 40,122 20,426 40,122
1968 20,164 51,891 26,164 51,891
1969 24,822 49,687 24,822 49,687
1970 23,240 45,977 23,240 45,977
1971 23,602 47,267 232 506 23,834 47,773
1972 25,498 50,120 2,535 6,060 28,033 56,180
1973 19,287 38,092 5,222 11,188 24,509 49,280
1974 28,128 55,386 5,334 11,918 33,462 67,304
1975 25,283 50,535 5,292 11,755 30,575 62,290
1976 26,334 51,902 7,164 15,156 33,498 67,058
Source: Dubuque Airport Records.
01
Tong -term is for increased enplaned passengers due to the in-
creasing demand for air service and probability of available
aircraft to service that demand in a responsive fashion.
Table 4-3 and Figure 4-1 indicate the high and low as well as
consensus forecasts of enplaned passengers. Table 4-4 sum-
marizes a history and forecast of enplaned passengers.
Comparison with other forecasts of aviation activity provide
useful information placing local activity within the state and
national context. First, national forecasts prepared by the
Federal Aviation Administration, Airline Transport Association
and Speas are presented in Table 4-5. Next, the Federal
Aviation Administration's State forecast for Iowa is summarized
and finally, a comparison of the Federal Aviation Administration,
State and Speas Associates' forecasts for Dubuque is presented.
Note that the Speas forecast for Dubuque is higher than the
State System Plans' forecast but lower than the Federal
Aviation Administration's forecast. The State projection of
enplaned passengers did not include commuter activity and, as
such, the State and Speas forecasts are fairly close.
4.4 Forecasts of Air Carrier Operations
Total air carrier operations at Dubuque have increased from
approximately 5,700 in 1971 to about 8,700 in the year 1976.
Certificated air carrier passengers declined during the period
from 5,446 in 1971 to 4,660 in 1976. Commuter air carrier
accounted for the increase in total air carrier operations.
They increased from 251 operations in 1971 to 4,000 in the
year 1976.
it is useful to note the increase in passengers per departure
for both the certificated and commuter air carrier. While
certificated air carrier aircraft operations declined from 1971-
1976, the number of passengers per aircraft departure increased
from about 8.7 passengers per departure in 1971 to approximately
11.3 passengers per departure in 1976.
Forecasts of air carrier operations were related to the number of
enplaned passengers per departure. It is felt that as enplanements
increase so too will the number of departures. Since the certi-
ficated air carrier route system is more mature, it is felt that
response to increased demand at this location will be Tess
related to this location than to total system needs. Commuters,
however, have typically indicated a more elastic response pattern.
27
Table 4-3
ANNUAL ENPLANED PASSENGERS
FORECAST RANGE, GROWTH RATES AND CONSENSUS FORECAST
DUBUQUE
Year Low Range Consensus Forecast High Range
1976
1980
1985
1990
2000
(5.5)
40,900
(3.5)
48,600
(2.5)
56,000
(2.0)
68,300
33,000
(6.4)
42,300
(5.0)
54,000
(4.0)
66,000
(3.0)
88,700
(7.3)
(6.5)
(5.5)
(4.0)
43,700
59, 900
78,300
115,900
Source: Speas Associates Analysis
Numbers in parentheses are compound annual growth rates.
NUMBER OF PASSENGERS I x 1000 1
90-
80--
70-
60--
50-
40-
30-
20-
4:2k 0
11
a
moat �
m
History
Forecast
1970 1975 1980 1985 1990
YEAR
1995
TOTAL
CERTIFICATED
!AIR CARRIER
2000
History And Forecast Of
Passenger Enplanements
Table 4-4
HISTORY AND FORECAST OF ENPLANED AND TOTAL PASSENGERS
DUBUQUE
Air Carrier and Supplemental
Enplaned Total
Year Passengers Passengers
1966 18,554
1967 20,426
1968 20,164
1969 24,822
1970 23,240
1971 23,602
1972 25,498
1973 19,287
1974 28,128
1975 25,283
1976 26,334
1980 31,700
1985 40,000
1990 49,000
2000 66,000
36,248
40,122
51,891
49,687
45,977
47,267
50,120
38,092
55,386
50,535
51,902
63,400
80,000
98,000
132,000
Commuter and Air Taxi
Enplaned Total
Passengers Passengers
232
2,535
5,222
5, 334
5,292
7,164
10,600
14,000
17,000
23,000
506
6,060
11,188
11,918
11,755
15,156
21,200
28,000
34,000
46,000
Total
Enplaned
Passengers
18,554
20,426
26,164
24,822
23,240
23,834
28,033
24,509
33,462
30,575
33,498
42,300
54,000
66,000
89,000
Total
Passengers
36,248
40, 122
51,891
49,687
45,977
47,773
56,180
49,280
67,304
62,290
67,058
84,600
108,000
132,000
178,000
Table 4'.5 111
COMPARISON OF AIR CARRIER ENPLANED PASSENGER FORECASTS
w
0
Year
U.S. IOWA DUBUQUE
FAA1 ATA2 SPEAS FAA3 FAA4 ISASP5 SPEAS
(000) (000) (000) (000) (000) (000) (000)
1974 28,249
1975 185,800 185,800 185,800 989 31,000
1976 33,498
1980 276,100 237,900 264,100 12,032 44,000 41,400 42,300
1985 300,000 310,000 333,800 16,200 60,000 45,000 54,000
1990 346,000 394,400 419,400 20,800 84,000 52,000 66,000
2000 460,000 607,300 646,400 NA NA 69,000 89,000
1This FAA forecast is used in the ISASP. The 1990 forecast year is an extrapolation.
2ATA forecast generated in January 1977.
3A11 forecast years shown are interpolations from FAA Publication: Terminal Area Forecasts
1976-1986.
4Same as note 3.
5Years 1990-2000 are extrapolated from the Iowa State Airport System Plan Forecast of air
carrier Enplaned Passengers. Totals do not include commuter or air taxi.
Table 4-6
HISTORY AND FORECAST OF SCHEDULED AND NON-SCHEDULED AIR CARRIER OPERATIONS
Air Carrier and Supplemental Commuter and Air Taxi Total
Total Total Total
Year Operations Departures Operations Departures Operations Departures
1971 5,446 2,723 251 126 5,697 2,848
1972 5,658 2,829 2,837 1,416 8,490 4,245
1973 4,326 2,163 3,354 1,677 7,680 3,840
1974 5,632 2,816 4,028 2,014 9,660 4,830
1975 4,656 2,328 3,940 1,970 8,596 4,298
1976 4,660 2,330 4,000 2,000 8,660 4,330
1980 4,800 2,400 5,100 2,550 9,900 4,950
1985 5,600 2,800 6,000 3,000 11,600 5,800
1990 6,400 3,200 6,500 3,200 12,900 6,450
2000 7,400 3,700 7,800 3,900 15,200 7,600
Source: FAA Air Traffic Activity, Tower Records
Forecast is a Speas Associates Analysis
ca
Certificated air carrier operators are expected to remain stable
until the year 1980 and would increase slowly thereafter. The
number of flights per day will remain constant at six. One
flight per day will be added in the year 1885, in 1990 and the
year 2000. In the year 2000 there will be a total of nine flights
per day. During this period the number of passengers per
departure will increase from 11.3 in 1976 to over 17 in the
year 2000. Table 4-7 summarizes departure/passenger infor-
mation at Dubuque, and Fiaure 4-2 depicts this forecast
graphically.
It is well to reiterate here that air carrier operations may
fluctuate in a fashion not directly related to demand due
to system needs for Ozark as for Mississippi Valley. This
is less true of the commuter but to some degree this is the
case with the commuter also. The previous forecasts reflect
the consultant's view of the most probable situation in regard
to air carrier activity.
4.5 Forecast of General Aviation Activity
4.5.1 Forecast of Based Aircraft
Two methodologies were utilized to prepare fore-
casts of general aviation based aircraft. First, the
extensive history of general aviation based aircraft
allows the planner to draw conclusions regarding
future activities. This method can then be compared
with known aircraft/population relationships to support
and refine the forecast of based aircraft.
Total based aircraft increased from 34 in 1966 to 75
in the year 1975 and then decreased to 59 in the
year 1976. A reduction in inventory by an FBO is
the reason for the one-year decline in 1976.
During the period from 1966 to 1976 both single
and multi -engine aircraft increased substantially.
Multi -engine aircraft increased in numbers at a faster
rate than did single engine aircraft. In 1974 a
turbojet general aviation aircraft was located at
Dubuque. Table 4-8 summarizes a history of based
aircraft at Dubuque.
32
Table 4-7
AIR CARRIER DEPARTURE/ENPLANED PASSENGERS
DUBUQUE
Air Carrier
Departures
Enplaned Passengers
Commuter and Air Taxi
Enplaned Passengers
Passengers Per Departure Departures Passengers Per Departure
1971 2,723 23,704 8.7 126 232
1972 2,829 25,472 9.0 1,416 2,535
1973 2,163 19,873 9.2 1,677 5,222
1974 2,816 28,249 10.0 2,014 5,334
1975 2,328 25,283 10.8 1,970 5,292
1976 2,330 26,334 11.3 2,000 7,164
1980 2,400 31,700 13.0 2,550 10,600
1985 2,800 40,000 14.2 3,000 14,000
1990 3,200 49,000 15.3 3,250 17,000
2000 3,700 66,000 17.8 3,900 23,000
1.8
1.8
3.1
2.7
2.7
3.4
4.2
4.6
5.2
5.8
NUMBER OF OPERATIONS I x 1000
15—
..
10 —
A)
-n
0
c
rn
History
3COMMUTER
CARRIER
17:00 • **..
o••• *
ro• +. .00 •
•••••
owe
*.***
**"
1975
1980
1985 1990
YEAR
1995
2000
History And Forecast Of
Air Carrier Operations
Table 4-8
HISTORY OF GENERAL AVIATION BASED AIRCRAFT
DUBUQUE
Year Single Engine Multi Engine Helicopter Other1 Total
Recip. 6 Turboprop Turbojet
1966 25 9 34
1967 28 10 38
1968 30 12 42
1969 34 12 46
1970 34 15 49
1971 37 15 52
1972 45 17 61
1973 49 19 68
1974 48 21 1 70
1975 52 21 1 75
1976 41 17 1 59
General aviation based aircraft are expected to in-
crease steadily through the year 2000 at Dubuque.
Total based aircraft will increase from a total of 59
in 1976 to over 140 in the year 2000.
Past trends in based aircraft will continue with slight
acceleration due to the increasing impact of innovative
technology on air travel. Stated simply, general
aviation aircraft will be better, more attractive to use
and the population's economic capability to utilize general
aviation aircraft will continue to improve. Table 4-9
summarizes a history and forecast of based aircraft at
Dubuque.
The types of aircraft in the fleet nationally as well
as at Dubuque (the mix of aircraft) will change to
reflect the greater interest and use of larger single
engine, turboprop and turbojet aircraft. As an example,
multi -engine aircraft comprised about 29 percent of the
aircraft at Dubuque in 1976. It is expected that multi -
engine aircraft will constitute approximately 34 percent
of the based aircraft fleet at Dubuque in the year 2000.
4.5.2 Forecasts of General Aviation Aircraft Operations
Forecasts of general aviation activity were prepared
by expanding upon the existing data base to generate
specific forecasts for each category of aircraft. Future
activity forecasts were extrapolated by utilizing known
based aircraft/operation activity statistics generated at
similar airports. A 1976 base year breakdown of
general aviation aircraft operations was developed and
subsequent forecast years projected assuming changes in
the aircraft mix and in the utilization of the aircraft
types.
Total general aviation activity is expected to increase
from approximately 53,000 aircraft operations in the year
1976 to approximately 140,000 in the year 2000. Note
that this is a greater rate of increase than for based
aircraft.
35
Year
Table 4-9
HISTORY AND FORECAST OF GENERAL AVIATION BASED AIRCRAFT
DUBUQUE
Single Engine Multi Engine Helicopter Other1 Total
Recip. & Turboprop Turbojet
1966 25 9
1967 28 10
1968 30 12
1969 34 12
1970 34 15
1971 37 15
1972 45 17
1973 49 19
1974 48 21 1
1975 52 21 1
1976 41 17 1
1980 59 22 2 1
1985 68 26 3 1
1990 74 30 4 1
2000 94 38 7 2
1SaiI Planes, etc.
1
34
38
42
46
49
52
61
68
70
75
59
84
98
109
142
160 —
140
120
z 60
40
20
History
1970
1975
Forecast
1980 1985
YEAR
1990
1995
TOTAL
SINGLE -ENGINE
MULTI - ENGINE
2000
"r1
da
Ca
History And Forecast Of
General Aviation Based Aircraft
Single engine aircraft activity is forecast to account for
the majority of general aviation activity at Dubuque.
This is very similar to other airports of this type since
training is primarily touch and go activity. Single en-
gine aircraft operations will increase from approximately
33,800 in 1976 to approximately 94,000 in the year 2000.
Substantial increases in turboprop and turbojet
aircraft movements will occur during the planning period.
Presently, these two categories of activity total approxi-
mately 18,900 aircraft movements. This total is expected
to increase to approximately 45,000 aircraft movements
in the year 2000. Table 4-10 summarizes the forecast
of general aviation operations.
Table 4-10
FORECAST OF GENERAL AVIATION AIRCRAFT OPERATIONS
DUBUQUE
Aircraft Type
Forecast
1976 1980 1985 1990 2000
Single Engine 33,800 50,000 58,000 67,000 94,000
Multi Engine
Recip. & Turboprop 17,000 22,000 27,000 32,000 38,000
Turbojet 1,900 2,500 3,500 4,500 7,000
Helicopter 300 500 500 500 1,000
Other (Sailplanes, etc.)
Total Aircraft Operations 53,000 75,200 89,000 104,000 140,000
Source: Speas Associates Analysis
37
4.6 Forecast of Itinerant Aircraft Activity
Itinerant movements are landings and takeoffs performed at
Dubuque and another airport. Local movements are landings
and takeoffs of training or sightseeing flights performed while
operating in the local traffic pattern within sight of the airport,
arriving from flight in local practice areas located within a
20-mile radius of the airport, or executing simulated instrument
approaches or low passes at the airport.
Table 4-11 presents a summary of itinerant vs local aviation
activity at Dubuque. Itinerant activity totals approximately
40,500 aircraft operations in 1971. Total itinerant activity is
expected to increase to over 90,000 operations in the year 2000.
Local activity is expected to increase to 56,000 aircraft operations
in the year 2000 from a 1976 total of approximately 21,200
aircraft operations.
Table 4-11
ITINERANT VS. LOCAL AIRCRAFT OPERATIONS
DUBUQUE
Air Commuter, General Total Total
Year Carrier Air Taxi Aviation Military Itinerant Local
1976 4,660 4,000 31,800 300 40,460 21,200
1980 4,800 5,100 45,100 500 55,000 30,100
1985 5,600 5,400 53,400 500 64,400 35,600
1990 6,400 6,000 62,400 500 74,800 41,600
2000 8,200 6,000 84,000 1,000 92,000 56,000
Source: Airport Activity Records
Forecast shown is a Speas Associates Analysis
38
4.7 Existing Forecast Aircraft Mix
A forecast of the aircraft mix at Dubuque is presented in
Tabie 4-12.
Table 4-12
EXISTING -AND FORECAST AIRCRAFT MIX
DUBUQUE
Aircraft Mix (%)
Aircraft Category 1976 1980 1985 1995
A. B-707, DC-8, Convair 880
B. DC-9, F-227, Convair 580 8 6 6 5
C. Corporate Jet 3 3 3 3
D. Light Twin Engine Re-
ciprocating & Turboprop 34 32 32 28
E. Single Engine 55 59 59 64
1000 1000 1000 100%
Source: Airport Activity Records.
Forecast is a Speas Associates Analysis
4.8 Peak Activity Projections
Peaking activity is important in determining the level of
facilities that will be required to handle traffic demands
without unreasonable delay or congestion. Peak hour air-
craft movements are developed by using factors relating
average day and peak day to the proportion of the peak
day/peak hour to arrive at the busy hour projection. By
reviewing the peaking conditions at other airports, it is
apparent that Dubuque compares equally with other airports
of equal size in terms of levels of activity when viewed
nationally. It is axiomatic that the larger the airport, the
lower this ratio normally tends to become since aircraft
operations tend to be scheduled away from peaks, the larger
the volume of operations.
4.9 Forecast of Air Freight and Air Mail
Total air freight has fluctuated greatly at Dubuque during
the previous ten years. This is typical of airports around
the country and also reflects the elastic manner in which
changes in economic conditions are related to air cargo.
it is interesting to note that air mail activity increased slowly
and did not fluctuate as did air freight. Air freight in-
creased a total of approximately 431,000 pounds in 1966, to
a total of about 855,000 pounds in the year 1976, after having
totaled 1,125,429 pounds in 1974. Air mail increased from
about 114,000 pounds in 1966 to over 180,000 pounds in the
year 1976.
Total air freight is projected to increase substantially to
approximately 1,900,000 pounds in the year 2000. Air mail
is forecast to increase to approximately 600,000 pounds by the
year 2000. The forecast of air freight and air mail at
Dubuque is summarized in Table 4-15 and Figure 4-4.
4.10 History and Forecast of instrument Approaches
Forecasts of instrument approaches are prepared to assist the
planner in ascertaining future navigational aid requirements.
An instrument approach is an approach to an airport with intent
to land, when the weather conditions are such that visibility
is less than three miles and/or the cloud ceiling is at or below
1,000 feet above ground.
Forecasts accomplished herein are related to forecasts of large
single engine and multi -engine aircraft. Table 4-16 summarizes
the history and forecast of instrument approaches at Dubuque.
{
40
Category of
Aircraft Activity
Table 4-13
HISTORY OF PEAK DAY AND BUSY HOUR AIRCRAFT ACTIVITY
DUBUQUE MUNICIPAL AIRPORT
1974 1975 1976
Peak Busy Peak Busy Peak Busy
Day Hour Day Hour Day Hour
Air Carrier 9 2 22 4 19 6
Commuter and Air Taxi 12 2 23 6 22 6
Itinerant 120 20 190 39 243 34
Total Aircraft Movements 254 40 345 79 377 61
Source: Airport Activity Statistics
Dubuque Municipal Airport
Category of
Aircraft Activity
Air Carrier
Commuter and
Air Taxi
Itinerant
Total Aircraft
Movements
Table 4-14
FORECAST OF PEAK DAY AND PEAK FLOUR AIRCRAFT ACTIVITY
DUBUQUE
1980
Peak Peak
Day Hour
1985
Peak Peak
Day Hour
1990
Peak Peak
Day Hour
2000
Peak Peak
Day Hour
19 6 22 7 32 11 40 14
24 6 27 8 36 13 50 18
300 60 380 70 500 85 630 90
510 80 630 85 770 90 970 95
Source: Speas Associates Analysis
Table 4-15
HISTORY AND FORECAST OF AIR FREIGHT AND AIR MAIL
Dubuque
(Pounds)
Air Freight
Year Enplaned Deplaned Total Air Mail
1966 218,776 212,689 431,465 114,167
1967 228,311 250,139 478,450 123,618
1968 292,016 362,241 654,257 159,408
1969 384,866 419,789 804,655 120,512
1970 417,435 491,762 909,197 92,705
1971 438,450 421,567 860,017 105,759
1972 325,576 551,118 876,694 107,783
1973 241,544 534,711 776,255 110,058
1974 329,197 796,232 1,125,429 191,454
1975 351,030 477,180 828,210 203,900
1976 308,744 546,368 855,112 183,523
1980 480,000 700,000 1,180,000 250,000
1985 540,000 800,000 1,340,000 350,000
1990 640,000 850,000 1,490,000 450,000
2000 800,000 1,100,000 1,900,000 600,000
Source: Airport Activity Statistics
Speas Associates Analysis
43
I
2000 --
1500 -
yaw
History
Forecast
1970 1.75 1980
,,AIR FREIGHT
1985 1990 1995 2000
YEAR
leu
-n
c)
c
rn
History And Forecast Of
Air Freight And Air Mail
Year
1973
1974
1975
1976
1980
1985
1990
2000
Table 4-16
HISTORY AND FORECAST OF INSTRUMENT APPROACHES
instrument Approaches
Air General Total
Carrier Air Taxi Aviation tvlilitary Instrument
Approaches
361 154 515
318 164 506 1 989
534 404 998 17 1,953
413 373 954 13 1,753
440 460 1,710 20 2,630
560 540 2,120 30 3,260
700 660 2,500 50 4,310
890 868 4,000 70 5,820
44
5
DEMAND/CAPACITY ANALYSIS AND FACILITY REQUIREMENTS
5.1 Introduction
The forecast presented in the previous section indicates
continued growth in both general aviation and air carrier
activity at Dubuque Municipal Airport. As this activity
develops, additional demand is created for airport facilities
such as runways, taxiways, terminals, aircraft parking
and storage, and ground access. The existing facilities
will be analyzed in terms of their ability to accommodate
existing and forecast demand. To insure future viability
of the airport, these facilities must be planned to accommodate
future growth in both general aviation and air carrier demand.
In this section the requirements for airside facilities (runways,
taxiways, approach areas) are first determined, followed by the
requirements for landside facilities (terminal, hangars, other
buildings) .
5 2 Airport Capacity vs. Demand
A determination of the capacity of the runway system is of
primary importance in planning an airport to accommodate
future demand. Airport capacity refers to a process of
determining the number of aircraft movements that can be
accommodated during a specific time period within acceptable
levels of delay. When computed on an annual basis, capacity
is referred to as Practical Annual Capacity (PANCAP) . On
an hourly basis, it is referred to as Practical Hourly Capacity
(PHOCAP) .
Factors which affect airport capacity include runway configuration
and exit rating, aircraft population and amount of training
operations, air traffic equipment and procedures, airspace
handling capabilities, and weather.
History and demand forecasts of aircraft activity at Dubuque Municipal
Airport, found in Section 4 of this report, indicate that in 1976 there
were 61,660 total operations, peak hour VFR activity was 61 movements.
Activity forecasts for 1990 include 116,400 annual movements and 85 VFR
peak hour movements. The 1990 peak hour instrument approaches
will total 20. By comparison with the capacities indicated in Table 5-1,
it can be seen that the activity demand is now, and will continue to be,
sufficiently below the practical capacities to avoid overcrowding and
associated delay problems.
D
Table 5-1
PRESENT AND FUTURE AIRCRAFT POPULATION MIX (PERCENT)
Aircraft Category Present Future
A B-707, DC-8, Convair 880 0 0
B DC-9, F-227, Convair 580 8 5
C Corporate Jet 3 3
D Light Twin Engine 34 28
E Single Engine 55 64
Touch and Go (training) activity at 80% of category E operations
and 20% of category D operations.
The existing runway configuration, usage and traffic procedures
were used in evaluating present capacity, while the future capacity
evaluation included improvements in runway length and exit opportunities.
The capacities determined, using the above assumptions, are illustrated
in Table 5-2.
Table 5-2
AIRPORT CAPACITY*
PRESENT FUTURE
PANCAP 201,500 209,200
VFR PHOCAP 97 107
IFR PHOCAP 21 21
*Airport Capacity Handbook, Second Edition, prepared for the
FAA by Airborne Instruments Laboratory.
46
It should be noted that the instrument weather (IFR) capacities are
higher than is normal for a non -radar airport (14/hour with ILS and
10/hour without would be normal) . This occurs at Dubuque because
of radar assistance by the Chicago Air Traffic Control Center to approaches
at Dubuque.
An additional capacity analysis was also computed to determine if a
change in operating procedures would significantly increase the airport's
capacity. This analysis was made using conditions allowed, take -off
and landing were segregated by runway. Thus, during certain periods,
an aircraft could be cleared for take -off as soon as an arriving aircraft
has passed the intersection of the runways. The resulting capacities
are illustrated in Table 5-3.
Table 5-3
AIRPORT CAPACITY (SEGREGATED OPERATIONS)
PRESENT FUTURE
PANCAP 257, 800 274,900
VFR PHOCAP 151 149
1 FR PHOCAP 24 24
As these capacity figures are higher than those utilizing mixed
operations, it is conceivable that this procedural adjustment
could be implemented should demand increase significantly more
than is presently forecast.
5 3 Weather Analysis
The number and orientation of runways in a runway system is
determined primarily by the total percent coverage of the
winds. Since crosswinds which occur at 90 degree angles to
the landing direction are most important for safety reasons,
it is prudent to align runways such that crosswind angles are
reduced. The FAA has established criteria for runway wind
coverage which indicate that it is desirable to have at least
95 percent coverage of ail wind with a 12 MPH crosswind
component for most general aviation aircraft. For heavier
aircraft, a crosswind component of 15 MPH is used.
47
Wind data used for this analysis was collected by the U.S.
Weather Bureau at Dubuque for the years 1955 through 1964.
Wind coverage for the existing runway system is illustrated
in Table 5-4. The analysis indicates that the combined,
all-weather, wind coverage for runways 13/31 and 18/36 meets
the desired 95 percent for the 15 MPH component, but is
insufficient for the 12 MPH component. The same is true for
the wind coverage during periods of IFR weather (ceiling less
than 1000 feet and visibility less than 3 miles) . It might also be
noted that, although runway 18/36 provides better wind coverage,
runway 13/31 has been developed as the primary runway.
Besides wind coverage, other factors, influencing runway
configuration include terrain and the location of developed areas
in relation to the airport.
Since coverage of 12 MPH crosswinds is insufficient, it would
be beneficial to develop a third runway for utility aircraft.
The most appropriate location for this runway appears to be
the connecting taxiway to runway end 36. The inclusion of this
runway in the airfield system will provide nearly 98° coverage
of 12 MPH components.
5.4 Critical Runway Requirements
5.4.1 Runway Length
An analysis of runway length was undertaken
to determine what runway lengths would be
required to adequately serve present and future
aircraft using the airport.
For this determination, the DC9-30 will be the critical
aircraft for both present and future users. Runway
length requirements were obtained for this aircraft
utilizing criteria outlined in FAA Order 5325.4. Runway
length requirements derived from these criteria are
illustrated in Table 5-5.
Table 5-4
DUBUQUE MUNICIPAL AIRPORT
WIND COVERAGE IN PERCENT
ALL-WEATHER IFR WEATHER 1 200/ . 5-2 200/ . 5-3 500/ 1-4
(0/0-1000/2) 1000/3 500/1 1000/3
RUNWAY 12 MPH 15 MPH 12 MPH 15 MPH 15 MPH 15 MPH 15 MPH
13 26.63 34.23 30.07 37.99 38.10 42.07 35.96
31 33.31 38.40 27.73 34.42 36.25 33.24 37.35
Calm 11.42 11.42 13.31 13.31 11.09 11.11 11.08
13/31 71.36 84.05 71.11 85.72
18 38.14 43.37 32.38 37.63 37.09 38.75 36.43
36 29.69 34.07 35.85 49.55 42.36 42.64 42.30
Calm 11.42 11.42 13.31 13.31 11.09 11.11 11.08
18/36 79.25 88.86 81.54 91.49
13/31-18/36 (combined)
89.58 95.03 89.46 95.94
4 25.32 29.92
22 37.99 46.09
Calm 11.42 11.42
4/22 74.73 87.43
13/31-18/36-4/22 (combined)
97.89 99.20
1. 11.20% of All -Weather
2. 9.56% of All -Weather
3. 3.06% of All -Weather
4. 6.50% of All -Weather
Source: U.S. Weather Brueau, Station 94908,
Dubuque, Iowa; 1955-1964 Speas Associates
Analysis.
Table 5-5
CRITICAL RUNWAY LENGTHS
Stage Length
LANDING
Design Runway
1
Weight (Lbs .) Length (Ft.)
99,000 6,3002
T;EKE-OFF 200 mi. 99,400 6,200
400 m i . 102,800 7,400
Maximum 108,000 9,100
1. Maximum Payload - 30,000 lbs.
2. Wet Runway, 10 Knot Tailwind
Table 5-5 indicates that a runway length of 7, 500 feet would
be appropriate for the typical stage length of 400 miles. Much
longer stage lengths could be accommodated with small reductions
in payload. It should be noted that these limitations apply only
to periods of relatively high temperature.
Utilizing this methodology, it was determined that the existing
6,500 foot runway would result in some payload penalties on
DC9-30's using the airport during periods of hot weather.
A similar analysis was undertaken to determine if a 7,500 foot
runway would accommodate B727-100 and B737-200 aircraft
should they become users of the airport. The results indicate that
they could operate safely with only small reductions in payload
under restrictive conditions.
It is recommended that runway 18/36, presently 4,900 feet, be
planned to a length of 5,800 feet. This length would adequately
accommodate 100% of the basic transport fleet at 60% of useful
load under the most restrictive conditions as well as air carrier
activity under all but very restrictive conditions.
5.4.2 Runway Width
The existing runway 13/31 width of 150 feet for the
primary is consistent with the criterion for aircraft in
the general transport category outlined in FAA -AC
150/5300-6. The existing 150 foot width for runway 18/36
will also accommodate aircraft of this type. Runway 4/22
should be developed to a width of 75 feet.
50
5.4.3 Runway Strength
The weight bearing capacity of the runways is important
in terms of protecting the large capital outlay represented
by runway paving. Operation of aircraft in excess of the
gross weight limitations of the runway may accelerate
deterioration of the runway.
For this reason the bearing strength of a runway should
be determined by the largest aircraft using it. The primary
runway should be able to support a DC9-30 with 25% tolerance,
or 125,000 pound gross weight with dual gear. Runway
18/36 should also be planned to accommodate aircraft in
this gross weight category, as should runway 4/22 as
it will be utilized as taxiway by large aircraft.
5.5 Taxiway Requirements
The existing taxiway system consists of a full parallel taxiway
for the primary runway with, at most, one exit within the
deceleration range of most aircraft using the airport. The crosswind
runway has only runway -end exits. This situation results in
longer runway occupancy times than is necessary and, as a result,
has a limiting effect on the airport's capacity. Furthermore, the
adjacency of the apron to a large portion of the main taxiway adds
to the congestion of the already over -crowded apron area.
FAA criteria concerning taxiway development, found in FAA
Order 5090.3, indicates that runways serving scheduled air carrier
aircraft should have associated full -parallel taxiways.
The addition of a full parallel taxiway, between the primary runway
and the existing apron/taxiway, and a full parallel taxiway associated
with the crosswind runway, would do much to increase the operating
efficiency and safety of the runway system. These taxiways should
be planned with a number of runway exit opportunities within the
deceleration ranges of both air carrier and general aviation aircraft
using the airport.
These taxiways should be planned for a width of 50 feet with a
bearing strength sufficient to accommodate the aircraft using the
runways.
51
5.6 Approach and Clear Zones
Approach areas required for the safe operation of aircraft using
the airport can be considered in four parts.
Runway Safety Area - A cleared, drained and graded area
in which the runway is centered. It is a normally turfed
area available to aircraft which inadvertently depart the
paved area. It extends 200 feet beyond the runway ends.
Extended Runway Safety Area - This area extends 800 feet
beyond the runway safety area and is also cleared, drained
and graded to provide additional protection to air carrier aircraft.
Approach Surface - An imaginary inclined plane starting 200 feet
beyond the runway pavement and extending outward to a distance
of up to 10 miles, dependent on runway use. Width and slope
are also dependent on runway use. Obstructions should not penetrate
or extend above the approach surface.
Clear Zone - A ground level projection of the initial portion of the
approach surface that provides for the unobstructed passage of
landing aircraft through the above airspace. The clear zone begins
200 feet from the runway pavement and has a size which varies with
the designated use of the runway.
The dimensional characteristics of these areas are illustrated
in Table 5-6.
5.7 Airspace Needs
In the United States airspace conditions range from relatively
loosely controlled areas to restricted and prohibited areas
where extensive limitations on aviation activity are in effect.
Section Three of this report has detailed the existing controlled
airport areas in the area which includes Dubuque Municipal
Airport. This plan will also address the imaginary surfaces
which protect the system of runways and approach areas
(FAR Part 77) . By designating the type of approach areas
and navigational aids, the airport can be protected and de-
veloped with full use of its facilities. At present, the ap-
proaches to all runways are free of obstructions. Proposed
approach areas are also clear. Precision approaches will
be included for runway 13-31. Non -precision instrument
approach areas are planned for runway end 36. Imaginary
surfaces for runway 36 will allow for visibility minimums as
low as one mile. These approach areas have been detailed
in Section 5-6 of this report and are also illustrated in
Chapter Seven of this report.
52
Runway Safety Area
Table 5-6
APPROACH AREA DIMENSIONS
Runway Ends
31 13 36 18 4 22
250' wide
Extended Runway Safety Area to 800' beyond runway safety area, and None
500' wide.*
Clear Zone Base
Length
End Width
Length of runway plus 200' beyond each
paving end, and 500' wide.
1,000'
2,500'
1,750'
Approach Surface
Base 1,000'
Length 50,000'
End Width 16,000'
Slope **
1,000' 1,000'
1,700' 1,000'
1,510' 1,100'
250'
1,000'
450'
1,000' 1,000' 250'
10,000' 10,000' 5,000'
4,000' 2,000' 1,250'
34: 1 20: 1 20: 1
*To be provided wherever feasible.
**Precision Approach Slope is 50:1 for inner 10,000 feet and 40:1 for next 40,000 feet.
Airspace reservation areas for VFR operating areas are il-
lustrated in Figure 5-1. This area is illustrated for each
runway to provide criteria for the identification of maneuvering
airspace required for Dubuque. It can be seen that no pub-
licly owned airports are affected by VFR operating airport
at Dubuque.
5.8 Navigational Aids and Lighting
Navigational aids provide aircraft approaching the airport
under poor weather conditions with runway alignment and angle -
of -descent guidance. Other navigational aids such as taxiway
lights provide aid to the pilot in moving from the runway to the
terminal area.
Navigational aids for the primary runway will include the
existing Instrument Landing System, VOR (radio beacon) and
NDB (low frequency radio beacon) .
Currently, there are High intensity Runway Lights (HIRLS)
as well as a Medium Intensity Approach Light System with
runway alignment indicator lights (MALSR) on runway 31.
A MALS system operational on runway 13 provides approach
guidance for the Iocalizer (back course) approach. For
aircraft conducting visual approaches to runways 13 or 31,
visual approach slope indicator lights (VAST) are utilized
as approach descent aids.
The crosswind runway 18-36 might also be considered for
an approach light system on runway 36. A note of explana-
tion is needed here; the wind analysis indicated that runway
36 has the highest IRF wind coverage. The ILS was installed
to serve the primary runway. For the larger aircraft which
predominate during 1FR conditions at present, this is quite
adequate. However, within 10 years general aviation aircraft
will far surpass air carrier aircraft in instrument ap-
proaches. Many of these approaches will be conducted to run-
way 36 because the general aviation aircraft will be Tess able
to tolerate higher crosswinds. The present VOR approaches
to runway 36 will be sufficient. However, to improve visibility
minimums to this runway an approach light system to runway
36 may be necessary at some time. A summary of navigational
aids to be located on the layout plans is illustrated in Table 5-7.
54
at.
r
Arnber
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5
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wood
1361
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AIR SPACE ZONES
VFR DUBUQUE
(FIGURE 5-1)
etter
ffi
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Rewey
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Table 5-7
NAVIGATIONAL AIDS AND LIGHTING
Runway
13 31 18 36 04 22
(ILS) (ILS1)
(MALSR) (MAL) REILS REILS
(VASI-4) VASI-4 VASI-4 VASI-4 VASI-2 VASI-2
(HIRLS) (HIRLS) (MIRLS) (MIRLS) MIRLS MIRLS
(MITLS) (MITLS) (MITLS) (MITLS)
Airport - (Lighted wind cone)
(Rotating Beacon)
(Control tower)
(VOR)
(NDB)
(ASR)
1Localizer Approach
NOTE: ( ) indicates existing facility.
55
5.9 Land Acquisition and Control
To protect the ultimate development of the airport, it is
important to exercise some control of the land surrounding
the airport. This is particularly important in the approach
areas. Control of such property generally takes three forms;
zoning, purchase of easements, and outright purchase in fee
title. The most effective method of control is fee title purchase,
and the FAA encourages this method and will participate in
the purchase of property in the approach areas with federal
monies (currently 90%) under the Airport Development Aid
Program (ADAP) . The areas in which the FAA will partici-
pate are defined in FAA Order 5100.17. These areas, as they
pertain to Dubuque Municipal Airport are to 5,000 feet beyond
the ultimate primary surface to a width of 2,500 feet. It is
recommended that as a minimum criteria for land acquisition
properties be purchased to the limits of the ultimate clear zone.
Where fee title is not obtainable, it would be advisable to
control the land by easement or by zoning.
In addition, there are two relatively small areas where fee
title or clearance easements should be acquired to protect
the transitional surfaces to the sides of both runways.
Specific areas and control methods are indicated in the Airport
Layout Plan.
5.10 Passenger Terminal Requirements
The passenger terminal represents the major element of the
airport for most of the general public. For the traveler it
is where the transition between ground travel and air travel
is made. It is also the place where other members of the
general public, such as visitors, experience the field of aviation.
To insure that these experiences are as pleasant as possible,
it is important that the terminal facilities function efficiently.
To determine space requirements for the efficient operation
of the passenger terminal, peak hour enplanements are utilized.
Existing and forecast peak hour passenger enplanements rep-
resent the highest expected demand for terminal facilities.
Through analysis of several similar terminals, requirements
for various functional areas to accommodate passengers, visitors,
and employees serving them have been developed. These
area requirements are variable depending on airport size and
other factors, but they are sufficient for planning purposes.
Listed below is the unit area requirement per peak hour
passenger.
Square Feet
Waiting Lobby 18
Security 9
Ticket Lobby 10
Baggage Claim 9
Airline Operations 32
Concessions 20
Administration & Tenant Offices 10
Restrooms 5
Circulation, Mechanical, and Maintenance 47
Total Area 160
By relating these unit factors to present and forecast peak
hour passenger enplanements, required terminal space needs
can be determined. Table 5-8 illustrates these needs through
the planning period in addition to current space allocation.
Table 5-8 indicates that the present terminal will be adequate
for the short term, but that an area of approximately 30,000
square feet should be planned for ultimate terminal development
by the year 2000. Deficiencies which occur in specific areas,
such as security, can be accommodated by adjusting existing
space allocations when the need becomes apparent.
5 11 Air Cargo Facilities
The handling of air cargo generally requires three distinct
functions; airside transfer, landside transfer and processing.
Space required for processing (receiving, sorting, weighing,
labelling and storage) is dependent on a number of factors.
These include rate of cargo turnover, method of handling,
density and special handling requirements. A factor of 200
square feet per ton for a 24-hour period is commonly used in
sizing processing areas. This area includes allowances for
circulation, storage, equipment and other functional needs.
With longer turnover times of 48 hours occurring on weekends,
the factor could be increased to 400 square feet. Since air
freight at Dubuque is incidental to passenger activity, airside
transfer is best accomplished on the terminal apron without
any special cargo area. This is currently the method of
operation. Landside transfer is best accomplished with truck
loading docks associated with the processing area. Currently,
there is one grade level docking facility. An additional dock
with truck -bed level access should be planned. Approxi-
mately 2,400 square feet should be allowed for docking and
maneuvering for the two docks. Table 5-9 illustrates space
requirements for air cargo processing.
57
Table 5-8
TERMINAL AREA REQUIREMENTS (SQ. FT.)
peak Hour Passengers
Waiting Lobby
Security
Ticket Lobby
Baggage Claim
Airline Operations
Concessions
Administration and
Tenant Offices
Restrooms
Existing* 1976 1980 1985 1990 2000
72 92 118 152 196
2,150 1,300 1,650 2,100 2,700 3,500
150 650 850 1,100 1,400 1,800
600 700 900 1,200 1,500 2,000
350 650 850 1,100 1,400 1,800
1,650 2,300 2,450 3,800 4,900 6,300
2,050 1,450 1,850 2,400 3,000 3,900
1,300 700 900 1,200 1,500 1,900
500 400 500 600 800 1,000
Circulation**, Mechanical,
and Maintenance 4,950
TOTAL AREA
3,400 4,300 5,500 7,100 9,200
14,200 11,550 14,750 19,000 24,300 31,400
* Areas listed include apportionment of wall thicknesses.
**Includes exterior circulation.
58
Table 5-9
AIR CARGO SPACE REQUIREMENTS
1976 1980 1985 1990 2000
Annual Tonnage 517 715 845 970 1250
Daily Tonnage* 2.1 2.9 3.4 3.9 5.0
Required Space
(sq. ft.) 840 1160 1320 1560 2000
* Assuming 250 working days/year.
There is currently about 1,000 square feet available for air cargo
in the terminal building.
5.12 Hangar Requirements
There are three categories of hangar requirements:
For Based Aircraft
For Maintenance
For Transient Aircraft
It is important that aircraft be enclosed in a hangar of some
type. In northern climates, inclement weather can be damaging
to an aircraft. As aircraft become more sophisticated, it can
be expected that most will require hangar facilities, especially
during winter months.
5.12.1 Hangar Requirements for Base Aircraft
To calculate storage hangar gross area requirements
for based aircraft, it is assumed that 90 percent of
all based aircraft will need some form of enclosure.
Unit areas of 2,700 square feet for single and light
twin engine aircraft and 4, 500 square feet for
turbojet are used to derive gross areas for planning
purposes. The gross areas include space to maneuver
aircraft into the hangar, as well as the area of the
building itself. The needed area for base aircraft
storage is described in Table 5-10.
Currently there are 32 tee hangar units, equivalent
to 86,400 square feet, and 5 conventional storage
hangars with the equivalency of an additional 60,600
square feet. This totals 147,000 square feet, or
about equal to present demand. The forecast indicates
59
Table 5-10
BASE AIRCRAFT STORAGE NEEDS
1976 1980 1985 1990 2000
Based Single Engine
and Light Twin Engine 58 81 94 104 132
Storage Units Required 52 73 85 94 119
Space Required (Sq. Ft.) 140,400 197,100 229,100 253,800 521,300
Based Turbojet 1 2 3 4 7
Storage Units Required 1 2 3 4 6
Space Required (Sq. Ft.) 4,500 9,000 13,500 18,000 27,000
Total Space Required 144,900 206,100 243,000 271,800 348,300
(Sq. Ft.)
rn
0
that the demand for storage facilities will grow
rapidly, and therefore, sufficient area must be planned
to accommodate these needs.
Although financing for needed hangars will be
discussed more thoroughly in the chapter on
financing, it is appropriate to mention here that
hangar units should be self -amortizing. That is,
aircraft owners who will rent the hangar units should
be found prior to construction of the units.
5 12.2 Maintenance Hangar Requirements
Hangar space is also required for aircraft maintenance
needs. it is a generally accepted rule of thumb to
allow one maintenance space for each ten based aircraft.
Because there is need for additional space associated
with the process of aircraft maintenance, unit areas
of 3,200 square feet for single engine and 4,700 square
feet for multi -engine aircraft are used to calculate
gross area requirements. As with storage hangars,
these unit areas include space for the structure as
well as associated apron and taxiway areas. Table 5-11
illustrates the needed area for maintenance hangars.
Currently, there is one maintenance hangar with the
equivalent of 9,600 square feet. It can be seen that
there is currently a need for additional maintenance
hangar space and that adequate space for future
development should be planned.
5.12.3 Hangar Requirements for Transient Aircraft
While storage needs for transient aircraft occur
throughout the year, it is most important during
winter months. Since aircraft maintenance during
this period is generally low, it is usually appropriate
to assume that storage of transient aircraft can be
accomplished in the aircraft maintenance facilities.
61
22,200 28,600 36,500 36,500 47,600
Table 5-11
MAINTENANCE HANGAR NEEDS
1976 1980 1985 1990 2000
Based Single Engine 41 59 68 74 94
Maint. Units Required 4 6 7 7 9
Space Required (Sq. Ft.) 12,800 19,200 22,400 22,400 28,800
Based Multi Engine 18 24 29 34 45
Maint. Units Required 2 2 3 3 4
Space Required (Sq. Ft.) 22,200 9,400 14,100 14,100 18,800
Total Space Required
(Sq. Ft.)
rn
5.13 Apron Requirements
Aprons should be provided in sufficient quantity to accommodate
the many aviation activities associated with the apron area.
primary function of the apron is to provide parking for transient
and local aircraft which require parking. In addition, the apron
provides access to the terminal and FBO headquarters, an area
for aircraft fueling, tiedown space and other functions.
At the Dubuque Municipal Airport, the primary needs are for
air carrier parking space and general aviation parking space.
Apron needs for these uses will be discussed below.
5.13.1 Air Carrier Apron Requirements
Apron requirements for air carrier, commuter and
air taxi aircraft are determined by the number of
aircraft to be parked during peak periods, the size
of the aircraft and the method by which they approach
and depart from the terminal. At Dubuque, these
aircraft all maneuver to and from their parking positions
under their own power. This method requires some-
what more space than taxi-in/push-out method used at
larger more congested airports. Considering this and
the size of the aircraft, it was determined that a width
of 175 feet for each position would accommodate parking,
maneuvering and a reasonable safety margin between
aircraft. These functions will also be adequately
accommodated by the depth of the existing apron from
the terminal to the taxiway corridor. Table 5-12 il-
lustrates the required terminal apron needs for air
carrier, commuter and air taxi aircraft.
Table 5-12 indicates that the existing terminal apron
area is adequate for air carrier, commuter and air
taxi demand at present, but by the year 2000, an ad-
ditional four positions will be needed. This assumes
that the majority of the general aviation apron needs,
discussed below, can be accommodated elsewhere.
5.13.2 General Aviation Apron Requirements
Apron demand by general aviation aircraft is generated
by a combination of transient aircraft and based aircraft.
It is reasonable to assume that 10 percent of the based
aircraft will be using the apron during the day. The
63
Table 5-12
TERMINAL APRON REQUIREMENT FOR AIR CARRIER
1976 1980 1985 1990 2000
Positions Required
Air Carrier 2 2 2 3 4
Commuter and Air Taxi 1 1 2 2 3
Total 3 3 4 5 7
Space Needed (Lineal Ft.)
Air Carrier 350 350 350 525 700
Commuter and Air Taxi 100 100 200 200 300
Total 450 450 550 725 1,000
Area Required (Sq . Ft.) 110,250 110,250 134,750
Existing 128,625 128,625 128,625
New 6,125
177,625 245,000
49,000 116,375
number of transient aircraft which may be on the ground
at one time is computed from busy hour general aviation
activity. Using averaged values developed from FAA
data at 69 general aviation airports, busy hour activity
can be determined from annual general aviation move-
ments. A percentage of busy hour activity can be as-
sumed to be itinerant (40° for 1976 and 1980; 35% for
1985, 1990 and 2000) . Fifty percent of itinerant move-
ments can reasonably assumed to be transient. If the
average stay on the ground during busy hours is two
hours, then the number of transient aircraft on the
ground will be equal to the number of transient move-
ments. Table 5-13 illustrates this process and apron
requirements for general aviation aircraft.
Currently, there is approximately 23,000 square feet
of apron available for general aviation aircraft parking.
Additional apron should be planned for the short term,
with a total of approximately 100,000 square feet ex-
pected by the year 2000.
5.14 Aircraft Fueling Facilities
Fueling facilities are provided at an airport to serve visitors
as well as locally based aircraft. Typically, fuel facilities
include two types. Fixed cabinet pumping units which pump
directly from storage tanks to the aircraft are most common.
Truck fueling units, providing several types of fuel, can ser-
vice aircraft positioned anywhere on the airport. Truck fueling
is generally the most efficient method and does not require the
large apron areas necessary for fixed cabinet fueling. Truck
fueling is considered feasible when annual fuel flowage exceeds
100, 000 gal Ions .
Currently, the fueling facilities at the airport include 2,000
gallon underground tanks for both 80 octane and 100 octane
aviation gas and two 8,000 gallon fuel trucks for jet fuel. Fixed
cabinet pumping capability is available for the aviation gas,
however, the fuel is primarily distributed by small trucks. Jet
fuel is also distributed by a small truck.
Fuel flowage during 1976 was 217,000 gallons of aviation fuel
and 187,000 gallons of jet fuel. Thus, the existing storage capa-
city is 2% of annual Av-Gas flowage and 9° of annual jet fuel
flowage. During peak summer months, a two week supply of
fuel is considered a reasonable capacity for aviation gas. A
two week supply has been estimated at 5% of annual flow. Be-
cause distribution of jet fuel is generally in larger quantities and
65
Table 5-13
APRON REQUIREMENTS FOR GENERAL AVIATION AIRCRAFT
1976 1980 1985 1990 2000
Busy Hour Movements 95 110 115 119 130
Itinerant Movements 38 44 40 42 46
Transient Movements 19 22 20 21 23
Transient Aircraft 19 22 20 21 23
10% of Based Aircraft 6 8 9 10 13
Total Aircraft Prked 25 30 29 31 36
Space Required (Sq. Ft.) 75,000 90,000 87,000 93,000 108,000
1Derived from Annual G.A. movements utilizing Speas Analysis of FAA Data
for Fiscal Year 1969 at 69 General Aviation Airports.
2Unit areas of 3,000 square feet, including aircraft parking area and maneuvering
space.
1976
1980
1985
1990
2000
is more variable in demand, a monthly supply or 10% of annual
flow should be provided. Table 5-14 summarizes expected annual
fuel flow and recommended storage capacity.
Table 5-14
ESTIMATE OF FUEL USAGE AND STORAGE
AVIATION GAS (Gallons) JET FUEL (Gallons)
Annual Usage Storage Annual Usage Storage
217,000
295,000
434,000
527,000
709,000
24,000
24,000
24,000
36,000
48,000
187,000
273,000
402,000
538,000
723,000
24,000
24,000
36,000
48,000
72,000
Storage capacity shown in Table 5-14 is represented in in-
crements of 12,000 gallons, as fuel suppliers generally rec-
ommend 12,000 gallon tanks for all but the smallest airports.
Storage capacities for 1990 and 2000 are more generous, rec-
ognizing the difficulty in estimating fuel flow that far in the
future.
An area totalling approximately 9,000 square feet should be
planned to accommodate underground fuel tanks necessary by
the year 2000. It is assumed that these will be located a safe
distance from any structure and that aircraft will be serviced
by fueling trucks.
5.15 Auto Parking and Airport Access
5.15.1 Auto Parking
Automobile parking requirements are determined by
peak period conditions. To account for overlap,
employees and visitors, a factor of 1.5 parking spaces
per peak hour passenger is used. For general
aviation parking, a factor of 1.3 spaces per busy
hour passenger and pilot is used. In addition to
this, there is space required for rental cars and a
factor of 0.8 spaces per peak hour passengers is
used.
Whenever possible, these parking areas should be
located adjacent to their respective functions, i.e.
terminal and FBO - GA area. A unit area of 320
square feet is used for each parking space. This
takes into account access lanes as well as the space
67
taken by each automobile. Parking requirements are
illustrated in Table 5-15.
Currently, there are 188 parking spaces at the
airport. An additional 340 spaces or approximately
110,000 square feet should be planned to accommodate
demand by the year 2000.
5.15.2 Airport Access
The existing airport access road has an hourly
capacity of about 1,600 cars. This will be far in
excess of the peak hour load expected by the year
2000. Thus, no access road capacity problem will result.
The airport is served by U.S. Route #61, which provides
good access from the City of Dubuque and the airport's
service area.
5.16 Crash, Fire and Rescue Requirements
Part 139 of the Federal Aviation Requirements concerning airport
certification stipulates that certain minimum requirements for fire
and rescue equipment and facilities be met by airports served by
scheduled air carriers. Airports are classified into index cate-
gories determined by the types of aircraft operating at them.
The DC9-30 aircraft operating at Dubuque places the airport in
the Index B category. Requirements for this category can be
found on Table 5-16. The following Table 5-17 indicates recom-
mended quantities of extinguishing agents.
The airport currently has two CFR vehicles with combined
capacities sufficient to meet the minimum requirements for
Index B. The vehicles are stored in the maintenance building,
adjacent to the terminal, which should be adequate through the
short term.
5.17 Sanitary Sewer Requirements
The present sewage treatment facility at the airport is in-
adequate. The existing system is a septic tank/leaching
field and does not function properly. The malfunction is
probably due to the soil condition. Preliminary study indicates
that either a controlled discharge system or a chemical
treatment system would be desirable as well as adequate.
68
Table 5-15
AUTO PARKING REQUIREMENTS
1976 1980 1985 1990 2000
General Aviation Parking
Busy Hour Passengers
and Pilots 38 44 44 50 59
Parking Units Req. 49 57 57 65 77
Space Required (Sq. Ft.) 15,680 18,240 18,240 20,800 24,640
Terminal Parking
Peak Hour Passengers 72 92 118 152 196
Parking Units Req. 108 138 177 228 294
Space Required (Sq. Ft.) 34,560 44,160 56,640 72,960 94,080
Auto Rentals
Peak Hour Passengers 72 92 118 152 196
Parking Units Req.* 58 74 94 122 157
Space Required (Sq. Ft.) 18,560 23,680 30,080 39,040 50,240
TOTAL PARKING UNITS REQ. 215 269 328 415 528
TOTAL SPACE REQUIRED (SQ . FT .) 68,800 86,080 104,960 132,800 168,960
*50 o would be "car ready" located near terminal.
Minimum Fire Extinguishing Agents and Equipment for Airports Serving
Certificated Air Carriers
1
Index
2
Aircraft Length
3
Total Minimum
Extinguishing
l 4
Quantities of
Agents
5
Water/Foam
Capacity
1 6
Trucks
Total
7
Equipment Description
More than
Not more than
Dry chemical
(pounds)
(See Note 6)
Water
(gallons)
Gallons
GPM
(See Notes 1 thru 4 for
alternate vehicles)
A
90
500
0
0
0
One Tight weight dry
chemical truck.
(See Notes 1 and 2)
B
90
126
300
1500
One
500
One
1000
750
One combination water/
foam and dry chemical
truck.
One 1000-gallon water/
foam truck. (See Note 3)
C
126
160
500
3000
Two
1500
1500
One Tight weight dry
chemical truck.
Two 1500-gallon water/
foam trucks. (See Note 4)
D
160
200
500
4000
One
1500
One
2500
1950
One Tight weight dry
chemical truck.
One 1500-gallon water/
foam truck.
One 2500-gallon water/
foam truck. (See Note 4)
E
200
500
6000
Two
3000
2400
One light weight dry
chemical truck.
Two 3000-gallon water/
foam trucks. (See Note 4)
o SOURCE: FAA Advisory Circular
150/5310-12
1
Index-1/
Recommended Quantities of Fire Extinguishing Agents for Airports Serving
Certificated Air Carriers
2
Protein Foam
3 4 5 6
Primary Agents Supplementary
Or Aqueous Film Forming Foam (AFFF) Agent
Water for Foam Solution Water for AFFF Solution Dry Chemical
Production (gal.) Application Production (gal.) Application Powders (lb.)
(Q) Rate (g.p.m.) (Q) Rate (g.p.m.)
(Q1) (Q1)
A 1,830 —2/ 1,100 1,190 720 500
B 3,180 1,590 2,070 1,050 750
C 4,820 2,110 3,140 1,370 1,000
D 7,290 2,890 4,740 1,880 1,500
E 9,770 3,620 6,350 2,350 1,500
—1/Indexes A through E in this Table refer to those identified in Part 139.49 and AC 150/5210-12.
1/Rounded off from 1834 gallons -- as the other quantities in this Table were rounded off to
the nearest 10 gallons. For practical application, it is suggested that the quantities in
Columns 2 and 4 be adjusted upward to coincide with the conventional capacities of water tanks
which are normally sized in increments of 500 gallons, 1,000 gallons, etc.
SOURCE: FAA Advisory Circular 150/5210-6B.
V
The controlled discharge would entail the construction
of lagoons. The system would occupy approximately 1.5 acres
of land. This is the most desirable system from the standpoint
of operation and maintenance.
Although operation and maintenance costs are a major draw-
back to a chemical system, consideration should be given to
this system due to economy of space. Cost of both systems
would range between $55,000 and $75,000. Further detailed
study is required.
72
6. ENVIRONMENTAL EVALUATION
6.1 Introduction
Environmental factors must be considered carefully in the
development of an airport master plan. An airport is an
obvious stimulus to a community from the standpoints of
economic growth and the services it offers to the public.
The generation of productivity and employment may be negated
by noise, air pollution, and environmental compromises if
compatibility between airport and environs is not achieved.
The Federal government has recognized these facts and now
requires that airport -generated conditions and influences
which may affect life and the development of society, human
behavior, and ecology be studied. The results of this study
would be incorporated into the development of the master plan
as a pre requisite condition to funding.
In line with present FAA guidelines and policy, an evaluation
has been carried out of airport development items which may:
Noticeably affect the ambient noise level for a
significant number of people.
Displace sianificant numbers of people.
Have a significant aesthetic or visual effect.
Divide or disrupt an established community or divide
existing uses (e.g., cut-off residential areas from
recreation or shopping areas) .
Have any effect on areas of unique interest or
scenic beauty.
Destroy or derogate from important recreational areas.
Substantially alter the pattern of behavior for a species.
Interfere with important wildlife breeding, nesting,
or feeding grounds.
Significantly increase air or water pollution.
Adversely affect the water table of an area.
73
This information will be valuable in the future in preparing
environmental impact assessment reports for each development
project when it becomes reality.
The preceding sections of this report have detailed forecasts
of aviation activity and requirements for airport facilities to
service the aviation needs of the community. The result of
this process has been the development of a plan for the future
configuration of the Dubuque Municipal Airport. In the de-
velopment of this plan, the impacts on both the human and natural
surroundings have been considered in an attempt to determine
an airport configuration which both meets the required aeronautical
needs and has a minimum adverse impact on the surrounding
area. Based on the preceding data, a recommended airport
development configuration has been established. This con-
figuration represents a balance between environmental impacts,
development costs, and operational capability. The purpose
of this section is to evaluate more specifically the probable
impact of the proposed airport development concept on the en-
vironment.
6 2 Qualitative Perception of Impact
The perception of impact, both positive and negative, associated
with airport development involves a balancing of many factors.
The most difficult to reconcile is the inequity by which the
benefit and disbenefit of airport generated impacts are dis-
tributed over the airport influence area. It is a question of both
degree and extent; the degree to which the impacts are felt
by different individuals, and the extent of area and numbers of
people impacted.
The primary issue involved here is achieving a balance between
the benefit and disbenefit. The positive aspects of aviation to
some extent, directly or indirectly, affect virtually the entire
community. Because it is primarily indirect, it is not perceived
by many as a significant benefit. On the other hand, the negative
aspects, primarily noise, directly affect people's lives. Even
though the number of people is few in comparison, the aspects
are perceived as major disbenefits.
In the analysis of impacts which follows, it is important
to examine each within the context of a balance between
the benefit and disbenefit which occurs.
74
6.3 Environmental Impacts
Of the development items for Dubuque Municipal Airport
outlined in this report, only two can be expected to have any
significant impact in terms of Federal policy and guidelines,
fee acquisition of approach areas and extensions to runways
18 end and 13 end. Construction of taxiways, apron, parking,
buildings, and the installation of various lighting and NAVAID
systems will also have impacts. However, the impacts associated
with these items will be minimal, both in terms of the degree
of the impact and the extent to which the impact will be felt
beyond the airport property.
The following discussion on the environment impacts associated
with the implementation of the airport development program is
organized in a manner that will facilitate its incorporation into any
environmental review process that may be required.
6.3.1 Air Quality Impact
With the introduction of turbojet aircraft into commercial
service in the late 1950's, the visible exhaust plumes and
increased odors lead to concern with aircraft air
pollution. While turbine powered aircraft create by
far the highest levels of exhaust emissions, piston
powered aircraft also have exhaust emissions.
The potential pollutants of concern are carbon monoxide,
unburned or partially burned hydrocarbons, particulate
matter (principally soot) , nitrogen oxides, and sulphur
dioxide. Carbon monoxide is a colorless, odorless gas
frequently formed during the incomplete combustion of
carbonaceous fuels. Particulate matter is any matter,
whether solid or liquid, which is dispersed in the air
and is within a certain size range (less than 500 microns) .
Hydrocarbons are principally associated with the processing
and use of petroleum products and from aircraft engines
and may consist of products formed during combustion as
well as unburned fuel components. Nitrogen oxides are
formed during all atmospheric combustion processes in a
spontaneous chemical reaction. Sulphur dioxide emissions
in aircraft exhausts are lower than from other types of
combustion equipment due to the relative lack of sulphur
impurities in aircraft fuels.
75
Compound
Particulates (ug/m3)
The air quality analysis at Dubuque has been carried
out using a Box Model technique; the box model makes
certain assumptions including the following: 1) a
mixing layer depth of 1,100 meters, 2) wind speed
of one meter per second, 3) no settling during the
analysis period, and 4) uniform pollutant dispersal
throughout the box area. With these assumptions, it is
obvious that the data developed does not purport to be
a precise prediction of pollutant levels, but rather an
estimate of the worst possible conditions that could occur
during a peak hour.
Use of a box area of 48,600 x 106 cubic meters, emissions
per LTO cycle (Landing -Takeoff Cycle) as indicated
in the Environmental Protection Agency Publication AP-42
"Compilation of Air Pollutant Emission Factors", April 1973,
and forecast activity leads to emission densities as shown
in Table 6-1 for the peak hour.
Table 6-2 shows national ambient air quality standards
adopted by EPA. The low contribution of aircraft
activity to overall quality levels can be seen when
expected emissions are compared to either the primary
or secondary standards.
Since air pollution is not currently a problem in the
airport environs, it is reasonable to assume that the
low concentrations of various pollutants that can be
attributed to aircraft will not significantly affect air
quality in the area.
Table 6-1
AIRCRAFT EMISSIONS - 1975 and 1990
1975 1990
.115 .248
Sulfur Oxides (ug/m3) .125 .256
Carbon Monoxide (mg/m3) .007 .011
Hydrocarbons (ug/m3) .901 1.765
Nitrogen Oxides (ug/m3) .971 1.984
76
Pollutant
Table 6-2
NATIONAL AMBIENT AIR QUALITY STANDARDS
Standard
Particulate matter 75 micrograms per cubic meter,
Primary standard annual geometric mean.
Secondary standard
260 micrograms per cubic meter,
maximum 24-hour concentration not
to be exceeded more than once per year.
60 micrograms per cubic meter,
annual geometric mean, as a guide to be
used in assessing implementation plans
to achieve the 24-hour standard.
150 micrograms per cubic meter, maximum
24-hour concentration not to be exceeded
more than once per year.
Sulfur dioxide 80 micrograms per cubic meter,
Primary standard annual arithmetic mean.
Secondary standard
Carbon monoxide
(Primary and secondary
standards are the same)
Hydrocarbons (non -methane)
Nitrogen dioxide
(Primary and secondary
standards are the same)
365 micrograms per cubic meter, maximum
24-hour concentration not to be exceeded
more than once per year.
1,300 micrograms per cubic meter, maximum
three-hour concentration not to be exceeded
more than once per year.
10 milligrams per cubic meter (9 ppm) ,
maximum 8-hour concentration not to be
exceeded more than once per year.
40 milligrams per cubic meter (35 ppm) ,
maximum one -hour concentration not to be
exceeded more than once per year.
160 micrograms per cubic meter (0.24 ppm) ,
maximum three-hour concentration (6-9 a.m.)
not to be exceeded more than once per year.
For use as a guide in devising implementation
plans to meet the oxidant standards.
100 micrograms per cubic meter (0.05 ppm) ,
annual arithmetic mean.
77
6.3.2 Aircraft Sound Impact
While the presence of aircraft generated sounds is
easily recognized, theft impact on people living and
working in the exposed area is Tess readily determined.
For the purposes of this Master Plan and for the Off -
Airport Land Use Plan currently being completed, the
noise impact of aircraft operations at Dubuque Municipal
Airport was determined by use of two methodologies,
the Aircraft Sound Description System - ASDS and the
Composite Noise Rating - CNR. Both methodologies were
utilized because they each contain unique qualities for
describing the impact of aircraft sound. The CNR
methodology utilizes equal impact contours based on
statistical analysis of individual reaction to measured
aircraft sound levels and as such relate readily to land
use planning. The ASDS methodology on the other hand
is a measurable description of time and area above a
designated sound level and thus is more readily under-
stood by the general public. These and methodologies
and their application to the Dubuque Municipal Airport
are described below.
Aircraft Sound Description System (ASDS) Analysis
The objective of time methodology is to define the
amount of time that an area will be subjected to
aircraft generated sounds in excess of a certain pre -
selected level. The sound level selected by the
FAA for analysis is 85 dB (A) . In order to place the
85 dB (A) level in better perspective as to its relative
meaning, Table 6-3 presents the dB (A) levels for
a number of common sound occurrences.
ASDS contours have been developed for various
aircraft, and three have been selected as representative
of aircraft utilizing Dubuque's airport. These include
the McDonnell Douglas DC9-30, the Lockheed Jet Star
and the Cessna 340. These aircraft represent a typical
turbojet airliner, turbojet executive aircraft, and
multi -engine piston aircraft, respectfully. Single
engine aircraft are not included in the ASDS analysis.
78
Table 6-3
SOUND LEVEL OF COMMON SOUNDS
Sound
dB (A) Level
Rock music with amplifier 120
Thunder -Snowmobile (Operator) 110
Power Mower 100
Noisy Kitchen 90
FAA SELECTED THRESHOLD LEVEL 85
Busy Street 80
Interior of Department Store 70
Average Office 40
Rustle of Leaves 10
Average day aircraft operations, as forecast for 1985
in the Master Plan, were assigned to each of the three
aircraft categories and their associated exposure contours.
Exposure times of 15 seconds per takeoff and 10 seconds
per landing were assumed. Exposure times for impacted
areas can then be aggregated for various runway utilization
situations.
Three ASDS situations are presented here, all utilizing
1985 forecasts of operations. The three situations include
operations to the northwest, operations to the north, and
a yearly average reflecting runway utilization percentages.
Figure 6-1 illustrates ASDS exposure with operations to
the northwest. Although runway use changes with wind
direction, this alignment can be expected to be the most
common. The takeoff exposure area covers some
2,000 acres most of which is zoned for low density
residential use. However, virtually all of this area
is exposed to aircraft noise exceeding the 85 dB(A) threshold
for relatively low periods, Tess than four minutes per day.
A small portion, about 20 acres, is exposed approximately
18 minutes. The landing exposure area contains approximately
400 acres of agricultural land and likewise has low exposure
times.
79
2000
1000 4000 8000
NORTH
DUBUOUE MUNICIPAL AIRPORT 1985 ASDS
85 dBA CONTOURS IMPACT IN SECON.
NORTHWEST
LEGEND:
219
MINUTES PER DAY ABOVE (THRESHOLD)
85 dBA
SECONDS PER DAY ABOVE (THRESHOLD)
85 dBA
ASDS OPERATIONS
TO THE NORTHWEST
(FIGURE 6-1 )
The exposure areas and times can be rotated 180o to
represent the situation when operations are to the southeast.
This situation is the second most predominant in terms of
runway utilization. When this alignment occurs, the exposure
area and times over the noise -sensitive areas to the northwest
are greatly reduced, while impact is increased over the
much Tess sensitive areas to the southeast.
Figure 6-2 represents the exposure situation when operations
are to the north on the crosswind runway. While this occurs
infrequently, the area to the north of the airport is perhaps
the most critical in terms of existing and planned
residential development. As with the primary runway
the exposure times are relatively low, however, the
impacted area is somewhat smaller. These contours can
also be rotated to represent operations to the south with a
similar reduction in exposure times and area occurring over
noise -sensitive uses.
To obtain a more comprehensive view of aircraft noise
impact, average day exposure times were assigned according
to annual runway utilization. The resulting ASDS
exposure areas and times are illustrated in Figure 6-3.
It can be seen that over the course of a year the impact
associated with the north -south runway is substantially
lower than that of the primary runway and the impact
associated with the primary runway is fairly evenly split
between the agricultural area to the southeast and the
developing area to the northwest.
Composite Noise Rating (CNR) Analysis
Since the general public's reaction to aircraft sound is
an annoyance response, the CNR analysis of aircraft
sound attempts to take this response and relate it
to varying levels of aviation activity. By developing a
series of contours of equal impact, an elevation may be
made of land uses which would be compatible with
the expected sound levels. The CNR methodology uses
as primary inputs the types of aircraft operating from a
given airport, the level of activity that is taking place,
the frequency of utilization of a given runway or runway
combination and the time of day the activity takes place.
The contours developed are based upon statistical analysis
correlating individual reactions to measured aircraft sound
80
0 2000
1000 4000 8000
NORTH
DUIUOUE MUNICIPAL AIRPORT 1985 ASDS
85 d8A CONTOURS IMPACT IN MINUTES
OPERATIONS TO NORTH
LEGEND:
219
MINUTES PER DAY ABOVE (THRESHOLD)
85 dBA
SECONDS PER DAY ABOVE (THRESHOLD)
85 dBA
ASDS OPERATIONS
TO THE NORTH
(FIGURE 6-2)
0 2000
1/11
al mom
1000 4000
NORTH
8000
DUBUOUE MUNICPAL AIRPORT 1985
ASOS 85 d8A CONTOURS
IMPACT IN. MINUTES
1985 ASDS AVERAGE
(FIGURE 6-3)
levels. In utilizing sound contours, it should be recognized
that they are merely a technical procedure for combining
the important factors contributing to sound exposure into
a form suitable for use.
As an aid in planning land use and building
construction in the vicinity of airports.
For determining the relative merits of aircraft
operating procedures and runway utilization
in reducing aircraft sound exposure.
As part of a coordinated program of aircraft
sound control and airport and community planning
to limit the total sound exposure to acceptable values.
Contours delineated on map are not categorical
designations of those areas which are either subjected
to or safe from excessive sound levels. Rather, they
are generalized indicators of what may be expected,
and the responses will not vary greatly around the
boundaries of a contour. In other words, it cannot
be expected that a person living on one side of a
contour will have a markedly different reaction than
a person living nearby but on the other side. What can
be expected is that the general aggregate community
response from within a high sound zone, for example,
will be more than the community response from within
a lower sound zone.
Three CNR contours have been identified as being
of importance in terms of community reactions.
These are the 115 CNR contour, the 100 CNR
contour and the 90 CNR contour. A summary of
expected community responses from within these
areas is shown in Table 6-4. The contours as
developed for the expanded Municipal Airport at
1985 activity levels are shown in Figure 6-4.
The 90 CNR contour encompasses some 5,800 acres of which
approximately 1,000 acre are on airport property. The non -
airport land within the contour is fairly evenly split between
agricultural and residential use zoning.
81
Table 6-4
CHART FOR ESTIMATING REPONSE OF
RESIDENTIAL COMMUNITIES FROM COMPOSITE NOISE RATING
Composite Noise Ratings Description of
For Takeoff and Landings Zone Expected Responses
90 to 100 1 Essentially no complaints
would be expected. The noise
may, however, interfere
occasionally with certain
activities of the residents.
100 to 115 2 Individuals may complain,
perhaps vigorously. Concerted
group action is possible.
Locations of places of public
assembly in this, as well as
Zone 1 should be carefully
studied and, if required,
provision made to cope with
expected noise levels.
Greater than 115 3 Individual reactions would
likely include repeated, vigorous
complaints. Concerted group
action might be expected.
The 100 CNR contour encompasses approximately 1,500 acres,
half of which is on airport property. Less than 200 acres in
100 CNR impact area is zoned residential, however, approximately
15 residences and farmsteads and one motel are located in the area.
All but about 48 of the 340 acres contained in the 100 CNR
contour are on airport property. No farmsteads or residences
are included in this area.
Various land uses and their compatibility with the levels of
sound as defined by the CNR methodology are presented in
Table 6-5. The table indicates that schools, hospitals, churches,
theatres, and outdoor amphitheatres should not be located within
Zone 2, 110-115 CNR. Note also that it would generally be
desirable to prevent new residential development within the
Zone 2 area, but existing dwellings may be compatible. This is
particularly possible in our northern climate where homes are
well insulated, and thus shield occupants from outside noise.
Commercial, industrial, and outdoor recreational non -spectator
sports are favored land uses.
82
0 2000
1111111111.111111.1
E M
1000 4000 8000
NORTH
1985 CNR
1
2
3
(FIGURE 6-4)
Table 6-5
LAND USE COMPATIBILITY CHART
FOR AREAS SUBJECTED TO AIRCRAFT NOISE
Noise Sensitivity
Zones
Composite
Noise
Rating
(CNR)
Land Use Compatibility
Residential
Commercial
v
°
c,
o
—
Office, Public
Buildings
Schools, I-iospitaIs,
Churches
Theaters,
Auditoriums
Outdoor
Amphitheaters
Outdoor Recrea-
tions (non -spec-
tator)
co
L
c
—
Take -offs
and
Landings
Less Than
90
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Note
(A)
Note
(A)
Yes
Yes
Yes
Yes
Yes
Yes
Yes
1
90 - 100
Note
(C)
Note
(C)
No
No
No
2
100 - 115
Note
(B)
Note
(C)
Note
(C)
No
No
No
No
3
Greater Than
115
No
Note
(C)
No
No
Note
(C)
'TOTES: (A)
A detailed noise analysis by qualified personnel should be
undertaken for all indoor or outdoor music auditoriums
and all outdoor theaters.
(B) Case history experience indicates that individuals in
private residences may complain, perhaps vigorously.
Concerted group action is possible. New single dwelling
construction should generally be avoided. For high
density dwelling (apartments) construction, Note (C)
will apply.
(C) Avoid construction unless a detailed analysis of noise
reduction requirements is made and needed noise control
features are included in building design.
SOURCE: Development of Aircraft Noise Compatibility Criteria For Varied
Land Uses, FAA Report SRDS 64-148 II, December, 1964.
83
It should also be noted that any increase in noise intensity
associated with runway 13-31 can be attributed primarily to
normal activity growth and not to any of the proposed development
actions.
An off -airport Land Use Study has been prepared in conjunction
with this Master Plan. The purpose of this plan was to prepare
a Land Use Plan and recommend appropriate implementation
methods necessary to insure that land uses in the airport vicinity
will be compatible with airport operation, both in terms of noise
considerations and aircraft safety considerations. The resulting
Land Use Plan utilizes a combination of municipal zoning powers,
and an acquisition program to protect the highly compatible situation
that exists off runway ends 36 and 31, and to minimize the
potential impact off runway ends 18 and 13. This plan is
illustrated in Figure 6-5.
6.3.3. Land Acquisition, Replacement, Relocation
Acquisition of private property by use of Federal
funds is governed by provisions of P.L. 91-646,
"The Uniform Relocation Assistance and Real
Property Acquisition Policies Act of 1970". Compliance
with policies and provisions of P.L. 91-646 is mandatory
if ADAP funds are to be used to acquire private
property and/or to finance future acquisition. Such
acquisition must be completed in compliance with
Section 305 of this law, and the relocation of all
occupants in compliance with Section 210. The FAA,
on its interpretation of P.L. 91-646, is governed by
the regulations contained in DOT Title 49, Part 25,
"Relocation Assistance and Land Acquisitions
Under Federal and Federally Assisted Programs".
These regulations state, in essence, that as part of the
ADAP "Request for Aid", the sponsor must assure
the FAA that 1) it intends to comply with the law,
Sections 210 and 305, and 2) that it has, based on
supporting documentation, the ability to carry out
this intent.
In order to carry out the Airport Development Program,
approximately 228 acres of fee acquisition is recommended.
The majority of this area, approximately 200 acres, is
just off runway end 13 and is for clear zone and noise
84
LEGEND
•
F -1 AGRICULTURAL COMMERCIAL
RESIDENTIAL. W-dEURi INDUSTRIAL
RESIDENTIAL CZPAIIII0 FEE AQUISITION
EASEMENT AQUiSITION
RECOMMENDED
LAND USE PLAN
(FIGURE 6-5)
-447-
compatibility. This area is primarily agricultural and
includes one farmstead. The remainder of the proposed
acquisition off the end of runway 31 entails
approximately 28 acres and is also for clear zone and noise
compatibility. It is also in agricultural use.
In addition to the fee acquisition, easements will be
obtained as necessary for dear zone control for runway
ends 13 and 36. The easements will insure obstruction
control in those areas where fee acquisition is not
possible or necessary.
6.3.4 Compatibility with Land Use and Community Planning
The previous description of aircraft sound impact
made reference to the Off -Airport Land Use Study
being conducted in conjunction with this Master Plan.
The purpose of the study and local efforts to implement
its recommendations are to insure a compatible
relationship between the airport and adjacent uses.
This action is a primary environmental concern
regarding the proposed airport development.
Another primary concern is the possibility that
airport development may divide or disrupt an
established community; disrupt orderly, planned
development; or is not reasonably consistent with
plans or goals that have been adopted by the community.
It is not anticipated that the proposed development will
result in any of these.
6.3.5 impact Historical and Archaeological Sites
There are no known historically or archaeologically
significant sites that will be affected by the proposed
development.
The nearest site is a State Roadside Historical Marker
located approximately three miles west of the airport
on U.S. 151. It is well outside the aircraft noise
contours and will not be impacted by airport activity.
The possibility remains, however, that archaeological
or historic resources could be discovered during
construction activities. In such an event, construction
will be halted to permit a determination by a professional
archaeologist as to the significance of the find.
85
6.3.6 Impact on Important Recreational Areas or Areas
of Unique National Interest
The nearest major recreational or natural area to the
airport is the Swiss Valley County Park, it is located
1i miles northwest of the airport on the approach and
departure track to runway 13-31. Park activities include
picnicking, camping, hiking and fishing.
The park is situated on the periphery of the 90 CNR
noise contour. The ASDS analysis indicates that
portions of the park would be impacted by aircraft
noise in excess of the 85 dB (A) threshold no more than
two or three minutes per day when operations are
to the northwest. A smaller area of the park would
also be impacted for one or two minutes per day when
operations are to the southeast.
The degree of noise impact is not considered excessive
and is well within reasonable limits for the types
of activities at the park. Furthermore, the noise will
be generated by aircraft types which currently operate
on runway 13-31 and thus the proposed development
items will not result in significant increases in noise
impact on the park.
6.3.7 Impact on Agricultural Land
Federal policy requires a determination be made
that the benefits of a specific development clearly
override the importance of preservation of prime and
unique farmland. In this regard, a determination of the
disposition of any prime or unique farmland should
be made and the significance of its removal from
production be weighed against the anticipated benefits
of the proposed development.
Since the land area involved in the proposed acquisition
program is relatively small and the benefits to the
community are clearly established, it can be assumed
that the significance of any such land in the acquisition
areas is relatively minor.
86
6.3. 8 Ecological Impacts
Ecological impact refers to any changes that may be made
in the life cycles of living species of plants and animals.
Ecological impacts are often both direct or indirect results
of more generalized environmental impacts. These impacts
may result from several factors such as the modification
or destructions of habitat or the artificial development
or barriers to necessary processes such as water flow
or wildlife movement.
Virtually all of the land to be used for the proposed
development items has been in agricultural or airport
use for some time. There will be no loss of indigenous
plant life. Furthermore, the crops and the grasses
in existence do not constitute habitat for any species
other than common non -game birds and small mammals
such as ground squirrels and rabbits.
There are no open or seasonal wetlands in the airport
vicinity which will be affected by the construction or
operation of the proposed facilities. The impact
will be minor and limited to plant and animal
species quite common in the area. The proposed
development will not interfere with important wildlife
breeding, nesting, or feeding grounds. Thus, the
limited ecological impact of the proposed development
cannot be viewed as significant.
6.3.9 Impact on Drainage and Water Quality
Impacts on drainage and water quality involve four
considerations. These include: 1) chemical contaminants,
2) waste water, 3) run off characteristics during normal
operation of the airport, and 4) run off during construction.
In accordance with requirements that effluents be
"essentially free of visible floating oils", apron fuel
spills or oil from other sources will be prevented from
entering the drainage system. Any oil or gasoline drippings
or small spillage can be quickly mopped up and larger
spillages of oil, gasoline, or other detrimental liquids
would be covered with dry sand to blot up the spillage.
The sand would be removed to a landfill site.
87
The existing waste -handling system is inadequate at
present. Measures should be taken to provide the
airport with a system which can adequately handle the
present load and the increase that will occur with
increasing activity at the airport.
Soils and slopes characteristics are such that runoff
and recharge present no problems.
Because of the rapid runoff characteristics and the
proximity to Granger and Lytle Creeks, the potential
exists for silting and contamination of the surface water
system during construction of runway and taxiway
improvements. The impact of construction, however,
will not cause any special environmental problems which
cannot be dealt with as part of design or management
or construction. At the time of construction, specifications
will include all applicable measures to comply with Federal,
State, and local water pollution regulations.
6.3.10 Economic Impact
An airport makes a definite contribution to the economic
well-being of the area it serves. Although it is not
possible to attribute economic growth factors unambiguously
to the existence of an airport, data for areas throughout
the United States indicate that a significant relationship
exists between economic growth and the provision of air
transportation services. A recent study has indicated
the following points:
In small communities, one or two trips per day
of larger corporate aircraft may mean more in
indirect economic impact than a larger number of
operations of smaller aircraft, depending upon trip
purpose.
An airport is necessary, but not solely sufficient,
for attracting many industries into a community.
Other essential economic factors are an adequate
labor force, utilities, a favorable tax structure
and the availability of other transportation modes.
88
At the present time, a considerable level of activity
at Dubuque Municipal Airport is business related.
This activity includes both locally based aircraft
as well as transient activity. Several local corporations
base aircraft at the airport. In addition, regular
use of the airport is made by several companies
who visit local firms. The importance of good air carrier
service to the community is also essential to the local
economy.
The proposed development will improve the safety
of aircraft operations at Dubuque for general aviation
aircraft and air carrier activity. The improved
capability of the airport would reasonably be expected
to help attract additional commercial and industrial
enterprises into the area. Thus, the costs of airport
development would be offset by associated direct and
indirect economic development.
An additional positive local impact during the
construction period would be the introduction of
thousands of dollars in salaries to the local economy.
The increase of money in circulation will provide
indirect economic benefits to many persons and
businesses in the area.
6.4 Summary
In review of the above impacts it becomes necessary to arrive
at some determination of the relative balance between the
benefit and disbenefit associated with the proposed development.
On the negative side, the major disbenefits include the following:
Acquisition of acres in fee title including one farmstead.
Negative impacts include removal of farmland from
production, removal of this land from the local tax base
and any necessary relocation of residences involved.
Additional noise impact from higher performance aircraft
using runway 18-36.
In mitigation of these adverse impacts the following should
be noted: 1) public laws provide for the protection and
compensation of land owners and residents relocated or
displaced by federal action. 2) The Toss of farm productivity
89
and tax revenues will be easily off -set by additional fees,
revenues and economic growth precipitated by the development.
3) The noise impact attributable to the extension to the extension
of runway 18-36 will not be great and the additional intensity
of noise associated with runway 13-31 would be attributed
primarily to normal activity growth and not to any great extent
on any development item. 4) The impact of aircraft noise will
be further reduced by local efforts to implement the off -airport
land use plan developed in conjunction with this Master Plan.
On the positive side, the major benefits that have been identified
regarding the proposed aircraft development program include
the following:
Improved safety and efficiency of aircraft operation
at the airport, benefiting both airport users and
residents in the airport vicinity.
Direct and indirect economic growth attributable
to the construction and operation of the improved
airport facilities, benefiting to some degree all the
residents in the area influenced by the airport.
In summary, it can be reasonably assumed that the benefit
to the entire community will by far outweigh the relatively
small adverse impacts which are anticipated.
90
7. AIRPORT LAYOUT PLANS
The airport layout plans present a graphic depiction of the development
program forecast for the airport. Section five stated the requirements
for facilities, and the layout plans depict how these stated requirements
can logically be accomplished. A substantial program is envisioned
to improve the capability of the airport to handle larger aircraft in
increased numbers over the twenty year period. As indicated earlier
under the section on demand forecasts, this growth reflects the expected
growth of Dubuque and the surrounding region. The plans also depict
requirements for limitations on use of land near the airport in order
to assure efficient long-term use of the airport. There are 13 sheets
of plans covering the following:
Sheet 1 - Title sheet with vicinity map and wind rose information.
Sheet 2 - Airport layout plan.
2A- Short-term development phase.
2B- Intermediate -term development phase.
2C- Long-term development phase.
Sheet 3 -
Sheet 4+ -
Sheet 5 -
Sheet 6 -
Sheet 7 -
Sheet 8 -
Sheet 9 -
Sheet 10 -
Terminal area plan.
Imaginary surfaces plan.
Runway 13 approach plan and profile.
Runway 31 approach plan and profile.
Runway 18 approach plan and profile.
Runway 36 approach plan and profile.
Property map.
On -Airport Land Use Plan
7.1 Title Sheet and Location Map - Sheet 1
The title sheet and location map serve as a general introduction
to the complete plan package and provide an index of plan
sheets as well as general information regarding the surrounding
area.
91
The Iowa Key Map provides an indication of the location of Dubuque
in northeast Iowa. Dubuque is located near the center of the
tri-state region formed by the States of Iowa, Illinois and Wisconsin.
The location map illustrates Dubuque's relationship to other cities
and geographic features in the northeast Iowa region. The map
illustrates airports and highways along with pertinent topographical
features of the region.
The nearest major airports are Cedar Rapids and Quad Cities,
both more than 50 miles from Dubuque. Several smaller
private and municipal airports are found nearer to Dubuque.
Dubuque Municipal Airport is located south of Dubuque on U.S.
Highway 61. Other highways serving Dubuque include U.S.
Highways 151, 63 and 20.
Two wind roses are also presented on this sheet, one indicating
the situation for all-weather conditions and the other showing
data for IFR conditions only. The weather analysis is based on
data obtained from the Dubuque weather station, at the airport.
From this analysis a data table is provided, indicating both
12 MPH and 15 MPH coverage for the primary runway and for
the total runway configuration under both all-weather and IFR
conditions.
7.2 Airport Layout Plan - Sheet 2
This layout plan illustrates the overall development program
for the airport through the planning period (1978-2000) . The
important elements of land acquisition, runway/taxiway
development, navigational aids, and lighting are illustrated or
listed on the plan. Existing and ultimate runway data and airport
data tables are also found on this plan. Sheets 2A, 2B and 2C
indicate development which will occur in the short, intermediate
and long term development periods.
Primary Runway and Taxiway Layout
The existing and ultimate airport runway configuration is
the most noticable element of the layout plan. The existing
runway configuration is retained and expanded by extensions of the
primary runway and development of a full parallel taxiway east
of the primary.
92
The primary runway 13-31 will ultimately be extended 1,000 feet
to the northwest with a maintained width of 150 feet. The ultimate
length of the runway will reach 7,500 feet. The parallel taxiway
will be 50 feet wide and extend the entire length of the runway.
The new taxiway will be separated from the runway by 400 feet
centerline to centerline. The existing parallel taxiway segment
to runway 13-31, however, has a 700 foot centerline separation
and will be incorporated into apron expansion.
The standard Extended Runway Safety Areas (ERSA) are shown
on both ends of runway 13-31. It should be noted, however, that
the likelihood of an ERSA being attained on the northwest end
of the runway is probably limited by the need for extensive fill
required over the ravine bordering the north property of the airport.
Crosswind Runway and Taxiway Layout
The crosswind runway 18-36 will ultimately be extended 900 feet
to the north. The ultimate length of the runway will be 5,800 feet
with the maintained existing width of 150 feet. The runway has
been lengthened on the north end due to topography constraints
to the south. A new parallel taxiway will be located 400 feet
centerline to centerline east of runway 18-36. The taxiway
will be 50' wide and extend from the south end (36) to
approximately midway length of 18-36, turn east, and connect
with the apron area. A mid -point turn-off is provided for runway
18-36 by the new taxiway. The standard Extended Runway Safety
Areas (ERSA) are indicated on both ends of runway 18-36.
Problems will be encountered in accommodating the ERSA on
both ends due to abrupt changes in topography.
Utility Runway/Taxiway
The existing taxiway extending from existing runway end 36 to
the apron will be widened from 50' to ultimate width of 75 feet.
The additional 25' width will allow for this existing taxiway
to be utilized as a utility runway. The ultimate length of the
utility runway will be 3,200 feet. Ultimate clear zones are indicated
at both ends of the utility runway. The building configuration
of the terminal area and apron have been designed to accommodate
ultimate clear zones on the east end (22) of the utility runway.
There are no obstructions on the west (04) end.
93
Navigational Aids and Lighting
Existing and ultimate navigational aids and runway lighting
are indicated on the runway data table. The major navigational
aids shown on the plan include the existing medium intensity
approach lighting system with runway alignment indicator lights
(MALSR) on runway end 31 and the existing MALS on end 13.
Visual approach slope indicator (VAST) units will be provided at
each runway end to runway 18-36. Runway ends 13 and 31 have
existing VASI installations. There is a high intensity lighting
system (HIRLS) on runway 13-31 and a medium intensity runway
lighting system (MIRLS) on runway 18-36. The runway
lighting systems will not change, except that runway 4-22
will be developed with MIRLS.
7.3 Terminal Area Plan - Sheet 3
The terminal area plan illustrates the existing and future
development of the terminal area. Several major changes and
additions are provided by the plan.
The existing air carrier terminal seems adequate in size to
accommodate commercial air traffic at Dubuque through
the short-term. Short-term expansion of the existing terminal
building should provide for a security holding area. Future
expansion of the terminal building in the long-term period
will occur to the southeast into the area now occupied by the old
terminal building. The terminal building will approximately
double in size by the end of the long-term planning period.
The major change to the terminal area would be the future
expansion of the general aviation facilities into the area
southeast of the air carrier terminal. The southeast area
provides space for additional T hangar expansion as well as
conventional/corporate hangars as demand occurs.
The existing G.A. area does provide space for additional
short term growth in G.A. and F.B.O. activities. Presently,
there are three substandard buildings in the existing G.A.
area which should be removed. These consist of two T hangar
buildings (1948 vintage) and a maintenance hangar occupied
by an F.13.0. These buildings presently impede dear view
of the apron from the control tower, and their removal would
allow for G.A. apron expansion.
94
Future parking lot expansion to accommodate both G.A. and
air carrier traffic has been indicated on the terminal area
plan. Expansion of the northeast G.A. area will require the
realignment of the airport access road. Although not re-
quired by future expansion, it is proposed that the airport
access road to the southeast be relocated to intersect U.S.
Highway 61 south of its existing intersection to alleviate
visibility problems inherent in the existing access off Highway
61 to the airport.
The existing terminal apron area is adequate to handle present
air carrier and air taxi demand. The long term planning
period will require an additional four position for commercial,
commuter and air taxi demand. A substantial expansion of the
apron to the southeast of the existing apron will accommodate
these required positions plus additional tie down area for G.A.
aircraft.
The future fuel flowage is estimated to approximately triple
for avgas and to approximately quadruple for jet fuel by 1990-
2000. The existing fuel storage system will not be capable
of meeting this estimated flowage. A future fuel farm is in-
dicated north of the access road to accommodate additional
storage remote from other terminal area structures. Aircraft
will be serviced by fueling trucks.
The building area plan also indicates expansion of the existing
hangar area. Development of several additional T hangar
structures is represented and space is available for development
of conventional/corporate hangar facilities as demand occurs.
Access taxiways and a new access road will be developed
as shown to the expanded hangar area.
7.4 Imaginary Surfaces Plan - Sheet 4
This plan shows the development of airport imaginary surfaces
in conformance with FAA and !DOT requirements. These sur-
faces indicate the maximum height permitted by an object be-
fore it becomes an obstruction to air navigation. By not
permitting violations of these surfaces, aircraft operational
safety is greatly enhanced.
In addition to the approach surfaces, the plan defines a cir-
cling area of which the outer limits are within approximately
three miles of the primary or crosswind runway. This area
is defined by the horizontal and conical surfaces. The hori-
zontal surface lies approximately 150 feet above the airport
95
1
at an elevation of 1.226 feet m.s.l. and covers an area of
several square miles. The outer edge of the horizontal sur-
face forms the inner edge of the conical surface, which
extends outward an additional 4,000 feet at a 20:1 slope.
The imaginary surfaces plan sheet shows a number of trees,
poles, farm buildings, etc. in the airport vicinity. Only a
few of these structures violate the imaginary surfaces, however.
These occur primarily in approach surfaces and will be
discussed later as they occur in the individual approach zones.
7.5 Runway 13 Approach Plan & Profile - Sheet 5
This drawing indicates the approach to runway 13 in its existing
and ultimate design. The plan also identifies elements such
as runway/taxiway extensions, approach areas and clear zones,
as well as significant structures and natural features in the
approach area. The profile indicates existing and ultimate
approach slopes and shows approach clearance over the ground
line and other surface features. It can be seen from the profile
that several trees and farm buildings penetrate the clear zone
area at the runway end.
It is recommended that a major portion of the property within
the clear zone be acquired by purchase. Property to be
acquired is indicated on this sheet. The grouping of farm
buildings in the clear zone is within the recommended acquisition
area, and are proposed for removal. Other obstructions would be
lighted. Relocation of a portion of the county road is indicated
on this sheet.
7.6 Runway 31 Approach & Profile - Sheet 6
This drawing indicates the approach to runway 31 in its existing
and ultimate design. The 31 end of this runway is not pro-
grammed for ultimate extension due to the proximity of U.S.
Highway 61. The taxiway, will remain 50 feet ultimate width,
but will incorporate a holding apron at the 31 end of the runway.
Runway 31 has an existing precision instrument approach
slope of 50: 1. There are numerous penetrations of the imaginary
surface. Of prime concern is the penetration of the ground
plane with the approach surface which occurs approximately
5,100 feet from the end of runway 31. This obstruction is
indicated partially on the approach plan and more fully on
Sheet 4 (Imaginary Surfaces Plan) .
96
There is a grouping of farm buildings approximately 4,200 feet
from the runway end on the centerline of the approach.
The airport has an easement of 11 acres in the building area
which allows for tree topping when necessary providing a clear
34:1 approach. The airport maintains two obstruction lights
on poles, one near the trees and one in the farm building area.
Although an approach slope of 50: 1 is desirable for precision
instrument approach, the intersection of this surface with the
ground precludes its use for functional operation. For op-
erational purposes the airport maintains and uses a clear approach
of 34:1 with half -mile visibility. It is recommended that the
obstructions closer in to the runway 31 end from 4,600 feet
be removed to accommodate the 50:1 approach. Until such
time that it is feasible to remove the farm building cluster,
the operational approach of 34: 1 should be continued since
it has caused no previous problems and is an existing condition.
It is also recommended based on, FAA Order 5310.2 that pro-
visions for relocating the threshold for runway 31 be waived.
7.7 Runway 18 Approach Plan & Profile - Sheet 7
This plan sheet illustrates the approaches to runway 18 in its
existing and ultimate design. The plan identifies elements such
as runway/taxiway extensions, approach areas and clear zones,
and significant structures and natural features in the approach
area. The profiles indicate existing and ultimate approach slopes
and show approach clearances over the ground line and other
surface features.
There are no obstructions penetrating the approach surface to
runway 18. The proposed approach slope remains 20: 1 as in-
strument approaches from the north compound noise impact over
the city.
7.8 Runway 36 Approach Plan & Profile - Sheet 8
This plan sheet illustrates the approaches to runway 36 in its
existing and ultimate design. The plan identifies elements such
as the approach area clear zone, and significant structures and
natural features in the approach area. The profile indicates
the existing and ultimate approach slope and shows approach
clearances over the ground line and other surface features. It
can be seen from the profile that there are no penetrations
of the clear zone area.
The existing 34:1 approach slope will remain as will the threshold
location.
97
1
7.9 Property Maa - Sheet 9
This sheet indicates the existing city -owned property for air-
port use in 1977. Also indicated are the owners of property
adjacent to the airport boundary. Details of property ownership
of the various airport land tracts are presented in table form
with the property map. This plan will require updating as
future land acquisition is implemented.
7 10 On -Airport Land Use Plan - Sheet 10
This plan indicates different land uses on site which are com-
patible with operation and development of Dubuque Municipal
Airport. Also indicated are airport property lines and the
existing and ultimate configuration of the airport.
The land use surrounding the airport is primarily agricultural
in nature, however, some residential development is encroaching
to the north of the airport. Detailed discussion of off -airport
land use is provided in Chapter 6 of this report, and in the
supplementary report of off -airport land use, which has been
prepared as a guideline for the preparation of an Airport
Zoning Ordinance.
98
DUBUQUE AIRPORT LAYOUT PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE, IOWA
INSTRUMENT FLIGHT RULES WIND ROSE
ALL WEATHERS �- ` - ��'V IND ROSE
DUBUQUE MUNICIPAL AIRPORT 36 WIND COVERAGE IN PERCENT
ALL WEATHER IFR WEATHF.R1
(0/0-1000T3)
RUNWAY 12 MPH 15 MPH 12 MPH 15 MPH Source: U.S. Weather Bureau,
13 26.63 3 - lire- 37.99
31 33.31 38.40 27.73 34.42
Calm 11.42 11.42 13.31 13.31
13/31 71.36 84.05 71.11 85.72 1. 11.20% of All -Weather
18 38.14 43.37 32.38 37.63
36 29.69 34.07 35.85 49.55
Calm 11.42 11.42 13.31 13.31
18/36 79.25 88.86 81.54 91.49
13/31-18/36 (combined) Re.54 45.03 84.06 95.94
4
12
Calm
4/22
13/31 + 18/36 + 4/22 97.89
25.32 29.92
37.99 46.09
11.42 11.42
74.73 87.43
49.20
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
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!tS�n���tL',4J�P.!A�.. `�kji.'lj�El Tuf��y �7i�
7713:::::::::
��11 �� �nn�rj+, �j,..1A OUOKETA at (��,i-#`o pia ,lV� 4 q��p ilist
v �- eJ ^ 1 7 jam' o 7111\ nr�! .I,- , 1 F`rAP,,-,■,� 1 ` .;Af g-ils tkrf4� � i� R.I.
LOCATION MAP
ono DATA
ROADS
Hard sort., heavy duty
medium duty a :.
wideh. u;te mute mane, ...eOUnimproml dirt
Imp°. light
siNn
„e pwe •_•••P a•• School: che,rn: ane,_ t a .
Leean�
BOUNDARIES wa,a saes elem.
legit .e
RDnNDNnrs hee,e K ,P.
International State 0003.4.00.10.soecone... rr«n«e.emo
Count; R� waplanea chore t Intermittent dry stream
R. DIXON SPEAS ASSOCIATES
. Hof. R.Y.;iaf
•
6301 34TH AVE. SO. MINNEAPOLIS. MN. 55450
Iowa Crtv Iowa 52240
INDEX
SHEET
2
2A
2B
2C
3
4
5
7
8
10
OF SHEETS
TITLE
Title Sheet, Location Maps, and Wind Rose
Airport Layout
Airport Development - Short Range
Airport Development - Intermediate Range
Airport Development - Long Range
Terminal Area Plan
Imaginary Surfaces Plan
Runway 13 Approach Plan - Profile
Runway 31 Approach Plan - Profile
Runway 18 Approach Plan - Profile
Runway 36 Approach Plan - Profile
Property Map
On -Airport Land Use Plan
DUBUQUE AIRPORT COMMISSION
APPROVALS:
COMMISSION
MMISSION�E�R+{
COpMMISSIO�I(FNER
lO-Z62-7V
DATE
G-2lo-7O
DATE
DATE
TITLE SHEET, LOCATION MAPS, &
WIND ROSE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE HLM l7078
SHEET
i
ICE -METE RK.-
\ *T A E EAF
s 50:1 SLOPE
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
,(STING CLEAR ZONE
00' x 1000 x 700'
:1 SLOPE -'
ULTIMATE CLER/ZONE`-"""�.�
06'x-17.00 k.,X i 50\
SLOPE \..J \.._"r'_
R. DIXON SPEAS ASSOCIATES
• `7wo (11.," Ib //.nJi/gP/dJ
•
6301 34TH AVE. SO. MINNEAPOLIS. MN. 55450
FUTURE FUEL. FARM.
NOTE:
REF. TERMINAL AREA ‘1,
FOR LAYOUT OF -THIS,
\250 'x TE 1000' x \
\250''x 1000' x 450
NATIONAL GUARD
It)ARM1Y
AIRPORT DATA
Existing Ultimate
Airport elevation 1076 Same
Airport reference point (ARP)
Coordinates 42 24' 10.63" N
90° 42' 32.54" W
Airport and terminal nay. aids VORTAC
NDB-IL5
Normal max. temp of hottest
month 83.7° F. Same
42° 24' 11.42"
90° 42' 33.61"
Same
RUNWAY DATA
Effective runway gradient (%)
Pavement strength
Pavement type
Runway lighting
Marking
Navigational aids
Approach Iighting
Runway 13-31
xistin Ultimate
0.261 0.226
123,0000D Same
Asphalt over
Concrete
HIRLS Same
PIR Same
lat)-ILS
VASI
Runway 18-36
Existing Ultimate
0.796 0.672
85,0008D Same
Concrete
MIRLS
Basic
VORTAC
MIRLS
NPI
(UTILITY)
RUNWAY 04-22
EXISTING
1.0
85.0.0040
CONCRETE
MITLS
NONE
NONE
Same REILS (36) VASI (18/36) NONE
Runway Safety Area Dimensions (500 x 6900)(500 x 7900)(500 x 5300) (500 x 6200) NONE
V/TIMATE
SAME
SAME
CONCRETE
MIRLS
BASIC
NONE
VASI (04/221
(500 x 3600)
LEGEND
1 Existing T hangars - 32 units
2 Beacon
3 Single plane hangar - 3 hangars
4 Existing hangar
5 Fixed base operator no. 1
6 Service building 6 CFR
7 Terminal building
8 Fixed base operator no. 1
9 Corporation hangar
10 Control tower
11 Farm House
12 Maintenance Garage
13 Fixed Base Operator No. 2
14 Fuel Farm FBO No. 2
15 NDB
Property Line
Section Line
R.O.W. Line
Existing Buildings
Existing Ultimate
IN
Contour Line iZ BoO�—
Ultimate Expansion — — —
Bldg. Restr. Line — BRL----
Threshold Lights 0 0 0 • • •
Ext. Rwy. Safety Areas--EiBA--
Wind Indicator
Easement
VASI 4
VASI 2
x vo x xx x xxX
8
0 0
EXISTING & UtTIE
4CLE,Jt` R ZONE \
1000' x 3,S x I750'
50:PE
Hansen Lind Meyer, PC.
Iowa City. Iowa 52240
l
BU)LDINCxS
N
1• = 500'
010025° 500
AIRPORT LAYOUT PLAN
DRAWN BY: CHECKED BY: DATE:
D. RICKOK JOHN WALLACE
000
2000
MAGNETIC
DECLINATION
2° 42'
PER U.S.G.S.
DENVER OFFICE 1977
SCALE: PROJECT NO.
1"- 500' HLM a7678
PROPERTY AQUISITION
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
IGHWAY #1
•
EASEMENT
R. DIXON SPEAS ASSOCIATES
•
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
•
•
NEW FUEL FARM
GA AUTO PARKING
♦
GA APRON
EXTENSION ♦
%/`�
NATIONAL GUARD
ARMORY
LEGEND
I
L
L11-
PROPERTY AQUISITION
Hansen Lind Meyer, P.C.
Iowa City, lowa 52240
O
NEW PAVEMENT
EASEMENT
PROPERTY ACQUISITION
N
1" = 500'
MINIEM
MI M. 11==i1MEMNI.1111.1
0100250 500 1000 2000
MAGNETIC
DECLINATION'
2° 42'
PER U.S. C.S.
DENVER OFFICE 1977
AIRPORT DEVELOPMENT -
SHORT RANGE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. PIICKOK JOHN WALLACE
1"- 500' HLM 67678
/ /
•
N
N
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
■
■
R. DIXON SPEAS ASSOCIATES
4/o.,em,( „.Ite Ir.J
J
EXTENSION TO
RUNWAY 18
SERVICE ROAD RELOC
GA AUTO PARKING
PARALLEL AND
CONNECTING
TAXIWAY TO
RUNWAY 18-36
1
1
1
1
1
1
1
1
•
6301 34TH AVE. SO. MINNEAPOLIS. Mtt 55450
T 88 N R 2 E
OF 5 A.M.
ED
NATIONAL GUARD
NEW
ACCESS ROAD
HOLDING
— APRON
m
LEGEND
Hansen Lind Meyer, P.C.
Iowa Crty, Iowa 52240
NEW PAVEMENT
EASEMENT
N
I
= 500'
0100250 500 1000
N
2000
MAGNETIC
DECLINATION'.
2° 42'
PER U.S.G.S.
DENVER OFFICE 1977
AIRPORT DEVELOPMENT -
INTERMEDIATE RANGE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. RIOKOK JOHN WALLACE 1"- 500' HLM 67678
NN
EASEMENT N
\ \
\\ \\\
\\\\ \
\ i I
\ \ I
\ 1
RELOCATED
COUNTY ROAD
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
1
•
aXTENSION OF II
IWAY 13 -
WEST BOUND
EAST BOUND Lig OF U.S.
1
R. DIXON SPEAS ASSOCIATES
•
8301 34TH AVE. SO. MINNEAPOLIS. MN. 55450
• •
0
T 88 N R 2 E
OF 5 A.M.
TERMINAL EXPANSION`
GA AUWARKING
NATIONAL GUARD
ARMORY
•
Hansen Lind Meyer, P.C.
Iowa C4v. Iowa 52240
LEGEND
9p
0
O
NEW PAVEMENT
EASEMENT
N
1" = 500'
NO ME!
010 025 0
1000
AIRPORT DEVELOPMENT -
LONG RANGE
2000
MAGNETIC
DECLINATION
2° 42'
PER U.S.C.S.
DENVER OFFICE 1977
DRAWN BY: CHECKED By: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE
1"- 500' HLM *7678
(
r__
LEGEND
1
FUTURE BUILDINGS
EXISTING BUILDINGS
FENCING
EXISTING PAVEMENT
ULTIMATE PAVEMENT
BUILDINGS TO BE REMOVED
MAGNETIC DECLINATION= 2° 42'
PER U.S.G.S. DENVER OFFICE 1977
NJ
( ULTIMATE)
I � `
IDENTIFICATION TABLE TERMINAL AREA EXPANSION
1
2
3
4
5
6
7
8
9
AUTO PARKING
FUEL STORAGE AREA
OLD TERMINAL FBO #1
CONVENTIONAL HANGARS
T-HANGERS
CFR BUILDING
MAINTENANCE GARAGE
FARM HOUSE
TOWER
TERMINAL
VORTAC
FBO #2
QA. APRON
%ijr��o r
FUTURS
�0 1
r
`- f t)._--
ULTIMATE 50' .�. WIDE
I a jt
11
I I CD
l /
NORTH WEST -SOUTHEAST RUNWAY
i
AIR CARRIER APRON
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
/ \
\
R. DIXON SPEAS ASSOCIATES
• nHJ, ",5
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
30 --
I
LI-
17
1 1
I
i
1
OLD TERMINAL TO
ULTIMATELY BE REMOVED
EXISTING TERMINAL
SHORT RANGE EXPANSION _L 1
TAXIWAY
Hansen Lind Meyer, P.C.
Iowa City, Iowa 52240
INTERMEDIATE
RANGE
EXPANSION
•
LONG
RANGE
EXPANSION
;ram
TAXIWAY
TERMINAL AREA PLAN
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE 1"-200' HLM 67878
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
R. DIXON SPEAS ASSOCIATES
•
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
54 Tit,,APPROAC14 ' FACE SSONTINI
FOR A D1STI E Qf ,1s000'
Hansen Lind Meyer, P.C.
Iowa City. bwa 52240
SCALE: 1"-2000'
NI OM
0 1000'
500 2000'
4000'
6000'
MAGNETIC DECLINATION = 2°42'
PER U.S.O.S. DENVER OFFICE 1977
OBSTRUCTION TABLE
Obstruction
Type
Down Ramp
Disposition
Distance
1
Farm Building
2400'
Removal
2
Silo -Farm Bldg
4260'
LIGHT
3
Obst. Ltd. Pole
4,500'
REMAINS
4
Silo
4,450'
LIGHT
5
Tree
5,590'
TOPPING
6
Tree
5,920'
TOPPING
7
Tree
6,260'
TOPPING
8
Pole
4,800'
LIGHT
9
Pole
5,000'
LIGHT
10
Pole
5,190'
LIGHT
11
Pole
4,300'
LIGNT
12
Pole
3,640'
REMOVAL
13
Pole
3,100'
REMOVAL
14
Post
1,040'
REMOVAL
15
Tree
1,750'
REMOVAL
16
Fence Post
2,130'
REMOVAL
17
Fence Post
2,310'
REMOVAL
18
Road
1,150'
REMAINS
19
Road
1,560'
REMAINS
20
Bush
400'
REMOVAL
21
Tree
2,800'
REMOVAL
22
Motel
2,640'
LIGHT
23
Tree
340'
REMOVAL
f1ONS IN THE AREA.
OBSTRUCTIONS TAKEN FROM NATIONAL
OCEAN SURVEY O.C. 923 FOR DUBUQUE
MUNICIPAL AIRPORT. DUBUQUE, IOWA
FIELD SURVEYS-SEPTEMBER 1976
IMAGINARY SURFACES PLAN
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE 1"-2000' HLM 87678
•
.......................
5600 5400 5200
.. .. .:. ... PEE (STING: .. ... ::m.. .... ..
5000 4800 4600 4400
MAGNETIC DECLINATION= 2°42
PER U.S.G.S. DENVER OFFICE 1977
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
LEGEND
1.684
0
4.
1C175
4200 4000 3800 3600 3400
• OBJECTS BELOW FAR 77 SURFACES
A OBJECTS PENETRATING FAR 77 SURFACES
3200
0 50 100 200 400
0 50 100 200
3000
•ULTIMATE : .:.::
......F.ARM:BUILDINGS
..:..'..'..'...'.ULTIMATELY TO
--BE.':E'EM:WED
2800
HORIZONTAL SCALE: 1"-200'
VERTICAL SCALE: 1"-100'
R. DIXON SPEAS ASSOCIATES
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
2600
2400
2200
•ry :
.L:S:tOCALIiE(t. ....::: :....
A111T.ENNA::RELO:CATED:
2000
1800
1600
1400
................ IILTIYA.T.E::15 O':::RUNWAY.:EXTENSION
ULTIMATE ..................................
E ND::O P..............
............................................
END OF
RUNWAY ...:
IOTA
ILS:: LACA LIZER:: ANTENNA
1375
1325
................
1275
1225..
1175
1125
1075
1025
975
•1.7O0y...CLEAR-ZONE-E=.XIST#NG
1200
1 ULT1MEATE MB
LCCALI.CEN ANTE74�,.
1000
Hansen Lind Meyer, P.C.
Iowa City, Iowa 52240
800
600
400
200
0
925..
OBSTRUCTIONS TAKEN FROM NATIONAL
OCEAN SURVEY O.C. 923 FOR DUBUQUE
MUNICIPAL AIRPORT. DUBUQUE, IOWA
FIELD SURVEYS-SEPTEMBER 1976
REFER TO SHEET 4 FOR OBSTRUCTION TABLE
________
RUNWAY 13 APPROACH
PLAN & PROFILE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE
1'-200' HLM 07678
•
•
0
:::.:2:OD'
APPROACH LIGHTS
25:00::::C:LE:AR;::ZO NEE:XIS.T•:ING
•
•
.:...................:.............
FAfiM' 9UItDINGB
• .....1REMO VEY:-......
::::::::::::0E3S:T:RtfC.T.IO.N..S:.:TO .>'<E REMOVED
•ODSTRUOTIQNs:1.0::8:E:t1GHTir.D................ _.
200 400 600 800 1000 1200 1400 1600 1800 2000 2P00 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 5200 5400 5600
MAGNETIC DECLINATION= 2°42
PER U.5.G.S. DENVER OFFICE 1977
PROPERTY
ULTIMATE PROPERTY L!'iE
`410
ULTIMATE PROPERTY LINE
NOTE:
THRESHOLD LOCATION ;REMAINS BY
APPLICATION OF FAA ORDER 5310.7
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
LEGEND
• OBJECTS BELOW FAR 77 SURFACES
OBJECTS PENETRATING FAR 77 SURFACES
PI.C,PPn'ai3Yi%irli7l ST1ON
=TING FROPeRr• s:•,:'..
R. DIXON SPEAS ASSOCIATES
- Xiii/;./1 V;:Swink/w/J
?::k1PERTY
AQUISIT!
SOc�` 11274'
1
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
0 50 100 200 400
0 50 100 200
HORIZONTAL SCALE: 1"-20
VERTICAL SCALE: 1"-100'
k9
Hansen Lind Meyer, P.C.
Iowa Cty. Iowa 52240
4:
OBSTRUCTIONS TAKEN FROM NATIONAL
OCEAN SURVEY O.C. 923 FOR DUBUQUE
MUNICIPAL AIRPORT. DUBUQUE, IOWA
FIELD SURVEYS-SEPTEMBER 1978
REFER TO SHEET 4 FOR OBSTRUCTION TABLE
NOTE
50:1 APPROACH INTERSECTS GROUND//%
APPROXIMATELY 5100' FROM RUNWAY 31 END
REFER TO SHEET 4 FAR 77 DRAWING
PULL 'VIEW OF OBSTRUCTION
RUNWAY 31 APPROACH
PLAN & PROFILE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. RICKOK JOHN WALLACE 1 -200' HLM 97678
•
ti
i -----ULTIMATF,-1000' CLEAR ZONE
5600 5400 520.0 5000 4800 4600 4400 4200 4000 3800 3600 3400 3200 3000 2800 2600 2400 2200 2000 1800 1600 1400 1200
MAGNETIC DECLINATION = 2° 42
PER U.S.G.S. DENVER OFFICE 1977
N
LEGEND
• OBJECTS SELOW FAR 77 SURFACES
♦ OBJECTS PENETRATING FAR 77 SURFACES
4 FUTURE MALS/R
0 60 100 200 400
HORIZONTAL SCALE: 1"-200'
0 60 100
VERTICAL SCALE: 1"-100'
200
ULTIMATE 900' RUNWAY EXTENSION
----ULTIMATE-END END -OF
.....QF RUNWAY RUNWAY:':.:
.:EI:s:1066:5 EL; 10714A:
I.............................:......................................................
1000
000'..CLEAR—ZONE EXISTING.._ ..
800
600
400
200
REFER TO SHEET 4 FOR OBSTRUCTION TABLE
0
1220
1170
1120
J070
1020
970
920
870
820
/j/
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
R. DIXON SPEAS ASSOCIATES
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
Hansen Lind Meyer, P.C.
Iowa City, Iowa 52240
RUNWAY 18 APPROACH
PLAN & PROFILE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE 1"-200' HLM 97678
•
1330
1280
..............
1230
1180
1130
1080.
,1030
980
930
E LLO.E::BIILLMIlII.:G:.:O .::E.C,._iSti.:::..:i..
2
880 -
0
200
400
N --Q
.............:........................... .
4:1...AFPR��..'CH��S6PpE...--EXtS'TLNfi..d,..:..LLl..
...............
600
800
1000
MAGNETIC DECLINATION t 42
PER U.S.G.S. DENVER OFFICE 1977
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
1200
1400
1600
1800 2000
LEGEND
FARM- BUILDINGS
i-'<
•
2200 2400 2600 2800 3000 3200 3400 3600 3800 4000 4200 4400 4600 4800 5000 520D 5400 5600
• OBJECTS BELOW FAR 77 SURFACES
A OBJECTS PENETRATING FAR 77 SURFACES
R. DIXON SPEAS ASSOCIATES
•
6301 34TH AVE. SO. MINNEAPOLIS. MN. 55450
O 60 100 200 400
O 60 100 200
HORIZONTAL SCALE: 1"- 200'
VERTICAL SCALE: 1"-100'
Hansen Lind Meyer, P.C.
Iowa City. Iowa 52240
OBSTRUCTIONS TAKEN FROM NATIONAL
OCEAN SURVEY O.C. 923 FOR DUBUOUE
MUNICIPAL AIRPORT. DUBUQUE, IOWA
FIELD SURVEYS-SEPTEMBER 1978
REFER TO SHEET 4 FOR OBSTRUCTION TABLE
RUNWAY 36 APPROACH
PLAN & PROFILE
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE 1"-200' HLM ♦7678
9r
P\Ol-
ry_�Y,
/
y9 \
0��
00� 96, ! �^ /
i/��
c<r9( SYp' / 4^
TRACT A
A TYPE FEE AQUISITION
B RESTRICTIONS CLEAR ZONE HEIGHT
C PREVIOUS OWNER BEHER, EVELYN & BETTY
D PURCHASE DATE 1965
E AREA 120 ACRES
F COST $40,000
G PARTICIPANTS FAA CITY OF DUBUQUE
TRACT 'A'
A TYPE FEE AQUISITION
B RESTRICTIONS NONE
C PREVIOUS OWNER BEHER. EVELYN & BETTY
D PURCHASE DATE 1965
E AREA 80 ACRES
F COST $14,239
C PARTICIPANTS CITY OF DUBUQUE
TRACT B
A TYPE
B RESTRICTIONS THIS TRACT IS COMPRISED OF
C PREVIOUS OWNER SEVERAL SMALLER TRACTS PURCHASED
BY THE CITY OF DUBUQUE AS PART OF
D PURCHASE DATE THE ORIGINAL AIRPORT FROM VARIOUS
E AREA OWNERS IN 1944. PURCHASE PRICE IS UNKNOWN
F COST
G PARTICIPANTS
•
DUBUQUE AIRPORT MASTER PLA
DUBUQUE MUNICIPAL AIR
DUBUQUE
PORT
IOWA
TRACT A
v9
.4
5
/ \
/ 00 \
/ P4+ \
5 \
/
�p3� ...:Q.\
TRACT C
A TYPE
B RESTRICTIONS
THIS TRACT IS COMPRISED
C PREVIOUS OWNER OF SEVERAL SMALLER TRACTS
D PURCHASE DATE PURCHASED BY THE CITY OF
DUBUQUE AS PART OF THE
E AREA
ORIGINAL AIRPORT FROM
F COST VARIOUS OWNERS IN 1944.
C PARTICIPANTS PURCHASE 'PRICE IS UNKNOWN
TRACT E
A TYPE FEE SIMPLE
B RESTRICTIONS NONE
C PREVIOUS OWNER MELVIN BRADLY
D PURCHASE DATE 1970
E AREA 6.683 ACRES
F COST S15,000
O PARTICIPANTS FAA CITY OF DUBUQUE
RALPH & MARILYN BERGFELD
TRACT 'A'
♦♦44,..
b
00
TRACT D
A TYPE
THIS TRACT IS
B RESTRICTIONS
COMPRISED OF
C PREVIOUS OWNER SEVERAL SMALL
TRACTS PURC ASED BY
D PURCHASE DATE THE CITY OF DUBUQUE AS
E AREA PART OF THE ORIGINAL
F AIRPORT FROM VARIOUS OWNERS IN 1944\
PURCHASE PRICE IS UNKNOWN
COST
G PARTICIPANTS
TRACT 'E'
A TYPE PEE SIMPLE
B RESTRICTIONS NONE
C PREVIOUS OWNER KLETT
D PURCHASE DATE 1970
E AREA 2.686 ACRES
F COST $13.000
C PARTICIPANTS FAA CITY OF DUBUQUE
R. DIXON SPEAS ASSOCIATES
•' op.9N'�tirnJ,i�nn/J
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
TRACT D
/ JOHN & FRANCES\
DECKER
FREDERICK E. KLETT
0 00 500
250
Hansen Lind Meyer, P.C.
Iowa Cm Iowa 62240
TRACT 'E'
FREDERICK E. KLETT
MAGNETIC
DECLINATION
2° 42'
PROPERTY MAP
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. HICKOK JOHN WALLACE HLM 87678
LOW GROWING CROPS
CEMETERY
LOW GROWING CROPS
/
GENERA CROPS
SAFETY AF4
(GRASS)
GENERAL. CROPS
LOW GROWING CROPS
GENERAL CROPS GENERAL CROPS
A FUTURE DEVELOPMENT
OA POST PLANNING PERIOD
F9
rt
yF
GENERAL CROPS
SAFETY AREA (GRASS)
NW -SE RUNWAY
PROPERTY LINE
LOW GROWIN
CROPS
4® SAFETY AREA
(GRASS)
GRASS /\
LOW GROWING CROPS
GENERAL. CROPS
LOW. GROWING CROPS
1
LEGEND
EXISTING PROPERTY
ULTIMATE PROPERTY
R.O.W.
LAND USE BOUNDARY
LOW GROWING CROPS
GRASS
\ _ LOW GROWING CROPS
LOW GROWING CROPS
0 100 500
0 �
NI
250
2000
10,0
DUBUQUE AIRPORT MASTER PLAN
DUBUQUE MUNICIPAL AIRPORT
DUBUQUE IOWA
R. DIXON SPEAS ASSOCIATES
6301 34TH AVE. SO. MINNEAPOLIS, MN. 55450
Hansen Lind Meyer, P.C.
Iowa City, Iowa 52240
ON -AIRPORT LAND USE PLAN
DRAWN BY: CHECKED BY: DATE: SCALE: PROJECT NO.
D. RICKOK JOHN WALLACE
HLM 67678
8. FINANCIAL FEASIBILITY
The preceding sections of this report have outlined a development
program to serve the aviation needs at Dubuque Municipal Airport
through the year 2000. This section deals with the schedule and
costs of the development program, projected revenues and expendi-
tures, and the economic feasibility of implementing elements of the plan.
This section is not designed to be utilized as a blueprint for every
financial and development decision regarding the airport. Rather,
it is to be the beginning point in a long-term evaluation of financing
the airport. Not all of the items in the development scheduling
process need be constructed. This section is intended to provide
a vehicle for the sponsor to clarify priorities and for determining
alternative courses of action.
For example, the extent of discretionary ADAP funding available to
Dubuque is not known. Thus, items that appear to be outside of the
capabilities of the airport to finance, may be financed through this
or other sources.
8.1 Development Schedule and Capital Costs
Development items were discussed in general time periods
in Section 5 of this report. This section refines these
requirements to determine specific projects by planning
period. Tables 8-1, 8-2 and 8-3 indicate the proposed
staging of development projects for the short, intermediate
and long terms. The costs shown are in 1978 dollars to
ease comparison.
Major elements of the short-term which are eligible for
federal funding assistance include land acquisition, runway,
taxiway and apron overlay, apron expansion and development
of Runway 04-22. Non-eligibie items include tee hangar con-
struction and additional auto parking.
For intermediate term, major eligible items include site
preparation for extending runway end 18, extension of
runway 18, new partial parallel and connecting taxiway to
runway 18-36, and apron extensions. Additional tee hangars
and auto parking are included as non -eligible.
Major development items eligible for federal assistance in
the long-term include the extension of runway end 13 with
necessary relocations of NAVAID systems, construction of a
99
Eligible Items
Property Acquisition
Paving
Lighting
Table 8-1
DEVELOPMENT SCHEDULE/CAPITAL COSTS
SHORT-TERM
Cost in 1978 Dollars
1978 1979 1980
200 acres fee title -Approach to 13
28 acres fee title -Approach to 31
540,000
75,600
PFC overlay- R/W 13-31 244,000
Widen to 75' - R/W 04-22 160,000
Overlay - T/W 13-31 87,500
Extend Apron 225' 112,500
Overlay Apron 50,000
Apron Flood Lights 9,900
HIRL, MIRL, MITL, Cable Replacement 81,600
MIRLS - R/W 04-22 33,000
Approach Aids VASI-2 - R/W 04-22
VASI-4 - R/W 18-36 & End 31
Other
Note 1
Note 1
Fencing (Boundary)
New well house, pump, tank Note 2
New waste treatment facility Note 2
Equipment 236,000
Mark PFC overlay R/W 13-31
Basic marking R/W 04-22
348,500
36,000
13,000
1,600
147,400 1,184,800
Table 8-1 (cont'd. )
Cost in. 1978 Dollars
Non -Eligible Items 1978 1979 1980
Structures 16 Units - Tee Hangar 100,000
Auto Parking Pave 96 units 25,000
Meter 125 units 16,000
Other
Construct Fuel Farm 19,800
- 0 - 31,000 119,800
TOTAL 348,500 178,400 1,304,600
1) 100% FAA Funded
2) Funded by other municipal budget
SOURCES: Construction bids and FILM Analysis of 1978, Iowa State Airport
System Plan Update.
0
Eligible Items
Site Preparation
Paving
Lighting
Approach Aids
Other
Table 8-2
DEVELOPMENT SCHEDULE/CAPITAL COSTS
INTERMEDIATE TERM (1981-1985)
Extension to R/W End 18 (250,000 cu. yds.)
Access Road
Demolish Structures and Proposed Apron
Extension to R/W End 18
Construct partial parallel and connecting
taxiway to R/W 18-36
Extension to taxiway at R/W End 18
Access Road
Construct additional apron
Extend MIRLS R/W End 18
Extend MITLS T/W End 18
Relocate VASI-R/W 18
Relocate REILS-R/W 18
Mark NPI R/W 18
Cost In
1978 Dollars
400,000
10,000
6,000
330,000
185,000
100,800
28,000
268,000
9,900
30,000
20,000
6,000
5,800
1,399,500
Table 8-2 (cont'd. )
Non -Eligible Items
Roads
Structures
Parking
Other
Relocate service road
16 unit - Tee Hangar
50 metered parking units
FAA 50% Funded Construct security area
TOTAL
SOURCE: HLM Analysis of 1978 Iowa State Airport System Plan Update
Cost In
1978 Dollars
14,000
100,000
65,700
179,700
50,400
1,629,600
Table 8-3
DEVELOPMENT SCHEDULE/CAPITAL COSTS
LONG-TERM (1986-2000)
Eligible Items
Site preparation Fill Runway end 13
Paving Parallel T/W 13-31
Extend R/W 13
Extend T/W 13
Extend Apron
Relocate County Road (Obstruction)
Lighting
Extend R/W 13 FIIRLS
Extend T/W 13 MITLS
MITLS - T/W 13-31
Approach Aids Relocate R/W 13 MAL.S, VASI, REIL
Relocate ILS Iocalizer
Cost in 1978 Dollars
1986-2000
667,000
402,000
191,700
130,000
528,900
47,000
7,500
7,500
50,000
67,500
137,500
Other NPI Marking R/W 13 7,000
2,243,600
Table 8-3 (cont'd, )
Non -Eligible Items
Structures
Auto Parking
Other
Partial FAA Funding
TOTAL
30 Units - Tee Hangar
102 units
Terminal Expansion
SOURCE: HLM Analysis of 1978 Iowa State System Plan Update
0
Cost In 1978 Dollars
1986-2000
180,000
121,400
301,400
600,000
3,145,000
new parallel taxiway for 13-31, and further expansion of
the apron in the general aviation area. Non -eligible items
include additional tee hangar development and auto parking.
Expansion of the terminal will be necessary in the long-term
and will be eligible for federal assistance (50% of public -use
areas).
8.2 Capital Improvement Program and Fixed Costs
The Aviation Trust Fund was established by Congress in 1970
to finance improvements to the national airports and air-
ways systems. The Airport and Airway Development Act has
been the vehicle through which these monies have been made
available. The level of federal participation in eligible
development items is currently 90 percent for projects funded
in fiscal year 1978 and 80 percent thereafter. This federal
assistance greatly reduces the costs of development which
must be borne by the City of Dubuque in implementing the
development program.
Under the air carrier authorized funding category, a total
of $495 million is allocated across the United States. This
is divided into enplanement funds and funds to be allocated
on a discretionary basis by the FAA. Figure 8-1 illustrates
a breakdown of funding for the United States in fiscal 1979.
In addition to this provision of ADAP, proposed noise
abatement legislation will make funds available to airports
for the purchase of property to ameliorate the effects of
airport noise.
Table 8-4 shows total construction cost by period for both
eligible and non -eligible items. These costs are then ad-
justed for design fees and contingency costs and for real
long-term increases in construction costs. Federal and
local shares of eligible capital costs are then indicated
as above. This local share, together with the total cost of
non -eligible items, represents the city's investment in
capital improvements indicated in the development program.
Typically, airport development is financed by 20 or 30 year
general obligation bonds. While this philosophy lowers the
annual fixed cost associated with capital development by
spreading it out over a number of years, it also greatly
106
Table 8-4
CAPITAL IMPROVEMENT PROGRAM -ANNUAL FIXED COSTS
(000$)
Eligible Items 1978 1979 1980 1981-1985 1986-2000
Construction Cost 348.5 147.4 1,184.8 1,449.9 2,843.6
Total Cost(1 435.6 184.2 1,481.0 1,812.4 3,554.5
Adjusted Total Cost (2 435.6 202.6 1,792.0 2,410.5 7,642.2
Federal Share 392.0 162.0 1,433.6 1,902.9 5,307.4
Local Share 43.6 40.6 358.4 507.0 2,334.8
Annual Fixed Cost 0 (3 0 (3 32.1(3 48.8 224.9
Cumulative Annual 0 0 32.1 80.9 305.8
Fixed Cost
Non -Eligible Items
Construction Cost 0 31.0 119.8
Total Cost (1 0 38.7 149.7
Adjusted Total Cost (2 0 42.7 181.1
Annual Fixed Cost 0 0 (3 17.4
Cumulative Annual 0 0 17.4
Fixed Cost
179.7
224.6
298.7
28.8
46.2
301.4
376.8
810.1
78.0
124.2
Total Cumulative
Annual Fixed Cost 0 0 49.5 127.1 430.0
Table 8-4 (cont'd, )
1) Includes 25% Contingency and Design Fees
2) Adjusted for Real Long -Term Increase in Construction Costs (10 o Annual)
3) Reflects Cash -on -Hand From 1976 Bond Issue
Source: Speas Associates Analysis
CO
increases the portion of those costs attributabie to
interest expenses. Depending on the interest rate, the
interest portion of debt retirement will range from 35 per-
cent to 55 percent. The philosophy of the City of Dubuque
has been to maintain a stable capital improvement program
which makes possible 10 and 15 year general obligation bond
issues at lower interest rates. The result of this philosophy
is that interest expenses over the life of a bond are reduced to
the range of 20 to 30 percent of total debt retirement.
The annual fixed cost or debt service associated with the local
share of eligible development items and the costs of non -
eligible items are shown in Table 8-4. The annual fixed costs
shown are based on 15 year general obligation bond issues at
5 percent annual interest. This is representative of recent city
bond issues, and are reasonably assuming that bonds are issued
well enough in advance to enter the market at the appropriate
time to take advantage of lower market rates.
Cumulative annual fixed costs, representing the sum of fixed
costs incurred during each period and those incurred during
prior periods, are shown for both eligible and non -eligible
items. The cumulative annual fixed costs associated with the
1986-2000 period assume that the development occurs early in
the period, prior to the retirement of bonds issued in 1978
through 1985. As these bonds are retired, the annual fixed
costs in that period will decrease substantially.
Total cumulative annual fixed costs for both eligible and
non -eligible items are also shown in Table 8-4. Again, it
should be noted that due to retirement of earlier bonds the
total for the 1986-2000 period would be decreased substantially
from that shown by the year 2000.
8.3 Operating Revenues and Expenses
In order to determine the feasibility of implementing the capital
improvement program, a projection of airport revenues and
operating expenses must be developed.
Annual revenues and expenses for the years 1972 through 1977
were examined to determine baselines from future revenues so
expenses can be projected.
109
8.3.1 Revenue Projections
Airport revenues are currently derived from five
primary sources: 1) farm land rental, 2) landing
fees, 3) fuel flowage levy, 4) concessions, and
5) space/land rental. Other revenues are derived
from various reimbursements, charges and sale of
surplus equipment, etc. Historical and projected
revenues from these sources are presented in Table
8-5a. Revenues from space and land rentals are
presented in further detail in Table 8-5b.
The projected revenues are based upon regular upward
rate adjustments and, in most cases, unit increases.
Farm revenues will benefit from an increase of
approximately 200 acres of land in 1980. The current
average rental rate of $33/acre can be expected to
increase to $38 in 1980, $50 in 1985 and $100 by 2000.
Landing fees, 16.54/1000 in 1977, are expected to
increase to 204 in 1980, 254 in 1985 and 504 in the
year 2000. In addition, the number of operations
and average weight of air carrier aircraft utilizing
the facility will increase through the planning period,
thus providing a significant growth in revenues. Landing
fees will increase relative to total revenues from 19
percent currently to 28 percent by the year 2000.
The fuel flowage levy of 24/gallon in 1977 should increase
rapidly to bring it in line with rates charged at other
airports and to make it more equitable with landing
fee charges. Projected rates would be 34/gallon in 1978,
increasing to 44 in 1980, 54 in 1985 and 104 by 2000.
Flowage is expected to recover from the recent slump
and experience good growth as forecast earlier in this
report.
Concessions are expected to have modest increases
in prices, however, significant revenue growth can be
expected due to increases in enplanement levels.
Revenues from space and land rentals are derived
primarily from tee hangars and passenger terminal
space. While rental rates for terminal space will in-
crease, rentable space probably will not for some time.
As a result, its contribution to lease revenue will de-
crease relative to other sources. Additional tee hangar
110
Table 8-5a
HISTORY AND PROJECTION OF AIRPORT REVENUES
(000$)
1st Half
1972 1973 1974 1975 1976 1977 1978 1979 1980 1985 1990 2000
Farm Operations 11.2 14.8 14.6 0.7 20.3 20.9 21.7 22.6 31.5 41.4 49.7 82.8
Landing Fees 16.5 14.0 22.2 9.9 22.4 23.0 32.8 39.1 45.8 86.7 124.2 221.5
Fuel Levy 3.8 8.0 6.8 14.4 15.7 22.7 41.8 63.9 143.2
Other Use Charge 0.8 1.8 1.8 1.8 1.8 2.7 3.6 7.2
Concessions 1.8 2.0 0.9 0.7 5.4 5.7 6.8 7.7 8.5 13.5 21.1 47.2
Security Reimb. 4.4 13.0 6.5 14.2 11.4 12.9 13.6 14.2 18.2 23.2 37.8
Leases* 41.8 49.5 51.2 24.6 54.3 50.7 56.6 58.7 70.8 86.5 95.2 189.8
Misc. 0.4 2.2 1.0 0.6 1.0 1.5 1.0 1.0 1.0 1.5 2.0 3.0
Auto Parking 12.1 14.8 27.0 42.9 89.0
Total 71.7 86.9 102.9 46.9 126.4 122.0 148.0 172.3 211.1 319.3 425.8 820.5
*See Figure 8-5b
Source: Dubuque Municipal Airport Annual Report (History)
Speas Associates Analysis (Forecast)
Terminal
Hangars
Land (1
Tie Downs
FBO Buildings
Other(2
Total Leases
Table 8-5b
HISTORY AND PROJECTION OF LEASE REVENUES
(000$)
1st Half
1972 1973 1974 1975 1976 1977 1978 1979 1980 1985 1990 2000
15.6 15.2 18.8 9.2 21.6 24.1 25.3 26.5 28.0 37.5 50.0 75.0
13.0 15.1 14.7 8.4 17.6 16.6 17.0 17.3 26.9 29.8 31.2 62.4
1.0 1.9 1.5 2.0 3.2 2.4 2.8 2.8 3.2 4.8 8.0 21.0
0.3 1.1 0.5 0.8 1.2 1.7 2.6 3.6 7.4
11.5 16.9 15.3 4.0 8.6 4.5 8.0 8.0 8.0 8.0 10.0 16.0
0.7 0.4 0.9 0.7 2.2 2.6 2.7 2.9 3.0 3.8 4.9 8.0
41.8 49.5 51.2 24.6 54.3 50.7 56.6 58.7 70.8 86.5 95.2 189.8
1) For corporate hangars
2) Houses and miscellaneous offices
Source: Dubuque Municipal Airport Annual Report (History)
Speas Associates Analysis (Forecast)
units will be provided as demand indicates. Rates
should be established such that the hangar units will
be self -amortizing over 20 years. Rates on existing
units should correspond to those set for new units
with some allowance for age and condition. Other
lease revenues will experience similar growth due
to rate and use increases.
The other revenue sources shown in Table 8-5a
contribute relatively small amounts to the total revenue.
Reasonable increases for those items are shown. It
should be noted that the security reimbursement is
not a revenue source in the same sense as the other
items. It was included to provide continuity with the
airport's annual financial statements.
One additional revenue source, auto parking, was
included beginning in 1978. At similar airports,
parking revenues were determined to be approximately
254/enplaned passenger. This rate will increase through
the analysis period to about $1/enpianement by 2000.
With the growth in enplanements forecasted, parking
revenues can be expected to reach 10 percent of total
revenue by 1990. It is anticipated that revenues would
be generated by meter parking until enplanements
reach about 50,000 annually, (1985), at which time a
gate system would be established.
Over all revenues have been variable in the past
with as much as a 21 percent increase in 1973 and
a 3 percent decrease in 1977. Revenues are expected
to increase rapidly, about 20 percent annually over
the next three years as rates are brought in line
with current trends. Thereafter, they will level off
to a 6 to 9 percent annual increase.
8.3.2 Operating Expenses
Operating expenses at Dubuque Municipal Airport
are identified in three major areas; 1) employee
expenses, 2) airport operations, and 3) terminal
and building maintenance. These three items
currently account for nearly 90 percent of total
airport operating expenses. Other identified expense
areas include administrative supplies, snow removal,
farm operations and security. These expenses are
relatively small and the largest, security, is directly
reimbursed.
113
Historical and projected expenses are outlined in
Table 8-6. Projected expenses reflect regular
increases in labor and materials costs and adjustments
corresponding to additional paving, structures and staff.
Employee expense is by far the largest cost segment,
accounting for about 55 percent of total expense. This
proportion is expected to hold fairly constant through
the analysis period with a staff increase anticipated
by 1985.
Airport operations is the next largest cost segment
at 20 percent of total expenses. With runway and
taxiway expansions, this segment will gain in proportion
to other costs, amounting to approximately 25 percent
of the total by 1990.
The other major cost, terminal and building maintenance,
will decline in proportion to total expenses from 13
percent to about 10 percent by the year 2000.
Total operating expenses, as shown in Table 8-6,
have increased dramatically over the last six years.
The increase is expected to level off at about 5 to 8
percent annually through the planning period.
8.4 Financial Feasibility
A summary of operating revenues and expenses, and the
previously outlined fixed costs, are presented in Table 8-7.
This table, in the form of a summary year-end financial statement,
illustrates historical and projected operating performance of the
airport.
As Table 8-7 indicates, from an operating point of view, the airport
has experienced a deficit ranging from $28,000 to $75,000 per year.
However, progress in projected revenues/expenses indicates that
an operating surplus will occur in the early 1990's.
Also shown are fixed costs which include past debt service
and commitments to date, proposed fixed costs associated
with the development program, and miscellaneous capital expenses.
Addition of these costs to the operating profit (loss) results in a
net profit (loss) for the airport. As can be seen, the airport has
experienced a net loss, and therefore a subsidy from the city,
from 1972 to the present.
114
HISTORY AND PROJECTION OF OPERATING EXPENSES
(000$)
1st Half
1972 1973 1974 1975 1976 1977 1978 1979 1980 1985 1990 2000
Employee 45.2 59.5 85.3 47.9 96.8 110.2 115.7 121.6 127.6 195.3 249.2 406.0
Administration 1.5 1.4 1.6 1.4 1.9 2.1 2.2 2.3 2.4 3.1 4.0 6.5
Operations 23.3 20.1 30.9 14.8 34.7 39.9 41.9 44.0 50.8 77.9 109.2 178.0
Building Maintenance 25.0 28.4 23.8 9.3 18.6 24.5 25.7 27.0 28.4 36.2 46.2 75.3
Snow Removal 5.6 2.0 3.0 3.6 4.5 4.8 5.0 5.3 6.1 9.3 13.1 21.3
Farm Operations 3.8 3.7 4.7 2.3 2.9 3.7 3.9 4.1 5.6 7.1 9.1 14.8
Security 13.6 7.6 12.0 12.3 12.9 13.6 14.2 18.2 23.2 37.8
Total 104.4 115.1 162.9 86.9 171.4 197.5 207.3- 217.9 235.1 347.1 454.0 739.7
Source: Dubuque Municipal Airport Annual Report (History)
Speas Associates Analysis (Forecast)
Table 8-7
PRO FORMA INCOME STATEMENT
(000$)
1st Half
1972 1973 1974 1975 1976 1977 1978 1979 1980 1985 1990 2000
Airport Revenue 71.7 86.9 102.9 96.9 126.4 122.0 148.0 172.3 211.1 319.3 425.8 820.5
Operating Expense 104.4 115.1 162.9 86.9 171.0 197.5 207.3 217.9 235.1 347.1 454.0 739.7
Net Operating
Profit (Loss)
Existing Fixed
Costs
Misc. Cap. Expense
Proposed Fixed
Costs
Net Profit
(Loss)
(32.7) (28.2) (60.0) (40.0) (44.6) (75.5) (59.3) (45.6) (24.0) (27.8) (28.2) 81.8
21.7 118.8 114.6 42.6 45.5 142.1 106.2 77.0
6.1 47.5 14.9 13.3 32.3 5.4 10.0 10.0 10.0 15.0 20.0 40.0
-0- -0- 49.5 127.1 430.0 302.9
(60.5) (194.5) (189.5) (95.9) (122.8) (223.0) (175.5) (132.6) (83.5) (169.9) (478.2) (261.1)
Source: Dubuque Municipal Airport Annual Report (History)
Speas Associates Analysis (Forecast)
Municipal airports are often considered similar to other municipal
services such as streets, utilities and public safety. When viewed
in this manner, and considering the substantial economic impact
that the airport has on the community, the amount of subsidy
in the past is not substantial. Furthermore, the size of this
subsidy is not out of line with other airports of similar size.
The projected net loss shown in Table 8-7 increases through the
planning period, peaking at about $478,200 in 1990. Thereafter,
the subsidy required will fall off considerably as earlier bonds
are retired and the operating margin begins to generate a surplus.
When adjusted for inflation, the projected subsidy levels through
1990 are about the same as those required in recent years. In the
same manner, subsidy levels required after 1990 can be considered
significantly lower than current levels. In addition, it should be
noted that the large fixed costs and thus the large subsidy re-
quirement indicated for 1990 is based on the assumption that all
of the long term development would be initiated early in that
period. This is not likely to occur, and thus if the development
would be more evenly distributed throughout the period, the
fixed cost and subsidy levels would be more uniform. A more
uniform level would be possible by phasing in new development
bonds as the 1978 through 1985 bonds are retired.
117
"THE PREPARATION OF THIS DOCUMENT WAS FINANCED IN PART THROUGH AN
AIRPORT MASTER PLANNING GRANT FROM THE DOT -FAA UNDER THE PLANNING
GRANT PROGRAM AS PROVIDED IN THE AIRPORT AND AIRWAY DEVELOPMENT
ACT OF 1970, AS AMENDED, AND IN PART BY THE IOWA DEPARTMENT OF
TRANSPORTATION. THE CONTENTS OF THIS REPORT REFLECT THE VIEWS
OF HANSEN LIND MEYER, P.C. AND R. DIXON SPEAS ASSOCIATES WHICH ARE
RESPONSIBLE FOR THE FACTS AND ACCURACY OF THE DATA PRESENTED
HEREIN, THE CONTENTS DO NOT NECESSARILY REFLECT THE OFFICIAL VIEWS
OR POLICY OF THE FAA. ACCEPTANCE OF THIS REPORT BY THE FAA DOES NOT
IN ANY WAY CONSTITUTE A COMMITMENT ON THE PART OF THE UNITED STATES
TO PARTICIPATE IN ANY DEVELOPMENT DEPICTED THEREIN NOR DOES IT IN-
DICATE THAT THE PROPOSED DEVELOPMENT IS ENVIRONMENTALLY ACCEPTABLE
IN ACCORDANCE WITH PUBLIC LAWS 91-190, 91-258 AND/OR 90-495."